Vehicle control device, vehicle control method, and vehicle control system

Abstract

In one embodiment of the vehicle control device, vehicle control method, and vehicle control system according to the present invention, during the execution of roll control based on a roll control driving force and a roll control braking force applied to the wheels of a vehicle, deceleration braking force is distributed such that first deceleration braking force applied to the front wheel on the outside of the turn will be greater than second deceleration braking force applied to the front wheel on the inside of the turn and third deceleration braking force applied to the rear wheel on the outside of the turn, and equal to or greater than fourth deceleration braking force applied to the rear wheel on the inside of the turn. As a result, rolling behavior of the vehicle can be minimized, and diving behavior toward the front wheel on the outside of the turn can be minimized.

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control system. [Background technology]

[0002] The vehicle behavior control device of Patent Document 1 includes a vehicle required braking force acquisition unit that acquires a vehicle required braking force, which is a required value of the braking force to be applied to the vehicle, and a roll control unit that controls the rolling motion of the vehicle by adjusting the distribution ratio of the braking force to target wheels, including at least one of the rear wheel on the inside of the vehicle when turning and the front wheel on the outside of the vehicle when turning, when braking force is applied to the vehicle in accordance with the vehicle required braking force while the vehicle is turning. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-117216 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, if roll control is performed to generate an anti-roll moment that suppresses the roll behavior of the vehicle by applying driving force and braking force to the vehicle wheels while preventing longitudinal acceleration of the vehicle when the vehicle turns, improvements in the ride comfort of the occupants can be expected. However, if deceleration braking force based on the vehicle's deceleration request is applied to each wheel while roll control is being performed, a dive behavior occurs in the front wheel on the outside of the pair of front wheels, causing occupants to become unsteady and making it difficult for them to maintain their seated position.

[0005] The present invention has been made in consideration of the current situation, and its purpose is to provide a vehicle control device, a vehicle control method, and a vehicle control system that can suppress the roll behavior of a vehicle and suppress the dive behavior of the front wheel on the outside of a turn when the vehicle is braking during a turn. [Means for solving the problem]

[0006] The present invention Vehicle control device, vehicle control method, and vehicle control system According to one aspect of the present invention, a roll control of a vehicle is performed based on a driving force and a braking force applied to the wheels of the vehicle. and applying a braking / driving force to the wheels so as not to generate longitudinal acceleration of the vehicle, and selectively applying a jack-up force or a jack-down force to each wheel to generate an anti-roll moment that counters a roll moment caused by turning, thereby executing the roll control. During execution of When a deceleration request is issued, in order to suppress a dive behavior of the outside front wheel of the vehicle caused by a deceleration braking force, A braking force control command is output so that the first deceleration braking force applied to the turning outside front wheel is greater than the second deceleration braking force applied to the turning inside front wheel of the vehicle and the third deceleration braking force applied to the turning outside rear wheel of the vehicle, and is equal to or greater than the fourth deceleration braking force applied to the turning inside rear wheel of the vehicle. In this application, the outside front wheel of a turn is the front wheel of a pair of left and right front wheels that is on the outside when the vehicle is turning, in other words, the front wheel that is farthest from the turning center, and the inside front wheel of a turn is the front wheel of a pair of front wheels that is on the inside when the vehicle is turning, in other words, the front wheel that is closer to the turning center. Similarly, in this application, the outer rear wheel of a turn is the wheel of a pair of left and right rear wheels that is on the outer side of the turn when the vehicle is turning, in other words, the rear wheel that is farther from the turning center, and the inner rear wheel of a turn is the wheel of a pair of rear wheels that is on the inner side of the turn when the vehicle is turning, in other words, the rear wheel that is closer to the turning center. [Effects of the Invention]

[0007] According to the present invention, when the vehicle is braking during cornering, it is possible to suppress the roll behavior of the vehicle and also to suppress the dive behavior of the front wheel on the outside of the corner. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a block diagram showing a vehicle control system. [Figure 2] FIG. 10 is a diagram showing that a jack-up force is generated by applying a braking force to the front wheels. [Figure 3] 10A and 10B are diagrams illustrating roll control in a state where a front-wheel drive vehicle is turning right. [Figure 4] 10A and 10B are diagrams illustrating roll control in a right-turning state of a rear-wheel drive vehicle. [Figure 5] 10A and 10B are diagrams illustrating roll control when the in-wheel motor vehicle is turning right. [Figure 6] 10A and 10B are diagrams illustrating distribution control of deceleration braking force during roll control when a front-wheel drive vehicle is turning right. [Figure 7] 10A and 10B are diagrams illustrating distribution control of deceleration braking force during roll control when a rear-wheel drive vehicle is turning right. [Figure 8] 10A and 10B are diagrams illustrating distribution control of deceleration braking force during roll control in a right turning state of an in-wheel motor vehicle. [Figure 9] FIG. 4 is a block diagram showing a function for setting a distribution amount of deceleration braking force. [Figure 10] 10 is a time chart showing a limit process for the deceleration braking force applied to the outside front wheel during a turn. [Figure 11] FIG. 10 is a block diagram showing a correction function of a steering angle command based on a yaw moment generated by distribution control of a deceleration braking force. [Figure 12] FIG. 10 is a diagram showing a second aspect of the distribution pattern of deceleration braking forces during roll control when a front-wheel drive vehicle is turning right. [Figure 13] 10A and 10B are diagrams illustrating a process for reducing the roll control drive force when a deceleration request is generated during execution of roll control in a right-turning state of a front-wheel drive vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a vehicle control system according to the present invention will be described with reference to the accompanying drawings. FIG. 1 is a block diagram showing an embodiment of a vehicle control system 200 mounted on a vehicle 100. As shown in FIG. The vehicle control system 200 is a system that performs driving assistance such as automatic driving of the vehicle 100.

[0010] The vehicle 100 is a four-wheeled automobile having a pair of left and right front wheels 101, 102 and a pair of left and right rear wheels 103, 104. The vehicle control system 200 includes an external environment recognition unit 300, a vehicle motion state acquisition unit 400, a vehicle control device 500, and an actuator unit 600.

[0011] The external environment recognition unit 300 is a device for acquiring and recognizing external environment information of the vehicle 100, and outputs the acquired and recognized external environment information, as well as determining and outputting vehicle speed commands, acceleration commands, etc. for autonomous driving based on the external environment information. In one embodiment, the external environment recognition unit 300 includes a stereo camera 310, a navigation device 320, a wireless communication device 330, and the like. The stereo camera 310 captures images of the surroundings of the vehicle 100, acquires image information of the surroundings of the vehicle 100, and measures the distance to an object by triangulation.

[0012] The navigation device 320 includes a GPS (Global Positioning System, Global Positioning Satellite) receiver 321 and a map database 322 . The GPS receiver 321 receives signals from GPS satellites to measure the latitude and longitude of the position of the vehicle 100 . The map database 322 is formed in a storage device installed in the vehicle 100 .

[0013] The map information in the map database 330 includes information such as road locations, road shapes, and intersection locations. The navigation device 320 refers to the map database 330 based on the information on the position of the vehicle 100 measured by the GPS receiving unit 321, identifies the road on which the vehicle 100 is traveling, and sets a route to the destination of the vehicle 100.

[0014] The wireless communication device 330 is a device for performing road-to-vehicle communication and / or vehicle-to-vehicle communication. Road-to-vehicle communication is wireless communication between the vehicle and a roadside device installed on the roadway, and vehicle-to-vehicle communication is wireless communication between the vehicle and another vehicle.

[0015] In road-to-vehicle communication, the wireless communication device 330 transmits information about the vehicle itself, such as speed and driving position, to the roadside device, and receives road traffic information, such as curves and intersections, and information about other vehicles, from the roadside device. Furthermore, in inter-vehicle communication, the wireless communication device 330 transmits information about its own vehicle to other vehicles and receives information about the vehicle from other vehicles.

[0016] The vehicle motion state acquisition unit 400 is a device that acquires information about the driving state of the vehicle 100 . In one embodiment, the vehicle motion state acquisition unit 400 includes a wheel speed sensor 410, an acceleration sensor 420, and a steering angle sensor 430.

[0017] The wheel speed sensor 410 is a sensor that detects the rotation speed of each of the wheels 101 , 102 , 103 , and 104 of the vehicle 100 , and the detection result of the wheel speed sensor 410 is used in an estimation calculation of the speed of the vehicle 100 . The acceleration sensor 420 detects the longitudinal acceleration, lateral acceleration, and vertical acceleration of the vehicle 100 .

[0018] Further, the steering angle sensor 430 detects the steering angle of the front wheels 101, 102 steered by a steering device 630 (to be described later), in other words, the turning angle of the tires. In one embodiment, the actuator unit 600 includes a drive unit 610 that applies drive force to the drive wheels of the vehicle 100, a braking unit 620 that applies braking force to the wheels 101, 102, 103, and 104 of the vehicle 100, and a steering unit 630 that changes the steering angle of the front wheels 101 and 102.

[0019] The drive unit 610 is configured to include, for example, an internal combustion engine or a motor capable of electronically controlling output torque, which applies drive force to the front wheels 101, 102 or rear wheels 103, 104, that is, realizes front-wheel drive or rear-wheel drive. Furthermore, the driving device 610 may be a driving device that includes an in-wheel motor provided on each of the wheels 101, 102, 103, and 104 and that can individually adjust the driving force applied to each of the wheels 101, 102, 103, and 104.

[0020] The braking device 620 is, for example, a hydraulic braking device that has a hydraulic energy source and can individually adjust the braking force applied to each of the wheels 101, 102, 103, and 104 by adjusting the hydraulic pressure supplied to the brake cylinders of each of the wheels 101, 102, 103, and 104. Furthermore, the braking device 620 may be an electric braking device in which an electric actuator presses the brake pad against the rotor.

[0021] Steering device 630 includes, for example, a steering wheel 630A as a steering operation input member operated by the driver, and a steering actuator 630B that generates a steering force for steering front wheels 101, 102. The steering device 630 may be either a system in which the steering wheel 630A and the front wheels 101, 102 are mechanically connected, or a steer-by-wire system in which the steering wheel 630A and the front wheels 101, 102 are mechanically separated.

[0022] The vehicle control device 500 is an electronic control unit that includes a microcomputer 510 as a control section that performs calculations based on acquired information and outputs the results. The microcomputer 510 includes a microprocessor unit (MPU), a read-only memory (ROM), a random access memory (RAM), and the like, all of which are not shown.

[0023] The microcomputer 510 acquires various information from the external environment recognition unit 300 and the vehicle motion state acquisition unit 400, calculates a control command for operating the actuator unit 600 based on the acquired various information, and outputs the calculated control command to the actuator unit 600. That is, the microcomputer 510 has a function of controlling the driving force, braking force, and steering angle (or turning torque, steering assist torque) based on information acquired from the external environment recognition unit 300 and the vehicle motion state acquisition unit 400.

[0024] Microcomputer 510 has the function of suppressing roll behavior when vehicle 100 is turning by controlling driving force, braking force, and steering angle, and also suppressing dive behavior of the outside front wheel when braking during turning. To realize these functions, the microcomputer 510 has the following functional units: a roll control unit 511, a vehicle speed control unit 512, a distribution control unit 513, a steering correction unit 514, and a control command output unit 515.

[0025] The roll control unit 511 controls the driving force and braking force applied to the wheels 101, 102, 103, and 104 of the vehicle 100, thereby performing roll control to suppress the roll behavior of the vehicle 100 when the vehicle 100 turns. In other words, the roll control unit 511 suppresses the generation of longitudinal acceleration of the vehicle 100, and then controls the driving force and braking force applied to the wheels 101, 102, 103, and 104, thereby generating an anti-roll moment that counters the roll moment acting on the vehicle 100 when the vehicle 100 turns. The generation of such an anti-roll moment suppresses an increase in the roll angle when the vehicle 100 turns, improving the riding comfort of the occupants of the vehicle 100.

[0026] The roll control executed by roll control unit 511 will be described in detail below. FIG. 2 is a diagram showing that a jack-up force Fjup acts on the front wheels 101, 102 when a braking force F is applied to the front wheels 101, 102 of the vehicle 100. As shown in FIG. 2 is the front of the vehicle 100 (in other words, the direction of travel), and the link instantaneous rotation center of the front wheels 101, 102 is located behind the front wheels 101, 102 of the vehicle 100.

[0027] Here, if the angle between the line connecting the link instantaneous rotation center of the front wheels 101, 102 and the ground contact point of the front wheels 101, 102 and the horizontal is θ, a compressive force F / cos θ is applied to the virtual link of the suspension due to the braking force F. A jack-up force Fjup (Fjup=F·tan θ) in a direction lifting the vehicle body acts on the front wheels 101, 102 to which the braking force F has been applied as a component of the compressive force F / cos θ. On the other hand, when a driving force in the opposite direction to the braking force is applied to the front wheels 101, 102, tension is applied to the virtual link, and a jack-down force Fjdw acts in the direction pushing down the vehicle body as a component of the tension.

[0028] In addition, the link instantaneous rotation center of the rear wheels 103, 104 is located forward of the rear wheels 103, 104 on the vehicle 100. Therefore, when braking force or driving force is applied to the rear wheels 103, 104, a jack-down force Fjdw acts in the direction of pushing down the vehicle body when braking force is applied, and a jack-up force Fjup acts in the direction of lifting the vehicle body when driving force is applied, which is the opposite of the case of the front wheels 101, 102.

[0029] Therefore, the roll control unit 511 can selectively apply a jack-up force Fjup or a jack-down force Fjdw to each of the wheels 101, 102, 103, and 104 depending on whether a braking force or a driving force is applied to each of the wheels 101, 102, 103, and 104. Therefore, the roll control unit 511 applies braking / driving forces to each wheel 101, 102, 103, 104 to prevent longitudinal acceleration of the vehicle 100, and applies a jack-up force Fjup or a jack-down force Fjdw to the wheels 101, 102, 103, 104, thereby generating an anti-roll moment that counters the roll moment caused by turning.

[0030] FIG. 3 shows one embodiment of a method in which the roll control unit 511 applies an anti-roll moment to the vehicle 100 by controlling the braking / driving force of each of the wheels 101, 102, 103, and 104. Vehicle 100 to which the braking / driving force control pattern of FIG. 3 is applied is a front-wheel drive vehicle in which left front wheel 101 and right front wheel 102 are connected via a drive shaft, and drive unit 610 applies driving force to left and right front wheels 101, 102.

[0031] The braking / driving force control pattern of Figure 3 is a control pattern when the roll control unit 511 applies an anti-roll moment to the vehicle 100 in a direction that lowers the right end of the body of the vehicle 100 compared to the left end when the vehicle 100 turns right. In the braking / driving force control pattern of Figure 3, the roll control unit 511 outputs a control command to apply a roll control driving force Fdr to the left front wheel 101 and right front wheel 102, which are the driving wheels, and also outputs a control command to apply a roll control braking force Fbr, which is balanced with the roll control driving force Fdr, to the left front wheel 101, which is the outside front wheel of the turn, and the right rear wheel 104, which is the inside rear wheel of the turn.

[0032] When the vehicle 100 turns left, the roll control unit 511 outputs a control command for the braking / driving forces so that the control patterns of the braking / driving forces in FIG. 3 are switched between the left and right. In other words, when performing roll control in a front-wheel drive vehicle, the roll control unit 511 applies a first roll control driving force to the inside front wheel of the turn, applies a first roll control braking force that balances with the first roll control driving force to the inside rear wheel of the turn, and applies a second roll control driving force and a second roll control braking force that balances with the second roll control driving force to the outside front wheel of the turn.

[0033] When the roll control unit 511 applies braking and driving forces to the wheels 101, 102, 103, and 104 as shown in FIG. 3, a roll control driving force Fdr is applied to the right front wheel 102, which is the inside front wheel of the turn, and a jack-down force Fjdw (Fjdw=Fdr·tan θf) acts on the right front wheel 102. On the other hand, the left front wheel 101, which is the outside front wheel of the turn, is applied with a roll control driving force Fdr and a roll control braking force Fbr that is balanced with the roll control driving force Fdr, and since the roll control braking force Fbr and the roll control driving force Fdr cancel each other out, neither the jack down force Fjdw nor the jack up force Fjup acts.

[0034] Furthermore, a roll control braking force Fbr is applied to the right rear wheel 104, which is the turning inner rear wheel, and therefore a jack down force Fjdw (Fjdw=Fbr·tan θr) acts on the right rear wheel 104. On the other hand, neither the roll control braking force Fbr nor the roll control driving force Fdr is applied to the left rear wheel 103, which is the outer rear wheel during turning, and therefore neither the jack down force Fjdw nor the jack up force Fjup acts on the left rear wheel 103.

[0035] That is, in the braking / driving state shown in FIG. 3, neither the jack-down force Fjdw nor the jack-up force Fjup acts on the left front wheel 101 and the left rear wheel 103, which are on the outside of the turn. However, a jacking down force Fjdw acts on the right front wheel 102, which is on the inside of the turn, and a jacking down force Fjdw also acts on the right rear wheel 104, which is also on the inside of the turn.

[0036] As a result, an anti-roll moment is applied to vehicle 100 that acts in a direction that lowers the right end of the body of vehicle 100 compared to the left end, that is, an anti-roll moment that counters the roll moment that lifts the right side of vehicle 100, which becomes the inside of the turn when vehicle 100 turns right. As a result, when the vehicle 100 turns right, an increase in the roll angle, in other words, the roll behavior is suppressed, and the riding comfort of the occupants of the vehicle 100 is improved.

[0037] In addition, the roll control section 511 applies a roll control driving force Fdr and a roll control braking force Fbr to the left front wheel 101, a roll control driving force Fdr to the right front wheel 102, and a roll control braking force Fbr to the right rear wheel 104, so that the roll control driving force Fdr and the roll control braking force Fbr are balanced on each of the left and right sides of the vehicle 100. Therefore, the roll control unit 511 can suppress the roll behavior that accompanies turning of the vehicle 100 without generating longitudinal acceleration in the vehicle 100.

[0038] Here, the roll control section 511 increases the roll control driving force Fdr and the roll control braking force Fbr as the roll moment or roll angle generated by the vehicle turning increases, thereby generating a larger anti-roll moment. The roll control section 511 can set the roll control driving force Fdr and the roll control braking force Fbr based on, for example, the lateral acceleration, the lateral jerk, the roll angle, the time rate of change of the roll angle, and the like.

[0039] FIG. 4 shows one embodiment of a method by which roll control unit 511 applies an anti-roll moment to vehicle 100 when a rear-wheel drive vehicle, in which left rear wheel 103 and right rear wheel 104 are connected via a drive shaft and drive unit 610 applies driving force to left and right rear wheels 103, 104, makes a right turn. In the braking / driving force control pattern of FIG. 4, the roll control unit 511 outputs a control command to apply a roll control driving force Fdr to the left rear wheel 103 and right rear wheel 104, which are the driving wheels.

[0040] Further, the roll control unit 511 outputs a control command to apply a roll control braking force Fbr that balances with the roll control driving force Fdr to the left front wheel 101, which is the outside front wheel of the turn, and the right rear wheel 104, which is the inside rear wheel of the turn. When rear-wheel drive vehicle 100 turns left, roll control section 511 outputs a control command for braking / driving force so that the control patterns for braking / driving force in FIG. 4 are switched between the left and right.

[0041] In other words, when performing roll control in a rear-wheel drive vehicle, the roll control unit 511 applies a first roll control driving force and a first roll control braking force that balances with the first roll control driving force to the inside rear wheel of the turn, applies a second roll control braking force to the outside front wheel of the turn, and applies a second roll control driving force that balances with the second roll control braking force to the outside rear wheel of the turn. By this roll control, a jack-up force Fjup acts on the front and rear wheels on the outside of the turning of the vehicle 100, and an anti-roll moment that counteracts the roll moment acting when the vehicle 100 turns is applied to the vehicle 100.

[0042] FIG. 5 shows one example of a method in which the roll control section 511 applies an anti-roll moment to the vehicle 100 when the vehicle 100, which is equipped with a drive unit 610 formed by an in-wheel motor provided on each of the wheels 101, 102, 103, and 104, turns right. In the control pattern of braking / driving force in Figure 5, the roll control unit 511 outputs a control command to apply a roll control driving force Fdr to the right front wheel 102, which is the inside front wheel of the turn, and the left rear wheel 103, which is the outside rear wheel of the turn, while outputting a control command to apply a roll control braking force Fbr, which balances with the roll control driving force Fdr, to the left front wheel 101, which is the outside front wheel of the turn, and the right rear wheel 104, which is the inside rear wheel of the turn. When the vehicle 100 turns left, the roll control unit 511 outputs a control command for the braking / driving forces so that the control patterns of the braking / driving forces in FIG. 5 are switched between the left and right.

[0043] In other words, when performing roll control on a vehicle 100 equipped with in-wheel motors on all wheels, the roll control unit 511 applies a first roll control driving force to the inside front wheel of the turn, applies a first roll control braking force that balances with the first roll control driving force to the inside rear wheel of the turn, applies a second roll control braking force to the outside front wheel of the turn, and applies a second roll control driving force that balances with the second roll control braking force to the outside rear wheel of the turn. By this roll control, a jack-up force Fjup acts on the front and rear wheels on the outside of the turning of the vehicle 100, and a jack-down force Fjdw acts on the front and rear wheels on the inside of the turning of the vehicle 100, thereby applying an anti-roll moment to the vehicle 100 that counteracts the roll moment acting due to the turning of the vehicle 100.

[0044] However, if deceleration braking forces are applied to each wheel 101, 102, 103, 104 based on a deceleration request while the roll control is being performed, a dive behavior may occur toward the outside front wheel during a turn, causing the occupant to become unsteady and making it difficult for the occupant to maintain a seated position. In other words, if braking is performed based on a deceleration request while roll control is being performed, the effectiveness of the roll control may be impaired.

[0045] Therefore, when the distribution control unit 513 applies deceleration braking force, which is a braking force based on the deceleration request of the vehicle 100, to the wheels 101, 102, 103, and 104 while roll control is being performed, the distribution control unit 513 performs distribution control to distribute more of the deceleration braking force to the outside front wheel of the turn, thereby increasing the jack-up force Fjup acting on the outside front wheel of the turn and suppressing dive behavior of the outside front wheel of the turn. As a result, when vehicle 100 turns, roll behavior is suppressed by roll control unit 511, and dive behavior toward the outside front wheel is suppressed by distribution control unit 513, reducing occupant agitation, making it easier for occupants to maintain a seated position, and improving operability when driving the vehicle.

[0046] In detail, the distribution control unit 513 outputs a control command for the deceleration braking force (in other words, a braking force control command) so that the first deceleration braking force applied to the outside front wheel is greater than the second deceleration braking force applied to the inside front wheel and the third deceleration braking force applied to the outside rear wheel, and is equal to or greater than the fourth deceleration braking force applied to the inside rear wheel. FIG. 6 is a diagram showing one aspect of the distribution control of deceleration braking force by the distribution control unit 513, and shows the distribution control of deceleration braking force when a deceleration request occurs while roll control is being executed in the front-wheel drive vehicle shown in FIG. 3.

[0047] The upper part of Figure 6 shows the state in which deceleration braking force Fbd is applied to each of wheels 101, 102, 103, and 104 based on the deceleration request of vehicle 100 during the execution of roll control shown in Figure 3, in other words, the state before distribution control of deceleration braking force is performed by distribution control unit 513. In the roll control shown in FIG. 3, a roll control braking force Fbr is applied to the outside front wheel and the inside rear wheel. Therefore, if a request to decelerate the vehicle 100 occurs while the roll control is being performed, a braking force that is the sum of the roll control braking force Fbr and the deceleration braking force Fbd is applied to the outside front wheel and the inside rear wheel.

[0048] On the other hand, the lower part of FIG. 6 shows the first deceleration braking force Fbd1, the second deceleration braking force Fbd2, the third deceleration braking force Fbd3, and the fourth deceleration braking force Fbd4″ applied to each wheel 101, 102, 103, and 104 after allocation in a state in which allocation control of deceleration braking forces is performed by the allocation control unit 513. The distribution control unit 513 does not perform distribution control for the right rear wheel 104, which is the turning inner rear wheel, and applies the deceleration braking force Fbd directly to the right rear wheel 104 as a fourth deceleration braking force Fbd4.

[0049] In addition, the distribution control unit 513 sets the second deceleration braking force Fbd2 to be applied to the right front wheel 102, which is the inside front wheel of the turn, to a braking force obtained by subtracting the distribution amount ΔFbd2 from the deceleration braking force Fbd (second deceleration braking force Fbd2=Fbd−ΔFbd2). Similarly, the distribution control unit 513 sets the third deceleration braking force Fbd3 to be applied to the left rear wheel 103, which is the outer rear wheel of the turn, to a braking force obtained by subtracting the distribution amount ΔFbd3 from the deceleration braking force Fbd (third deceleration braking force Fbd3=Fbd-ΔFbd3).

[0050] Then, the distribution control unit 513 sets the first deceleration braking force Fbd1 to be applied to the left front wheel 101, which is the outside front wheel of the turn, to be a braking force obtained by adding the distribution amount ΔFbd2 and the distribution amount ΔFbd3 to the deceleration braking force Fbd (first deceleration braking force Fbd1 = Fbd + ΔFbd2 + ΔFbd3). In other words, the distribution control unit 513 performs distribution control by adding a distribution amount ΔFbd2, which is the amount obtained by reducing the deceleration braking force of the right front wheel 102, which is the inside front wheel of the turn, and a distribution amount ΔFbd3, which is the amount obtained by reducing the deceleration braking force of the left rear wheel 103, which is the outside rear wheel of the turn, to the deceleration braking force of the left front wheel 101, which is the outside front wheel of the turn.

[0051] As a result of this distribution control, the first deceleration braking force Fbd1 becomes larger than the fourth deceleration braking force Fbd4, and the fourth deceleration braking force Fbd4 becomes larger than the second deceleration braking force Fbd2 and the third deceleration braking force Fbd3. When a larger amount of deceleration braking force is allocated to the outside front wheel as described above, the jack-up force Fjup acting on the outside front wheel increases compared to when the deceleration braking force is allocated equally to all wheels.

[0052] Furthermore, the jack-down force Fjdw acting on the inside front wheel of the turn increases compared to when the deceleration braking force is allocated equally to all wheels. Furthermore, the jack-down force Fjdw acting on the outer rear wheel is reduced compared to when the deceleration braking force is equally distributed to all wheels. The increase or decrease in the jack-up force Fjup and the jack-down force Fjdw increases the anti-roll moment acting on the vehicle 100, suppressing the dive behavior of the outside front wheel when braking during a turn to decelerate the vehicle 100 while turning.

[0053] The distribution control unit 513 can also suppress dive behavior of the outside front wheel in rear-wheel drive vehicles and in-wheel motor vehicles by performing distribution control to distribute the deceleration braking force reduced from the inside front wheel and the outside rear wheel to the outside front wheel. FIG. 7 is a diagram showing distribution control of deceleration braking force in a rear-wheel drive vehicle.

[0054] The roll control unit 511 performs roll control as shown in FIG. 4 in a rear-wheel drive vehicle. Therefore, in the state before distribution shown in the upper part of FIG. 7, the sum of the roll control braking force Fbr and the deceleration braking force Fbd is applied to the left front wheel 101, which is the outside front wheel of the turn, and the right rear wheel 104, which is the inside rear wheel of the turn. Further, the left rear wheel 103, which is the outer rear wheel of the turn, and the right front wheel 102, which is the inner front wheel of the turn, are not subjected to the roll control braking force Fbr, but are subjected to the deceleration braking force Fbd.

[0055] Here, as shown in the lower part of Figure 7, the distribution control unit 513 reduces the second deceleration braking force Fbd2 of the inside front wheel of the turn from the deceleration braking force Fbd by the distribution amount ΔFbd2, reduces the third deceleration braking force Fbd3 of the outside rear wheel of the turn from the deceleration braking force Fbd by the distribution amount ΔFbd3, and increases the first deceleration braking force Fbd1 of the outside front wheel of the turn from the deceleration braking force Fbd by "ΔFbd2 + ΔFbd3". In this distribution control as well, the first deceleration braking force Fbd1 is greater than the fourth deceleration braking force Fbd4, and the fourth deceleration braking force Fbd4 is greater than the second deceleration braking force Fbd2 and the third deceleration braking force Fbd3. The distribution control of the deceleration braking force suppresses the dive behavior of the outside front wheel during turning.

[0056] FIG. 8 is a diagram showing distribution control of deceleration braking force in an in-wheel motor vehicle. The roll control unit 511 performs roll control in the in-wheel motor vehicle as shown in FIG. Therefore, in the state before allocation shown in the upper part of Figure 8, the sum of the roll control braking force Fbr and the deceleration braking force Fbd is applied to the left front wheel 101, which is the outside front wheel of the turn, and the right rear wheel 104, which is the inside rear wheel of the turn, and the left rear wheel 103, which is the outside rear wheel of the turn, and the right front wheel 102, which is the inside front wheel of the turn, is applied with the deceleration braking force Fbd without being applied with the roll control braking force Fbr.

[0057] Here, as shown in the lower part of Figure 8, the distribution control unit 513 reduces the second deceleration braking force Fbd2 of the inside front wheel of the turn from the deceleration braking force Fbd by the distribution amount ΔFbd2, reduces the third deceleration braking force Fbd3 of the outside rear wheel of the turn from the deceleration braking force Fbd by the distribution amount ΔFbd3, and increases the first deceleration braking force Fbd1 of the outside front wheel of the turn from the deceleration braking force Fbd by the amount "ΔFbd2 + ΔFbd3". In this distribution control as well, the first deceleration braking force Fbd1 is greater than the fourth deceleration braking force Fbd4, and the fourth deceleration braking force Fbd4 is greater than the second deceleration braking force Fbd2 and the third deceleration braking force Fbd3. The distribution control of the deceleration braking force suppresses the dive behavior of the outside front wheel during turning.

[0058] The following describes in detail the process of setting the distribution amounts ΔFbd2 and ΔFbd3 used by the distribution control unit 513 to increase or decrease the deceleration braking force Fbd when distributing a larger amount of deceleration braking force to the outside front wheel during turning. The amount of dive of the outside front wheel during turning braking correlates with the longitudinal acceleration and lateral acceleration of the vehicle 100. Therefore, the distribution control unit 513 determines the distribution amounts ΔFbd2 and ΔFbd3, which are the amounts of increase and decrease correction for the deceleration braking force Fbd, based on the longitudinal acceleration or lateral acceleration of the vehicle 100.

[0059] FIG. 9 is a functional block diagram showing one aspect of the process of setting the allocation amounts ΔFbd2 and ΔFbd3 in the allocation control unit 513. The allocation control unit 513 includes functional units of a first allocation amount setting unit 513A, a first multiplication unit 513B, a second allocation amount setting unit 513C, a second multiplication unit 513D, and an addition unit 513E.

[0060] The first distribution amount setting unit 513A is a functional unit that sets the magnitude of the distribution amount ΔFbd3 that controls the distribution of deceleration braking force between the front and rear wheels on the outside of the turn. The first allocation amount setting unit 513A acquires information on the longitudinal acceleration of the vehicle 100, sets the allocation amount ΔFbd3 (ΔFbd3≧0) to be larger as the longitudinal acceleration increases, and outputs information on the set allocation amount ΔFbd3 to the first multiplication unit 513B. In other words, when the conditions are such that the longitudinal acceleration is large and the amount of dive to the outside front wheel is large, the first distribution amount setting unit 513A increases the distribution amount ΔFbd3, thereby more greatly reducing the third deceleration braking force Fbd3 of the outside rear wheel and relatively more greatly increasing the first deceleration braking force Fbd1 of the outside front wheel.

[0061] The first multiplication unit 513B multiplies the allocation amount ΔFbd3 set by the first allocation amount setting unit 513A by "-1" to set the allocation amount ΔFbd3 as a reduction correction amount for the third deceleration braking force Fbd3 of the outside rear wheel of the turn. Then, the distribution control unit 513 determines the third deceleration braking force Fbd3 to be applied to the outer rear wheel of the turn as "Fbd3=Fbd-ΔFbd3" from the deceleration braking force Fbd, which is the uniform allocation amount, and the allocation amount ΔFbd3, which is the reduction correction amount.

[0062] The second distribution amount setting unit 513C is a functional unit that sets the magnitude of the distribution amount ΔFbd2 that controls the distribution of deceleration braking force between the left and right front wheels. The second allocation amount setting unit 513C acquires information about the lateral acceleration of the vehicle 100, sets the allocation amount ΔFbd2 (ΔFbd2≧0) to be larger as the lateral acceleration increases, and outputs information about the set allocation amount ΔFbd2 to the second multiplication unit 513D. In other words, when the lateral acceleration is large and the amount of dive to the outside front wheel is large, the second distribution amount setting unit 513C increases the distribution amount ΔFbd2, thereby more greatly reducing the second deceleration braking force Fbd2 of the inside front wheel and relatively more greatly increasing the first deceleration braking force Fbd1 of the outside front wheel.

[0063] The second multiplication unit 513D multiplies the allocation amount ΔFbd2 set by the second allocation amount setting unit 513C by "-1" to set the allocation amount ΔFbd2 as a reduction correction amount for the second deceleration braking force Fbd2 of the inside front wheel during turning. Then, distribution control unit 513 determines the second deceleration braking force Fbd2 to be applied to the inside front wheel of the turn as Fbd2=Fbd-ΔFbd2 from the deceleration braking force Fbd, which is the uniform allocation amount, and the allocation amount ΔFbd2, which is the reduction correction amount.

[0064] The addition unit 513E acquires information on the distribution amount ΔFbd3 (ΔFbd3≧0) output by the first distribution amount setting unit 513A and information on the distribution amount ΔFbd2 (ΔFbd2≧0) output by the second distribution amount setting unit 513C, and sets the added value of the distribution amount ΔFbd3 and the distribution amount ΔFbd2 as the increase correction amount of the first deceleration braking force Fbd1 of the outside front wheel of the turn. Then, the distribution control unit 513 determines the first deceleration braking force Fbd1 to be applied to the outside front wheel of the turn as "Fbd1 = Fbd + (ΔFbd2 + ΔFbd3)" from the deceleration braking force Fbd, which is an evenly allocated amount, and the sum of the distribution amount ΔFbd3 and the distribution amount ΔFbd2.

[0065] That is, distribution control unit 513 outputs a control command for the deceleration braking force so that the first deceleration braking force Fbd1 applied to the outside front wheel increases as the longitudinal acceleration and lateral acceleration of vehicle 100 increase. The information on longitudinal acceleration acquired by the first distribution amount setting unit 513A and the information on lateral acceleration acquired by the second distribution amount setting unit 513C may be any of the following: a detected value by the acceleration sensor 420, an estimated value based on the driving state of the vehicle 100 (for example, steering angle, brake fluid pressure, driving torque, etc.) or vehicle specifications, or a command value (in other words, a control target value) used to set operation variables such as driving force, steering angle, brake fluid pressure, etc. in driving assistance control such as autonomous driving.

[0066] Furthermore, distribution control section 513 can perform limit processing to limit the first deceleration braking force Fbd1 after distribution so that it does not exceed a predetermined braking force limit value. FIG. 10 is a time chart showing how the deceleration braking forces Fbd1, Fbd2, Fbd3, and Fbd4 are distributed and reset when distribution control section 513 performs limit processing. In the limit processing, if the first deceleration braking force Fbd1 after the increase correction by the distribution amounts ΔFbd3 and ΔFbd2 exceeds a predetermined braking force limit value Fbd_max, the distribution control unit 513 performs a distribution in which the surplus amount by which the first deceleration braking force Fbd1 exceeds the braking force limit value Fbd_max is added to the fourth deceleration braking force Fbd4 of the inner rear wheel of the turn, and then resets the first deceleration braking force Fbd1 to the braking force limit value Fbd_max.

[0067] Here, the distribution control unit 513 sets the braking force limit value Fbd_max based on the saturated braking force corresponding to the friction coefficient μ of the road surface on which the vehicle 100 is traveling; in other words, the smaller the road surface friction coefficient μ, the smaller the braking force limit value Fbd_max can be. Furthermore, the amount of jacking up of the outside front wheel increases in accordance with an increase in the braking force applied to the outside front wheel, but saturates at a predetermined braking force. Therefore, the distribution control unit 513 can perform limit processing when the jack-up amount of the outer front wheel of a turn reaches the limit amount, which is the maximum jack-up amount that can be generated, in other words, when the first deceleration braking force Fbd1 exceeds the braking force limit value Fbd_max based on the limit amount of jack-up.

[0068] Incidentally, when the distribution control unit 513 controls the distribution of the deceleration braking forces Fbd1, Fbd2, Fbd3, and Fbd4, a difference occurs in the deceleration braking forces on the left and right sides of the vehicle 100, and a yaw moment occurs. The distribution control unit 513 reduces the second deceleration braking force Fbd2 of the inside front wheel by the distribution amount ΔFbd2 and adds the reduced amount to the first deceleration braking force Fbd1 of the outside front wheel, so that the deceleration braking force applied to the outside of the turn is greater than the deceleration braking force applied to the inside of the turn, and a yaw moment is generated in a direction opposite to the turning direction of the vehicle 100, which tends to move the vehicle 100 toward the outside of the turn (see Figures 6, 7, and 8).

[0069] Therefore, although the dive behavior of the outside front wheel can be suppressed by the distribution control unit 513 controlling the distribution of the deceleration braking forces Fbd1, Fbd2, Fbd3, and Fbd4, the turning performance of the vehicle 100 may be reduced. Therefore, the steering correction unit 514 outputs a control command to the steering device 630 so that the yaw moment generated in association with the distribution control of the deceleration braking forces Fbd1, Fbd2, Fbd3, and Fbd4 is offset by steering control.

[0070] In detail, steering correction unit 514 calculates the yaw moment generated by the deceleration braking forces Fbd1, Fbd2, Fbd3, and Fbd4 after distribution, and corrects the command value of the steering angle of front wheels 101, 102, or the steering angle of front wheels 101, 102 relative to the operating angle of steering wheel 630A, or the steering force by steering actuator 630B, based on the calculated yaw moment. For example, when vehicle 100 is in an autonomous driving state and steering device 630 operates steering actuator 630B based on a steering angle command value, steering correction unit 514 corrects the steering angle command value given to steering device 630 in a direction that offsets the yaw moment generated by distribution control of deceleration braking force, more specifically, in a direction that increases the steering angle, and makes the increase in steering angle larger as the yaw moment increases.

[0071] Furthermore, when steering device 630 is a steer-by-wire system, steering correction unit 514 corrects the steering angle of front wheels 101, 102, which is determined in accordance with the operation angle of steering wheel 630A, in a direction that offsets the yaw moment generated by the distribution control of the deceleration braking force, more specifically, so that the steering angle is larger than the steering angle corresponding to the operation angle of steering wheel 630A, and increases the amount of increase in the steering angle as the yaw moment increases.

[0072] Furthermore, when steering device 630 assists the driver's operation of steering wheel 630A with a steering force (in other words, a steering assist force) generated by steering actuator 630B, steering correction unit 514 corrects the steering assist force to a greater extent as the yaw moment increases. That is, the steering correction unit 514 assists the driver's steering operation in the direction of turning the wheel further, which is the direction that offsets the yaw moment generated by the distribution control of the deceleration braking force, by increasing the steering assist force.

[0073] FIG. 11 is a functional block diagram showing one aspect of the steering correction unit 514. The steering correction section 514 includes the functional sections of a first generated moment calculation section 514A, a second generated moment calculation section 514B, a subtraction section 514C, and a correction value calculation section 514D. The first generated moment calculation unit 514A, the second generated moment calculation unit 514B, and the subtraction unit 514C constitute a yaw moment calculation unit that calculates the yaw moment generated by the distribution control of the deceleration braking force.

[0074] The first generated moment calculation unit 514A acquires information on the second deceleration braking force Fbd2 of the inside front wheel of the turn, the fourth deceleration braking force Fbd4 of the inside rear wheel of the turn, the moment arm length of the front wheel, and the moment arm length of the rear wheel, and calculates the first yaw moment in the direction toward the inside of the turn that is generated by the deceleration braking forces Fbd2 and Fbd4 after distribution. In addition, the second generated moment calculation unit 514B acquires information on the first deceleration braking force Fbd1 of the outside front wheel of the turn, the third deceleration braking force Fbd3 of the outside rear wheel of the turn, the moment arm length of the front wheel, and the moment arm length of the rear wheel, and calculates the second yaw moment in the direction toward the outside of the turn that is generated by the deceleration braking forces Fbd1 and Fbd3 after distribution.

[0075] Subtraction section 514C acquires information on the first yaw moment calculated by first generated moment calculation section 514A and information on the second yaw moment calculated by second generated moment calculation section 514B. Subtraction unit 514C then subtracts the second yaw moment from the first yaw moment to obtain the yaw moment in the direction toward the outside of the turn that is generated by the deceleration braking forces Fbd1, Fbd2, Fbd3, and Fbd4 after distribution.

[0076] The correction value calculation unit 514D acquires the information on the yaw moment calculated by the subtraction unit 514C, the information on the speed of the vehicle 100, the specification information of the vehicle 100, and the like. Then, based on the various acquired information, the correction value calculation unit 514D calculates a correction value for steering control to offset the yaw moment generated by the deceleration braking forces Fbd1, Fbd2, Fbd3, and Fbd4 after distribution, and outputs a signal of the calculated correction value to the steering device 630. The correction value for steering control calculated by correction value calculation unit 514D is, as described above, a correction value for the command value of the steering angle, or a correction value for the steering angle of front wheels 101, 102 relative to the operating angle of steering wheel 630A, or a correction value for the steering force (steering assist force) by steering actuator 630B, etc.

[0077] In addition, when the vehicle 100 is traveling with the front wheels 101, 102 steered to near the maximum steering angle, in other words, when the vehicle 100 is traveling near the minimum turning radius, the steering correction unit 514 cannot increase the steering angle, and therefore cannot offset the yaw moment generated by the distribution of deceleration braking force by increasing the steering angle. Therefore, when the front wheels 101, 102 are steered to near the maximum steering angle, that is, when the steering angle exceeds the upper limit value for distribution control, the distribution control unit 513 cancels the implementation of distribution control that distributes a larger amount of deceleration braking force to the outside front wheel of the turn. This makes it possible to prevent a yaw moment that cannot be offset by steering correction from occurring due to distribution control of deceleration braking force.

[0078] In addition, the distribution control unit 513 can cancel the implementation of distribution control that distributes more deceleration braking force to the outside front wheel when the vehicle speed is lower than a predetermined speed, when the deceleration acceleration (in other words, the longitudinal acceleration) is lower than a predetermined acceleration and the vehicle is in a slow deceleration state, or when the lateral acceleration is lower than a predetermined lateral acceleration. The distribution control unit 513 can substantially cancel the distribution control by setting the distribution amount ΔFbd2 and the distribution amount ΔFbd3 to zero.

[0079] Furthermore, the distribution pattern of the deceleration braking force by distribution control unit 513 is not limited to the pattern of distributing the deceleration braking force from the inside front wheel and the outside rear wheel to the outside front wheel. FIG. 12 is a diagram showing another example of the distribution pattern of the deceleration braking force by distribution control unit 513. In FIG. FIG. 12 shows how deceleration braking forces are distributed based on a deceleration request when a front-wheel drive vehicle is turning right and roll control similar to that in FIG. 3 is being executed.

[0080] Here, the distribution control unit 513 reduces the second deceleration braking force Fbd2 of the right front wheel 102, which is the inside front wheel of the turn, by the distribution amount ΔFbdA from the deceleration braking force Fbd, which is an evenly allocated amount, while increasing the first deceleration braking force Fbd1 of the left front wheel 101, which is the outside front wheel of the turn, by the distribution amount ΔFbdA from the deceleration braking force Fbd, which is an evenly allocated amount. In addition, the distribution control unit 513 reduces the third deceleration braking force Fbd3 of the left rear wheel 103, which is the inner rear wheel of the turn, by the distribution amount ΔFbdA from the deceleration braking force Fbd, which is an evenly allocated amount, while increasing the fourth deceleration braking force Fbd4 of the right rear wheel 104, which is the inner rear wheel of the turn, by the distribution amount ΔFbdA from the deceleration braking force Fbd, which is an evenly allocated amount.

[0081] In other words, the distribution control unit 513 distributes the deceleration braking force from the inside front wheel to the outside front wheel by the distribution amount ΔFbdA, thereby increasing the jack-up force Fjup acting on the outside front wheel and increasing the jack-down force Fjdw acting on the inside front wheel. In addition, the distribution control unit 513 distributes deceleration braking force from the outer rear wheel to the inner rear wheel by the distribution amount ΔFbdA, thereby increasing the jack-down force Fjdw acting on the inner rear wheel and decreasing the jack-down force Fjdw acting on the outer rear wheel.

[0082] The anti-roll moment increases due to the increase or decrease in the jack-up force Fjup and the jack-down force Fjdw, and the jack-up force Fjup acting on the outside front wheel increases, thereby suppressing dive behavior of the outside front wheel. The distribution control unit 513 sets the distribution amount ΔFbdA in accordance with the lateral acceleration of the vehicle 100.

[0083] Here, in the distribution pattern of FIG. 12, the first deceleration braking force Fbd1 and the fourth deceleration braking force Fbd4 are the same, and the second deceleration braking force Fbd2 and the third deceleration braking force Fbd3 are the same. Therefore, the sum of the first deceleration braking force Fbd1 and the third deceleration braking force Fbd3 applied to the outside of the turn and the sum of the second deceleration braking force Fbd2 and the fourth deceleration braking force Fbd4 applied to the inside of the turn will be the same after distribution. Therefore, in the distribution pattern of Figure 12, the distribution control of the deceleration braking force does not cause a difference in the deceleration braking force between the left and right wheels, and no yaw moment is generated by the deceleration braking force, so steering correction by the steering correction unit 514 is not necessary.

[0084] Incidentally, if the microcomputer 510 performs control to reduce the roll control driving force Fdr in response to a deceleration request during execution of roll control, the deceleration braking force applied to each wheel 101, 102, 103, 104 to satisfy the deceleration request can be reduced, thereby saving energy consumption in the vehicle 100. FIG. 13 shows distribution control in which, when a deceleration request occurs during roll control execution in a state in which a front-wheel drive vehicle is turning right, the deceleration braking force is reduced by a predetermined amount by which the roll control driving force Fdr is reduced.

[0085] The upper part of FIG. 13 shows a state in which the deceleration braking force Fbd is evenly allocated to each of the wheels 101, 102, 103, and 104 without performing the process of reducing the roll control driving force Fdr. On the other hand, the lower part of Figure 13 shows a state in which the distribution control unit 513 performs processing to equally reduce the roll control driving force Fdr of each of the left and right front wheels 101, 102, which are the driving wheels, and performs distribution to equally reduce the deceleration braking forces Fbd1, Fbd2, Fbd3, and Fbd4 of all wheels by the amount of the reduction in the roll control driving force Fdr.

[0086] In other words, when the reduction correction amount of the roll control driving force Fdr is ΔFdr, the distribution control unit 513 reduces the roll control driving force Fdr of the left front wheel 101 by the reduction correction amount ΔFdr, and reduces the roll control driving force Fdr of the right front wheel 102 by the reduction correction amount ΔFdr. Then, the distribution control unit 513 performs distribution processing to reduce the deceleration braking forces Fbd1, Fbd2, Fbd3, and Fbd4 applied to each of the wheels 101, 102, 103, and 104 by a distribution amount ΔFbd_d, which is a braking force that balances with the driving force obtained by dividing the decrease correction amount ΔFdr×2 into four equal parts. As a result, the first deceleration braking force Fbd1, the second deceleration braking force Fbd2, the third deceleration braking force Fbd3, and the fourth deceleration braking force Fbd4 after distribution all have a value obtained by subtracting the distribution amount ΔFbd_d from the deceleration braking force Fbd. In other words, the first deceleration braking force Fbd1, the second deceleration braking force Fbd2, the third deceleration braking force Fbd3, and the fourth deceleration braking force Fbd4 after distribution are the same.

[0087] Here, in the left front wheel 101, which is the outside front wheel of the turn, the roll control braking force Fbr is reduced by the reduction correction amount ΔFdr, while the first deceleration braking force Fbd1 is reduced by an amount that is equivalent to 1 / 2 of the reduction correction amount ΔFdr of the roll control braking force Fbr. Therefore, at the left front wheel 101, which is the outside front wheel of the turn, the distribution control increases the braking force that actually acts due to the balance between the driving force and the braking force, and the jack-up force Fjup increases, thereby suppressing the dive behavior of the outside front wheel of the turn. In the distribution pattern of FIG. 13, since no difference in braking force occurs between the left and right sides of the vehicle 100, steering correction by the steering corrector 514 is not required.

[0088] The technical ideas explained in the above embodiments can be used in appropriate combinations as long as no contradiction occurs. Furthermore, although the contents of the present invention have been specifically described with reference to preferred embodiments, it is obvious that a person skilled in the art can adopt various modified embodiments based on the basic technical idea and teachings of the present invention.

[0089] The distribution control unit 513 can selectively use distribution control shown in Figure 6 etc., in which a larger amount of deceleration braking force is distributed to the outside front wheel of the turn, and distribution control shown in Figure 13, in which the deceleration braking force of all wheels is uniformly reduced by the amount that the roll control driving force Fdr is reduced. For example, when conditions are met that result in a relatively small dive behavior to the outside front wheel (for example, small lateral acceleration and small longitudinal acceleration), distribution control unit 513 can execute distribution control shown in Figure 13, which uniformly reduces the deceleration braking force of all wheels by the amount that the roll control driving force Fdr is reduced, and when the above conditions are not met, distribution control can execute distribution control, shown in Figure 6, etc., which distributes a larger amount of deceleration braking force to the outside front wheel.

[0090] Furthermore, when the steering device 630 is a steer-by-wire system, the steering correction unit 514 can perform correction control to reduce the steering reaction force applied to the steering wheel 630A from a normal level. When the steering reaction force applied to the steering wheel 630A is reduced, it becomes easier for the driver to turn the steering wheel 630A in a direction that offsets the yaw moment generated by the distribution control of the deceleration braking force, thereby encouraging the driver to turn the wheel further.

[0091] In addition, when the steering device 630 is equipped with a rear wheel steering device that steers the rear wheels 103, 104 of the vehicle 100, the steering correction unit 514 outputs a control command for the rear wheel steering angle to steer the rear wheels 103, 104 in the opposite direction to the direction of the front wheels 101, 102, thereby generating a yaw moment toward the inside of the turn and offsetting the yaw moment generated by the distribution control of the deceleration braking force.

[0092] In addition to the vehicle control device 500, the vehicle control system 200 can also include an electronic control device that controls the drive device 610, an electronic control device that controls the braking device 620, and an electronic control device that controls the steering device 630. In the case of such a vehicle control system, the vehicle control device 500 transmits control commands such as braking / driving force commands for roll control, braking force distribution commands for deceleration, and steering angle correction commands to other electronic control devices. [Explanation of symbols]

[0093] 100... vehicle, 200... vehicle control system, 300... external environment recognition unit, 400... vehicle motion state acquisition unit, 500... vehicle control device (control unit), 510... microcomputer (control unit), 600... actuator unit, 610... drive unit, 620... braking unit, 630... steering unit

Claims

1. A vehicle control device comprising a control unit that acquires various information including information related to the driving state of a vehicle, calculates a control command for operating an actuator unit based on the acquired various information, and outputs the calculated control command to the actuator unit, The control unit a roll control of the vehicle based on a driving force and a braking force applied to wheels of the vehicle, in which a braking / driving force is applied to the wheels so as not to generate longitudinal acceleration of the vehicle, and a jack-up force or a jack-down force is selectively applied to each wheel, thereby generating an anti-roll moment that counteracts a roll moment caused by turning; When a deceleration request occurs during execution of the roll control, in order to suppress a dive behavior of the outside front wheel of the vehicle due to the deceleration braking force, a braking force control command is output so that a first deceleration braking force applied to the outside front wheel of the vehicle is greater than a second deceleration braking force applied to the inside front wheel of the vehicle and a third deceleration braking force applied to the outside rear wheel of the vehicle, and is equal to or greater than a fourth deceleration braking force applied to the inside rear wheel of the vehicle. Vehicle control device.

2. The vehicle control device according to claim 1, The control unit outputting the braking force control command so that the first deceleration braking force is greater than the fourth deceleration braking force; Vehicle control device.

3. The vehicle control device according to claim 2, The control unit outputting the braking force control command so that the fourth deceleration braking force is greater than the second deceleration braking force and the third deceleration braking force; Vehicle control device.

4. The vehicle control device according to claim 3, The control unit determining a yaw moment generated by the first deceleration braking force, the second deceleration braking force, the third deceleration braking force, and the fourth deceleration braking force; correcting, based on the yaw moment, a command value of the steering angle of the wheels, or the steering angle of the wheels relative to the operation angle of a steering operation input member, or a steering force by a steering actuator that steers the wheels, in a direction to increase the steering angle; Vehicle control device.

5. The vehicle control device according to claim 3, The control unit outputting the braking force control command so that the first deceleration braking force increases as the longitudinal acceleration and the lateral acceleration of the vehicle increase; Vehicle control device.

6. The vehicle control device according to claim 5, The control unit acquiring information on the road surface friction coefficient of the road on which the vehicle is traveling; When the first deceleration braking force is set to exceed a braking force limit value that is set based on the road surface friction coefficient or the limit amount of jacking up the body of the vehicle, resetting the first deceleration braking force to the braking force limit value, allocating a surplus of the first deceleration braking force that has been set in excess of the braking force limit value to the fourth deceleration braking force, and outputting the braking force control command. Vehicle control device.

7. The vehicle control device according to claim 1, The control unit outputting the braking force control command so that the first deceleration braking force and the fourth deceleration braking force are equal, and the second deceleration braking force and the third deceleration braking force are equal; Vehicle control device.

8. The vehicle control device according to claim 1, The control unit When the driving force in the roll control is reduced by a predetermined amount, outputting the braking force control command so that the first deceleration braking force, the second deceleration braking force, the third deceleration braking force, and the fourth deceleration braking force are the same; Vehicle control device.

9. The vehicle control device according to claim 1, The roll control is imparting a first roll control driving force to the turning inside front wheel; applying a first roll control braking force to the turning inner rear wheel that is balanced with the first roll control driving force; applying a second roll control driving force and a second roll control braking force that is balanced with the second roll control driving force to the outside front wheel; Vehicle control device.

10. The vehicle control device according to claim 1, The roll control is applying a first roll control driving force and a first roll control braking force that is balanced with the first roll control driving force to the turning inner rear wheel; applying a second roll control braking force to the turning outside front wheel; applying a second roll control driving force to the turning outer rear wheel that is balanced with the second roll control braking force; Vehicle control device.

11. The vehicle control device according to claim 1, The roll control is imparting a first roll control driving force to the turning inside front wheel; applying a first roll control braking force to the turning inner rear wheel that is balanced with the first roll control driving force; applying a second roll control braking force to the turning outside front wheel; applying a second roll control driving force to the turning outer rear wheel that is balanced with the second roll control braking force; Vehicle control device.

12. A vehicle control method executed by a control unit mounted on a vehicle, the control unit acquiring various information including information related to a driving state of the vehicle, calculating a control command for operating an actuator unit based on the acquired various information, and outputting the calculated control command to the actuator unit, The control unit a roll control of the vehicle based on a driving force and a braking force applied to wheels of the vehicle, in which a braking / driving force is applied to the wheels so as not to generate longitudinal acceleration of the vehicle, and a jack-up force or a jack-down force is selectively applied to each wheel, thereby generating an anti-roll moment that counteracts a roll moment caused by turning; When a deceleration request occurs during execution of the roll control, in order to suppress a dive behavior of the outside front wheel of the vehicle due to the deceleration braking force, a braking force control command is output so that a first deceleration braking force applied to the outside front wheel of the vehicle is greater than a second deceleration braking force applied to the inside front wheel of the vehicle and a third deceleration braking force applied to the outside rear wheel of the vehicle, and is equal to or greater than a fourth deceleration braking force applied to the inside rear wheel of the vehicle. Vehicle control method.

13. a drive unit that applies driving force to the wheels of the vehicle; a braking unit that applies a braking force to the wheel; a control unit that acquires various information including information related to the driving state of the vehicle, calculates control commands for operating the drive unit and the brake unit based on the acquired various information, and outputs the calculated control commands to the drive unit and the brake unit, a roll control that applies braking / driving forces to the wheels so as not to generate longitudinal acceleration of the vehicle, and selectively applies a jack-up force or a jack-down force to each wheel, thereby generating an anti-roll moment that counteracts a roll moment caused by turning; When a deceleration request occurs during execution of the roll control, in order to suppress a dive behavior of the outside front wheel of the vehicle due to the deceleration braking force, a braking force control command is output so that a first deceleration braking force applied to the outside front wheel of the vehicle is greater than a second deceleration braking force applied to the inside front wheel of the vehicle and a third deceleration braking force applied to the outside rear wheel of the vehicle, and is equal to or greater than a fourth deceleration braking force applied to the inside rear wheel of the vehicle. The control unit; A vehicle control system comprising:

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