KR20050031932A - Roll over preventive control device of vehicle - Google Patents

Abstract

A roll over preventing control device of a vehicle is provided to repress the vehicle speed if four wheels are contacted to the ground in turning by applying braking power to four wheels. A roll over preventing control device of a vehicle is composed of a brake mechanism for braking left and right wheels(5FL,5FR,5RL,5RR), respectively; a roll state detecting unit for sensing a roll state of the vehicle; a roll over preventing control unit(33) for controlling the brake mechanism to apply or increase braking power to turning outer wheels if the roll state detecting unit decides that the vehicle rolls excessively; and a deciding unit for judging whether both left and right wheels of the vehicle are contacted to the road surface in repressing roll over. The roll over preventing control unit controls the brake mechanism to apply braking power to all wheels when the deciding unit determines that the left and right wheels are contacted to the road.

Description

Roll over control device of vehicle {ROLL OVER PREVENTIVE CONTROL DEVICE OF VEHICLE}

The present invention relates to a rollover suppression control apparatus for a vehicle that performs a rollover suppression control by applying a braking force to a turning outer ring when the vehicle is in an excessive roll state when the vehicle is turning.

A technology for controlling the attitude of the vehicle when it is turning, a technology for detecting the roll state of the vehicle body and applying a braking force to a specific wheel when the roll of the vehicle body becomes large, thereby suppressing the roll of the vehicle body and restraining the vehicle from tipping over (falling over). (For example, refer patent document 1).

This technique detects the roll rate (roll angular velocity) of the vehicle body and calculates the steering angular velocity based on the steering angle detected by the steering angle sensor or when the detected roll ratio is greater than or equal to the predetermined value. In this case, it is intended to suppress the roll of the vehicle body by controlling the brake of the vehicle.

In order to suppress the roll of the vehicle body, it is effective to reduce the speed of the vehicle and to suppress the turning of the vehicle. For example, it is effective to apply the brake to the front and rear wheels on the turning outer ring side.

[Patent Document 1]

Japanese Patent Laid-Open No. 11-11272

By the way, the turning type that causes the vehicle to overturn is not only a general one-way turning but also a turning (hereinafter referred to as turning turning) in which the turning direction of the vehicle is changed along the way of turning the steering wheel such as lane change or S-curve driving. In such a turning turn, a large shake occurs in the rolling direction of the vehicle, and there is a concern that the rollover cannot be sufficiently suppressed only by applying a braking force to the turning outer ring of the vehicle as described above.

Since the turning direction is switched in the middle of such turning, the turning outer ring to be controlled in the middle is switched when the overturn suppression control is performed. However, the switching of the braking force takes a response time, so the turning outer ring to be controlled is controlled. It takes time until the braking state is completely switched, and there is a fear that the overturn cannot be sufficiently suppressed from this point as well.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle overturn suppression control device capable of sufficiently suppressing overturning even in a turning turn in which the vehicle's turning direction is switched on the way.

In order to achieve the above object, the vehicle rollover suppression control apparatus of the present invention includes a braking mechanism capable of braking the left and right wheels of the vehicle to each other, roll state detection means for detecting a roll state of the vehicle, and turning of the vehicle. And a rollback suppression control means for performing rollover suppression control by controlling the braking mechanism to give or increase the braking force to the turning outer ring when the roll state detecting means detects that the vehicle is in an excessive roll state. Determination means for determining whether both the left and right wheels of the vehicle are grounded on the road surface during the rollover suppression control, and the rollover suppression control means indicates that both the left and right wheels of the vehicle are grounded on the road surface by the determination means. If it is determined, the front wheel agent for controlling the braking mechanism to apply braking force to both the left and right wheels of the vehicle. And it characterized in that for controlling.

In the above configuration, the state in which both the left and right wheels of the vehicle are grounded on the road surface means a state in which both the left and right wheels are grounded on the road surface with sufficient load.

The judging means is in the rollover suppression control, and when the turning angle of the vehicle can be estimated to be approximately 0 when the turning of the vehicle is a turning turn in which the turning direction is changed halfway, both the left and right wheels of the vehicle are grounded on the road surface. It is preferable to determine that it is.

Further, the determination means is in the rollover suppression control, and the roll angle of the vehicle is estimated to be approximately 0 when the size of the roll rate of the vehicle is equal to or larger than a predetermined value when the turning of the vehicle is a turning turn in which the turning direction is switched on the way. It is preferable to determine that both the left and right wheels of the vehicle are grounded on the road surface.

Further, the determining means is in the rollover suppression control, and when the turning of the vehicle is a turning turn in which the turning direction is switched on the way, the roll angle of the vehicle is reduced when the magnitude of the lateral acceleration of the vehicle falls below a predetermined value near 0 which is preset. It is preferable to assume that it is approximately 0, and to determine that both the left and right wheels of the vehicle are grounded on the road surface.

Preferably, the rollover suppression control means ends the front wheel braking control by a predetermined time.

EMBODIMENT OF THE INVENTION Hereinafter, embodiment of this invention is described with reference to drawings.

1 to 6 show a rollover suppression control apparatus for a vehicle according to an embodiment of the present invention, FIG. 1 is a control block diagram relating to the suppression control, and FIG. 2 shows a braking system for a vehicle provided with the apparatus. 3 (a) and 3 (b) are schematic diagrams showing the relationship between a turning direction in a vehicle equipped with the apparatus and a braking wheel during normal rollback suppression control. 4A to 4D are diagrams for explaining the control by the vehicle's rollover suppression control apparatus according to one embodiment of the present invention, and FIGS. 5 and 6 are flowcharts for explaining the suppression control. to be.

The overturn suppression control apparatus of this vehicle is equipped with the braking system of the vehicle as shown in FIG. That is, the braking system of this vehicle is shown in FIG. 2 in the state of the master cylinder 2 and the master cylinder 2 which operate in conjunction with the depression of the brake pedal 1 and the depression of the brake pedal 1. Accordingly, or in response to a command from the braking controller (brake ECU) 3, each of the braking wheels (left and right wheels of the front wheel and left and right wheels of the rear wheel) 5FL, from the mask cylinder 2 or the brake fluid reservoir 4 The hydraulic unit 6 which controls the brake hydraulic pressure supplied to the wheel cylinder of the wheel brake (henceforth a brake) 10 of 5FR, 5RL, 5RR is provided. In addition, a braking mechanism is comprised here by the hydraulic pressure control system, such as the master cylinder 2 and the hydraulic unit 6, the wheel brake 10 etc. of each brake wheel.

As shown in FIG. 2 (shown only in the left and right wheel brakes of the front wheels), the hydraulic unit 6 has a predetermined pressure difference upstream and downstream of the differential pressure valve 68 in the vehicle behavior control mode. Differential pressure valve 68 is actuated.

When the vehicle is in the behavior control mode and the brake pedal 1 is not pushed in, the inline suction valve 61 is closed and the outline depression valve 62 is opened, so that the brake fluid in the brake fluid reservoir 4 is outlined. (64), introduced through the outline depression valve (62) and the pump (65), pressurized by the pump (65), and pressure-adjusted by the hydraulic holding valve (66) and the pressure reducing valve (67). Supplied to the brake 10 of the wheel.

When the vehicle is in the behavior control mode and the brake pedal 1 is pushed in, the inline suction valve 61 is opened and the outline depression valve 62 is closed, so that the brake fluid in the master cylinder 2 is inline 63. Is introduced through the in-line intake valve 61 and the pump 65, pressurized by the pump 65 and pressure-adjusted by the hydraulic holding valve 66 and the pressure reducing valve 67 to brake each wheel 10. Is supplied.

Further, the inline 63 and the outline 64 are joined downstream of the inline intake valve 61 and the outline depression valve 62, and the pump 65 is disposed downstream of this joining portion, and the pump ( Downstream of 65, a hydraulic holding valve 66 and a pressure reducing valve 67 are provided for each of the braking wheels 5FL, 5FR, 5RL, and 5RR.

In normal braking, the inline suction valve 61 and the outline depression valve 62 are closed, the differential pressure valve 68, the hydraulic pressure holding valve 66 are opened, and the pressure reducing valve 67 is closed. As a result, the brake hydraulic pressure corresponding to the pressure in the master cylinder 2 (that is, the brake return input) is transferred to the brake 10 of each wheel through the inline 63, the differential pressure valve 68, and the hydraulic pressure retention valve 66. Supplied. In addition, when the ABS (anti-lock brake system or anti skid brake system) is operated, the brake hydraulic pressure according to the brake return input is properly adjusted so that the wheel lock does not occur through the hydraulic holding valve 66 and the pressure reducing valve 67. do.

The inline suction valve 61, the outline depression valve 62, the pump 65, and the hydraulic pressure holding valve 66, the pressure reducing valve 67, and the differential pressure valve 68 of the braking wheels of the hydraulic unit 6 as described above. ) Is controlled by the brake ECU 3.

The brake ECU 3 has a steering wheel angle signal from a steering wheel angle sensor 11 attached to a steering wheel (handle), and a roll rate signal of the vehicle body from a roll rate sensor (rollover state detecting means) 13 provided in the vehicle body. The front and rear acceleration signals and the lateral acceleration signals are input from the front and rear and lateral acceleration sensors 17 provided on the vehicle body, and the wheel speed signal from the wheel speed sensor 15 and the brake pedal depression signal from the brake switch 16, respectively.

The brake ECU 3 is provided with a driver driving state input unit 31 for inputting various functional elements as shown in FIG. 1, that is, a driving state of a driver, to appropriately process and output these input information, The vehicle motion state input unit 32 and the rollover suppression control unit 33 which input various kinds of information on the exercise state (behavior) and appropriately process and output the input information are provided.

The driver driving state input unit 31 determines whether the brake pedal is indented by the brake pedal indentation signal from the brake switch 16, and simultaneously sets the steering wheel angle based on the steering wheel angle signal from the steering wheel angle sensor 11. The steering angle (steering angular velocity) is calculated by differentiating time.

The vehicle motion state input unit 32 calculates the vehicle body speed, roll rate, and lateral acceleration. The body speed is usually calculated based on the wheel speed signal from the wheel speed sensor 15. However, if slippage occurs in the wheel, the front and rear acceleration sensors 17 depend on the body speed based on the wheel speed signal obtained up to that point. It is supposed to calculate by adding the time-integrated value of the front and rear acceleration obtained from (in this case, the estimated vehicle body speed).

The rollover suppression control means 33 includes turning decision means 34 for determining the start and end of turning of the vehicle, control determination means 35 for determining the start and end of the rollover control, and 4 for rollover control. Four-wheel ground determination means 36 for determining whether the wheels are all grounded on the road surface, and control amount setting means 37 for setting the control amount (braking force for rollback suppression control) to the respective brake wheels in the rollover suppression control are provided. It is.

In the rollover suppression control means 33, if it is determined by the control determining means 35 that the rollover suppression control should be started, the rollover suppression control is started and it is determined by the control determination means 35 that the rollover suppression control should be terminated. If so, the rollover suppression control ends. In the rollover suppression control, if all four wheels are grounded on the road surface, a control (full wheel braking control) is applied to all four wheels, and if all four wheels are grounded on the road surface, the ground is grounded. Control to apply a braking force to the turning outer ring which is present is performed. Such braking control is performed while the control amount setting means 37 sets the control amount (braking force).

In the normal rollback suppression control, for example, as shown in Figs. 3A and 3B, a braking force is applied to the front and rear wheels of the turning outer ring. The magnitude of the braking force added at this time is set by the control amount setting means 36 as a value corresponding to the magnitude of the roll rate R _r . In addition, to suppress the roll, it is effective to suppress the vehicle's yaw rate and suppress the vehicle speed, but the braking force of the turning outer wheel to the front wheel greatly contributes to the suppression of the rate of the vehicle, and the braking force of the turning outer ring to the rear wheel is It greatly contributes to the suppression of vehicle speed.

In the turning determination means 34, (i) the vehicle body speed V _b is equal to or greater than the reference value (preset low speed value) V ₁ , and (ii) the magnitude of the lateral acceleration G _y of the vehicle body is the reference value (predetermined predetermined value). If all the conditions of the acceleration (G _y1 ) or more are satisfied, it is determined that the turning of the vehicle has started. In the turning determination means 34, ( _b ) the vehicle body speed V _b is less than the reference value (preset low speed value) V ₂ (where V ₂ <V ₁ ), and (i) the lateral acceleration of the vehicle body. If any one of the magnitudes of G _y is less than the reference value (predetermined predetermined acceleration) G _y2 (but G _y2 &lt; G _y1 ) is determined, it is determined that the turning of the vehicle is completed.

In the control determination means 35, when predetermined control start conditions are satisfied, the rollover suppression control is performed in accordance with the detected roll rate R _r . Here, it is determined that the control start condition is turning by the turning determination means 34, and the size of the roll rate R _r , which is the value of the variable corresponding to the roll state of the vehicle, is equal to or larger than the preset control start threshold value R _rs 1. Both of things become true.

The control determining means 35 ends the rollover suppression control if a predetermined control end condition is satisfied during the rollover suppression control. Here, the control end condition is that either of the ones determined not to be turning by the swing determination means 34 and the size of the roll rate R _r being less than the preset control end threshold R _rs 2 are satisfied. (R _rs 2 <R _rs 1).

In the four-wheel ground determination means 36, in the case of the rollover control during the rollover suppression control (for example, during lane change or S-curve driving), whether all four wheels are grounded to the road surface with sufficient load. Whether or not it is determined is determined based on the roll rate. The determination of the turning turn can be determined by whether the steering wheel angular velocity? Is inverted (in the opposite direction to that).

Here, this four-wheel ground situation will be described.

That is, when steering wheel operation and vehicle speed operation are appropriately performed, for example, as shown in Fig. 4 (c) and Fig. 4 (d), the size of the roll rate and the size of the roll angle do not become excessive without falling down. However, if the steering wheel operation and the vehicle speed operation are not performed properly, for example, as shown in Figs. 4A and 4B, the size of the roll rate and the size of the roll angle become excessive and fall. There is.

For example, in the case of normal turning (one-way turning) without steering wheel steering as shown by solid line in Fig. 4A, the steering wheel angle α increases in one direction as shown by the curve LH1. . At this time, as shown by the curve LR1, the roll ratio R _r rapidly increases to the outside of the turning with the increase in the handle angle α (that is, when the handle is plunged). If the size of this roll rate R _r exceeds the limit, the size of the roll angle is increased as shown by the curve LA1, and falls as indicated by the symbol A (see Fig. 4 (a) and 4 (b)). There may be cases.

On the other hand, as shown by broken lines in Fig. 4A, the steering wheel angle α is represented by the curve LH2 in the case of the turning turning for turning the steering wheel (for example, during lane change or S-curve driving). As shown, it faces in the opposite direction. At this time, as shown by the curve LR2, the roll ratio Rr rapidly increases to the outside of the turning turn with an increase in the opposite direction of the steering wheel angle α (that is, at the start of turning the handle). Then, if the size of the roll rate R _r exceeds the limit, the size of the roll angle is increased as shown by the curve LA2, as indicated by the reference B (see Fig. 4 (a) and 4 (b)). There may be a fall.

In the case of such turning, the turning direction changes on the way, so the turning outer ring is also switched. For example, when the steering wheel is turned from the left turn to the right turn, the weight of the car is biased to the right wheel which is the turning outer ring during the first left turn, and when the turn is made to the right turn, the weight of the car is turned to the left wheel which is the turning outer ring. It is biased. In this way, when the bias of the weight of the vehicle is switched from the right wheel side to the left wheel side or from the left wheel side to the right wheel side, of course, four wheels are grounded on the road surface with sufficient load in the middle (this is referred to as "four-wheel ground state"). Occurs).

In the four-wheel ground determination means 36, it is determined whether or not it is in such a four-wheel ground state.

The four-wheel grounding state, in which the four-wheels are grounded on the road surface with sufficient load, increases the size of the roll rate after bending the handles, if the attention is paid to the roll rate in response to a small handle angle or a small roll angle. Corresponds to the state.

Therefore, in the four-wheel ground determination means 36, when the detected roll rate Rr is equal to or larger than the preset four-wheel ground determination roll rate threshold R _rs 3, the four wheels are grounded on the road surface with sufficient load. It is determined that the wheel is in a ground state. In general, the four-wheel ground determination roll rate threshold R _rs 3 is equal to or greater than the control start threshold R _rs 1 (R _rs 1 <R _rs 3), but in order to speed up the start of four-wheel grounding control, R _rs 3 <R _rs 1 may be _sufficient .

In the control amount setting means 37, at the time of the rollover suppression control, unless it is determined by the four-wheel ground determination means 36 that the four-wheel ground state is applied, the control amount setting means 37 provides the braking force to the turning outer ring as described above. The control amount (braking force for rollback suppression control) is set in accordance with the roll rate or the like. On the other hand, when it is determined by the four-wheel ground determination means 36 that the four-wheel ground state is set, the control amount (braking force for rollback suppression control) to each of the wheels is set according to the roll rate or the like so as to give a braking force to the entire four wheels. Of course, it is also possible to make this control amount into the predetermined value preset rather than according to a roll rate. The state in which the braking force is applied to the entire four wheels continues for a predetermined time (smile time) set in advance, and after that, the determination by the four-wheel ground judging means 36 is not performed until the end of overturn suppression control ends. Instead, normal rollback suppression control, that is, control to apply braking force to the turning outer ring is performed.

Since the overturn suppression control apparatus of the vehicle which concerns on one Embodiment of this invention is comprised as mentioned above, control is performed as shown, for example in FIG.

That is, as shown in Fig. 5, first, in step A5, a variable necessary for determining the start or end of the rollback suppression control is input. Next, it is determined on the basis of the plug F1 whether or not the roll over control is performed in step A10. The plug F1 according to this determination is a plug (overturn suppression control execution plug) indicating whether or not the rollover suppression control is being performed, and the initial value is set to zero. In the case where F1 = 0, since the rollover suppression control is not performed, the flow proceeds to step A20 to determine the start condition of the rollover suppression control. In addition, when F1 = 1, since rollover suppression control is started, it progresses to step A50 and the completion | finish condition of rollover suppression control is determined.

In step A20, it is determined from the above-described determination conditions whether or not the start condition of the rollover suppression control is established based on the variable input in step A5. If this condition is satisfied, the flow advances to step A30, the plug F1 is set to 1 (on), the rollover suppression control is started in step A40, and the flow ends. If this condition does not hold, this flow is terminated without changing the plug or control.

On the other hand, when the determination at step A10 is F1 = 1, at step A50, it is determined from the above determination conditions whether or not the end condition of the rollover suppression control is established based on the variable input at step A5. If this condition is satisfied, the flow advances to step A60, the plug F1 is set to 0, and in step A70, the rollover suppression control is terminated and the flow ends. If this condition does not hold, this flow is terminated without changing the plug or control.

In the rollover suppression control, as shown in Fig. 6, first, a variable required for determining the start or end of the rollover suppression control is input in step B10, and then in step B20, whether the rollover suppression control execution plug F1 is 1 or not. Determine. If the plug F1 is 1, the flow proceeds to step B30 to determine whether the plug F2 is 1 or not.

The plug F2 according to this determination is a plug which indicates whether the control at the time of four wheel grounding, i.e., the braking force applying control to the four wheels for restraint suppression is being performed, and whether the control at the time of four wheel ground has already been carried out and terminated ( 4 wheel grounding control execution plug), the initial value is set to 0, and when 4 wheel grounding control is carried out, 1 is 1;

If the plug F2 is not 1 in step B30, the flow advances to step B40 to determine whether the current turn is a lane change (turn turn), for example, whether the steering wheel angle? To determine whether or not it is.

Here, if it is not a lane change (rotational turning), the process proceeds to step B120 to set the control amount (a braking force applied) according to the roll rate for the normal rollback control, that is, the control to apply the braking force to the turning outer ring, and based on the brake Control is performed (step B130).

If it is determined in step B40 that it is a lane change (round turn), the flow advances to step B45 to determine whether the plug F2 is zero. If plug F2 is not 0 in step B45, it progresses to step B120 and step B130 and performs normal rollback suppression control similarly to the above. If it is determined in step B45 that the plug F2 is 0, the flow advances to step B50 to determine whether or not the four-wheel ground state is established. In this determination, if the detected roll rate R _r is equal to or greater than the preset four-wheel ground determination roll rate threshold R _rs 3, the four-wheel ground state is grounded on the road with sufficient load. Is determined.

If it is determined in step B50 that it is not in the four-wheel ground state, the process proceeds to step B120 and step B130, and the normal rollback suppression control is performed as described above.

On the other hand, if it is determined in step B50 that the four-wheel ground state is reached, the process proceeds to step B60, the plug F2 is set to 1, the process proceeds to step B70 to start a timer count, and at step B80, the counted timer value is set in advance. It is determined whether it is less than politics.

If the timer value is less than the predetermined value, the flow advances to step B90 to set the control amount (applied braking force) according to the roll rate in order to give the braking force to the four wheels corresponding to the four-wheel ground state, and to perform the brake control based on this (step B130). ).

If the timer value is equal to or greater than the predetermined value, the process proceeds from step B80 to step B100 to set the plug F2 to 2, and proceeds to step B110 to stop the timer count to reset the timer to 2. Then, the process proceeds to step B120 and step B130, and the normal rollback suppression control is performed as described above.

In addition, when rollover suppression is complete | finished (plug F1 becomes 0), plug F2 is also reset to 0 (step B140).

In this way, if a rain change is performed during the rollover suppression control, or if the rollover suppression control is performed by the rain change, the four-wheel ground state in which the four wheels are grounded with a sufficient load on the road surface occurs. However, this four-wheel ground state is determined, and a predetermined time thereafter applies a braking force to the four wheels to lower the vehicle speed to suppress the occurrence of rolls, and then, when the wheels to which the vehicle weight is applied are biased toward the turning outer wheel side, If the rollover suppression control is necessary, the control is returned to the normal control in which the braking force is applied only to the turning outer ring side.

Accordingly, when the four wheels are grounded with sufficient loads on the road surface while considering the road grounding load, the vehicle is sufficiently restrained by four-wheel braking to suppress overturning, and when the turning outer ring side is grounded with sufficient loads on the road surface, the turning outer ring side The braking force is applied only to suppress the yaw moment and the vehicle speed efficiently so that overturning can be suppressed.

In addition, since the four-wheel grounding state occurs when the turning outer ring to which the braking force should be applied during the turning turn is switched from one side of the left and right wheels to the other, the braking force is applied to the entire four wheels during the four-wheel grounding. Since the braking force is applied from one side to the other side of the left and right wheels via the braking force applied to all four wheels, the braking wheels can be smoothly switched from one side of the left and right wheels to the other. From this point of view, the overturn can be sufficiently suppressed.

As mentioned above, although embodiment of this invention was described, this invention is not limited to this embodiment, It can variously deform and implement in the range which does not deviate from the meaning of this invention.

For example, in the above embodiment, the four-wheel ground determination is performed on the basis of the roll rate at the time of turning, but the four-wheel ground determination is not limited to this, and for example, four wheels based on the lateral acceleration and the roll angle of the vehicle. You may make a ground determination. That is, since the lateral acceleration and the roll angle are small, the four-wheel grounding state may be determined as four-wheel ground if the lateral acceleration or the roll angle is less than or equal to a preset threshold.

In the above embodiment, after the four-wheel ground determination, the four-wheel grounding control is applied to apply the braking force to the entire four wheels for a predetermined time. However, the four-wheel grounding control for applying the braking force to the entire four wheels after the four-wheel grounding determination is performed. After that, the four wheel grounding control may be terminated when the vehicle is not in the four-wheel ground, that is, the vehicle weight is mainly applied to the turning outer ring. In this case, whether the vehicle weight is mainly applied to the turning outer ring may be determined based on variables such as roll rate, lateral acceleration and roll angle.

According to the apparatus for suppressing rollover of the vehicle according to the present invention, in the turning turning in which the turning direction of the vehicle is switched on the way along with the turning of the steering wheel such as the lane change or the S-curve running, a large shake occurs in the roll direction of the vehicle. As described above, there is a concern that the overturn cannot be sufficiently suppressed by simply applying the braking force to the turning outer ring of the vehicle, but the four-wheel ground state (the four wheels are grounded on the road surface with sufficient load) generated during the turning turn. Since the braking force is applied to the four wheels, the speed of the vehicle is suppressed, which greatly contributes to the overturning suppression.

In addition, such a four-wheel ground state occurs when the turning outer ring to which the braking force should be applied during the turning turn is switched from one side of the left and right wheels to the other, but the braking force is applied to the entire four wheels during the four-wheel grounding. Since the braking force is applied to one side of the wheel from the state of applying the braking force to the entire four wheels through the state of applying the braking force to all four wheels, the switching of the braking wheels from one side of the left and right wheels to the other side can be performed smoothly. From this point of view, the overturn can be sufficiently suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a control block diagram of a rollover suppression control apparatus for a vehicle according to an embodiment of the present invention.

2 is a system configuration diagram of a vehicle rollover suppression control apparatus according to an embodiment of the present invention.

3 (a) and 3 (b) are schematic diagrams illustrating control by the vehicle's rollover suppression control apparatus according to one embodiment of the present invention.

4A to 4D are diagrams for explaining the control by the vehicle's rollover suppression control device according to one embodiment of the present invention;

Fig. 5 is a flowchart illustrating control by the vehicle rollover suppression control device according to an embodiment of the present invention.

Fig. 6 is a flowchart for explaining control by the vehicle rollover suppression control apparatus according to the embodiment of the present invention.

<Explanation of symbols for the main parts of the drawings>

1: brake pedal

2: master cylinder

3: Brake Controller (Brake ECU)

4: brake fluid reservoir

5FL, 5FR, 5RL, 5RR: Braking Wheels

6: hydraulic unit

10: wheel brake

11: handle angle sensor

12: rate sensor

13: roll rate sensor (roll state detection means)

15: wheel speed sensor

16: brake switch

17: forward and backward acceleration sensor

31: operation state input unit

32: vehicle movement state input unit

33: rollover suppression control means

34: turning judgment means

35: control determination means

36: four-wheel ground determination means

37: control amount setting means

Claims (5)

A braking mechanism capable of braking the left and right wheels of the vehicle separately, Roll state detection means for detecting a roll state of the vehicle; Overturn suppression control means for performing overturn suppression control by controlling the braking mechanism to give or increase the braking force to the turning outer ring when the vehicle is detected as an excessive roll state by the roll state detecting means at the time of turning of the vehicle. At the same time, Determination means for determining whether both the left and right wheels of the vehicle are grounded on the road surface during the rollover suppression control, The rollover suppression control means performs all-wheel braking control for controlling the braking mechanism to apply braking force to both the left and right wheels of the vehicle when it is determined by the determination means that both the left and right wheels of the vehicle are grounded on the road surface. A rollover suppression control device for a vehicle, characterized in that. 2. The vehicle according to claim 1, wherein the determining means is capable of estimating a roll angle of the vehicle to approximately zero when the turning of the vehicle is a turning turn in which the turning direction is switched on the way during the rollover suppression control. It is determined that both the left and right wheels are grounded on the road surface. 3. The roll angle of the vehicle according to claim 2, wherein the determination means, in the rollover suppression control, when the size of the roll rate of the vehicle is equal to or larger than a predetermined value when the turning of the vehicle is a turning turn in which the turning direction is switched on the way. It is assumed that this is approximately 0, and it is determined that both the left and right wheels of the vehicle are grounded on the road surface. The said deciding means is that when the turning of the vehicle is a turning turn in which the turning direction is switched on the way during the rollover suppression control, when the magnitude of the lateral acceleration of the vehicle becomes less than a predetermined value near the preset zero. It is assumed that the roll angle of the vehicle is approximately 0, and it is determined that both the left and right wheels of the vehicle are grounded on the road surface. 5. The rollover suppression control apparatus for a vehicle according to any one of claims 1 to 4, wherein the rollover suppression control means performs the whole wheel braking control for a predetermined time and ends.