JP4871103B2 - Vehicle motion control device - Google Patents

Description

  The present invention relates to a vehicle motion control device that performs traveling control during left-right steering of a vehicle.

In the driving force distribution device that distributes the driving force to the left and right wheels to control the yaw moment, the driving force distribution amount can be changed to accelerator opening, engine speed, vehicle speed, steering angle, lateral acceleration, yaw rate, vehicle body slip angle, etc. A technique for performing yaw rate feedback control and slip angle feedback control based on the above is known from Patent Document 1 and the like.
In the prior art described in Patent Document 1, as shown in FIG. 6, the yaw rate sensor 31, the lateral acceleration sensor 32, and the steered angle that is the direction of the steered wheels (in this case, the front wheels) provided in the vehicle are detected. A yaw rate γ, a lateral acceleration G _S , a turning angle δ, and a vehicle speed V are acquired from a turning angle sensor 33 and a vehicle speed calculation unit 34 that calculates a vehicle speed based on signals from a wheel speed sensor (not shown), and a lateral acceleration G _{The reference} yaw rate γ _m is calculated by the reference yaw rate calculation unit 51 based on _S , the turning angle δ, and the vehicle speed V, and the yaw rate feedback unit 53 determines the deviation between the calculated reference yaw rate γ _m and the actual vehicle yaw rate γ. Calculate the turning moment. Further, the vehicle body slip angle calculation unit 55 calculates the vehicle body slip angle β based on the yaw rate γ, the vehicle speed V, the lateral acceleration G _S , and the turning angle δ, and the slip angle feedback unit 56 calculates the restored yaw moment. It is added in the addition unit 57, and inputs a yaw moment _{M Z} obtained in DYC (Direct yaw control) control unit 60.
The DYC control unit 60 generates a yaw rate suitable for the turning state of the vehicle based on an engine rotation speed, an engine torque, a vehicle speed, and the like from an engine electronic control unit (hereinafter referred to as an engine ECU (Electric Control Unit)) (not shown). The obtained driving force distribution amount is calculated, and a driving force distribution device (not shown) that distributes the driving force to the left and right driving wheels is controlled. A method of directly controlling the yaw moment by controlling the driving force distribution device in this way is called DYC control.
JP 2003-170822 A (see FIG. 6)

  However, in the conventional technique, the yaw rate feedback unit 53 calculates the turning moment, the slip angle feedback unit 56 calculates the restoring moment, and adds them, thereby controlling the yaw moment. With only one input of yaw moment as the object to control the turning of the vehicle, a trade-off occurs between the turning moment and the restoring moment, and agile turning (improvement of running sensitivity) and ensuring stability during turning (stable) Improvement) may not be compatible with each other.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle motion control device that achieves both improved traveling sensitivity and improved stability during left-right steering.

In order to achieve the above object, the invention described in claim 1 is a vehicle motion control device that controls traveling during left-right steering of a vehicle , wherein a turning angle that is a direction of a front wheel or a rear wheel is set. It has a changeable turning angle control device and a driving force distribution control device that distributes the driving force or braking force differently between the left and right wheels, and controls the turning angle control device according to the vehicle body slip angle. The driving force distribution control device is controlled according to the yaw rate of the vehicle body.
Further, the invention described in claim 2 further includes a travel state amount acquisition means for acquiring a travel state amount of the vehicle including at least the vehicle speed, the vehicle body slip angle, the turning angle, and the yaw rate. The reference slip angle is calculated based on the travel state amount, and the turning angle control device is controlled based on the deviation amount between the reference slip angle and the vehicle body slip angle.

According to the first and second aspects of the invention, the vehicle motion control device corrects the turning angle by the turning angle control device according to the vehicle body slip angle when the driver turns the vehicle left and right. Therefore, yaw moment control can be performed by the driving force distribution control device in accordance with the yaw rate of the vehicle body.

In addition to the structure of the invention of claim 1, the invention described in claim 3 further includes a running state quantity for obtaining a running state quantity of the vehicle including at least the vehicle speed, the vehicle body slip angle, the turning angle, and the yaw rate. A reference slip angle is calculated based on the acquisition means and the acquired running state amount, a feedback amount for the vehicle body slip angle is calculated based on a deviation amount between the reference slip angle and the vehicle body slip angle, and a feedback amount for the vehicle body slip angle is calculated. As the turning angle correction amount, the slip angle control unit that outputs to the turning angle control device, and the reference yaw rate is calculated based on the acquired running state amount, and the vehicle body is determined based on the deviation amount between the reference yaw rate and the yaw rate. The amount of feedback for the yaw rate is calculated, and the amount of yaw moment of the vehicle body is calculated as the amount of yaw moment to output to the driving force distribution control device And a moment control amount setting unit.

According to the invention of claim 3 , feedback control of the vehicle body slip angle can be performed by the turning angle control device, and feedback control of yaw moment control can be performed by the driving force distribution control device.

In addition to the configuration of the invention of claim 1, the invention described in claim 4 further includes a running state quantity for obtaining a running state quantity of the vehicle including at least the vehicle speed, the vehicle body slip angle, the turning angle, and the yaw rate. The reference slip angle is calculated based on the acquisition means and the acquired running state amount, the feedforward amount with respect to the vehicle body slip angle is calculated based on the reference slip angle, and the deviation amount between the reference slip angle and the vehicle body slip angle is calculated. The slip amount control unit calculates the feedback amount with respect to the vehicle body slip angle, outputs the feed forward amount and the feedback amount with respect to the vehicle body slip angle as the turning angle correction amount, and outputs the slip angle control unit to the obtained traveling state amount. Calculate the standard yaw rate based on the standard yaw rate, and calculate the feedforward amount relative to the vehicle yaw rate based on the standard yaw rate A yaw moment control amount setting unit that calculates the feedback amount for the yaw rate of the vehicle body based on the deviation amount between the standard yaw rate and the yaw rate, and outputs the feedback amount and the feedforward amount to the driving force distribution control device as the yaw moment amount of the vehicle body And.

According to the invention of claim 4 , feedforward control and feedback control of the vehicle body slip angle can be performed by the turning angle control device, and feedforward control and feedback control of yaw moment control can be performed by the driving force distribution control device.

In the invention described in claim 5 , in addition to the configuration of the invention described in claim 3 or claim 4 , the slip angle control unit of the slip angle control unit and the yaw moment control amount setting unit is faulty. When the yaw moment control amount setting unit performs feedback control for the yaw rate together with feedback control for the vehicle body slip angle, and when the yaw moment control amount setting unit of the slip angle control unit and the yaw moment control amount setting unit fails, The slip angle control unit performs feedback control on the vehicle body slip angle together with feedback control on the yaw rate.

According to the fifth aspect of the present invention, when the slip angle control and the yaw moment control are performed by separate devices, when one device fails, the control for compensating the control on the side where the other device has failed can be performed. it can.

According to a sixth aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the turning angle control device includes a vehicle driving operation device, a steering device mechanism, Is a steered angle control device for a steer-by-wire steering device mechanically separated.

According to the sixth aspect of the invention, since the steer-by-wire type steering device is used, the correction of the turning angle according to the vehicle body slip angle can be easily controlled.

According to a seventh aspect of the invention, in addition to the configuration of the invention according to any one of the third to sixth aspects, the running state quantity obtaining means also obtains the lateral acceleration of the vehicle, and the reference yaw rate Is calculated based on at least the turning angle and the vehicle speed, or based on at least the lateral acceleration and the vehicle speed.
According to an eighth aspect of the invention, in addition to the configuration of the invention according to any one of the second to seventh aspects, the reference slip angle is based on at least a turning angle and a vehicle speed, or a lateral acceleration. It is calculated based on the vehicle speed.
According to the seventh aspect of the present invention, it is possible to calculate an accurate standard yaw rate. According to the invention of claim 8 , it is possible to calculate a standard slip angle with high accuracy.
According to a ninth aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the turning angle control device is responsive to the cornering force of the front wheels and the vehicle body slip angle. Then, the turning angle control device is controlled.
According to the ninth aspect of the present invention, the vehicle motion control device is steered by the turning angle control device according to the cornering force of the front wheels and the vehicle body slip angle at the time of the left and right turning operation of the driver's vehicle. The angle can be corrected, and the yaw moment control can be performed by the driving force distribution control device in accordance with the yaw rate of the vehicle body.

  According to the invention of claim 1, the turning angle is corrected via the turning angle control device according to the vehicle body slip angle, and the yaw moment control is performed via the driving force distribution control device according to the yaw rate of the vehicle body. Therefore, the control of the vehicle body slip angle and the control of the yaw moment in the vehicle running state at the time of turning can be performed independently, and interference can be prevented.

  According to the second aspect of the present invention, the vehicle body slip angle feedback control can be performed by the turning angle control device, and the yaw moment control feedback control can be performed by the driving force distribution control device. Exercise can be performed stably.

  According to the invention of claim 3, feedforward control and feedback control of the vehicle body slip angle can be performed by the turning angle control device, and feedforward control and feedback control of yaw moment control can be performed by the driving force distribution control device. The turning motion in the vehicle running state at the time of steering can be performed with good responsiveness, and the turning motion can be stably performed.

  According to the fourth aspect of the present invention, when slip angle control and yaw moment control are performed by separate devices, when one device fails, control for compensating the control on the other device's failed side can be performed. Can be performed stably.

  According to the invention of claim 5, the vehicle body slip angle can be easily and independently controlled via the turning angle control device separately from the yaw moment control by the driving force distribution control device, and without interfering with the yaw moment control. Can be done.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a skeleton diagram of a power transmission system of a vehicle to which a vehicle motion control device according to an embodiment of the present invention is applied, and a combination of a steer-by-wire steering device and a block diagram of the vehicle motion control device.
FIG. 2 is a block diagram for explaining the main part of the control logic in the vehicle motion control apparatus. FIG. 3 is a graph showing a standard slip angle setting method, and FIG. 4 is a graph showing a standard yaw rate setting method.
FIG. 5 is a block diagram when the control logic is specifically incorporated into two electronic control units.

As shown in FIG. 1, the vehicle is a front wheel drive vehicle, and includes a drive force distribution device T and a steer-by-wire steering device SBW. When the vehicle is a control unit of the steering device SBW as a vehicle motion control device, the turning angle control device 40 gives a turning angle correction amount to the turning angle control device 40 for motion control during turning of the vehicle. A slip angle control electronic control unit (hereinafter referred to as a slip angle control ECU) 36 that outputs and controls, a driving force distribution device T is controlled via a hydraulic circuit 28 for motion control during turning, or a brake control ECU 29 37, the yaw moment control electronic control unit (hereinafter referred to as yaw moment control ECU) 37, and other various sensors, for example, wheel speed sensors (running state quantity acquisition means) _30FL , _30FR , _30RL , _30RR , A yaw rate sensor (running state quantity acquisition means) 31, a lateral acceleration sensor (running state quantity acquisition means) 32, and the like are provided.
Note that the slip angle control ECU 36 of the present embodiment includes the slip angle control unit of the present invention, the hydraulic circuit 28, the brake control ECU 29, the brakes B _FL , B _FR , B _RL , B _RR , and the yaw moment control ECU 37 of the present embodiment. The DYC control unit 37k (see FIG. 5) described later included in the configuration of the drive force distribution control device of the present invention. Further, the normative yaw rate calculation unit 37a, the yaw rate feedforward unit 37b, the deviation unit 37c, the yaw rate feedback unit 37d, and the addition unit 37e (see FIG. 5) of the yaw moment control ECU 37 constitute a yaw moment control amount setting unit of the present invention. .

<Power transmission system>
First, a power transmission system of a vehicle to which the vehicle motion control device of this embodiment is applied will be described. A transmission T / M is connected to the right end of an engine ENG mounted horizontally at the front of the vehicle body, and a driving force distribution device T is disposed at the rear of the engine ENG and the transmission T / M. The left drive shaft A _L and the right drive shaft A _R extending left and from the right to the left and right driving force distribution device T, the left front wheel W _FL and the right front wheel W _FR are each driven wheel is connected.

The driving force distribution device T includes a differential D to which driving force is transmitted from an external gear 3 that meshes with an input gear 2 provided on an input shaft 1 extending from a transmission T / M. The differential D comprises a double pinion planetary gear mechanism, and meshes with the ring gear 4, a ring gear 4 formed integrally with the external gear 3, a sun gear 5 disposed coaxially within the ring gear 4, and the ring gear 4. The outer planetary gear 6 and the inner planetary gear 7 that meshes with the sun gear 5 are constituted by a planetary carrier 8 that supports the outer planetary gear 6 and the sun planetary gear 5 in a state where they mesh with each other. The differential D has its ring gear 4 functions as an input element, a sun gear 5 which functions as one output element is connected to the left drive shaft A _L via a half shaft 9, also functions as the other output element planetary carrier 8 is connected to the right drive shaft a _R.

  The carrier member 11 rotatably supported on the outer periphery of the half shaft 9 includes four pinion shafts 12 arranged at intervals of 90 ° in the circumferential direction. The first pinion 13, the second pinion 14, A triple pinion member 16 in which the three pinions 15 are integrally formed is rotatably supported by each pinion shaft 12. Although the number of triple pinion members 16 is four in the present embodiment, the number is not limited to four and may be two or more.

  A first sun gear 17 that is rotatably supported on the outer periphery of the half shaft 9 and meshes with the first pinion 13 is connected to the planetary carrier 8 of the differential D. The second sun gear 18 fixed to the outer periphery of the half shaft 9 meshes with the second pinion 14. Further, the third sun gear 19 rotatably supported on the outer periphery of the half shaft 9 meshes with the third pinion 15.

For example, the number of teeth of the first pinion 13, the second pinion 14, the third pinion 15, the first sun gear 17, the second sun gear 18, and the third sun gear 19 in the present embodiment is as follows.
Number of teeth P ₁ = 16 of the first pinion 13
Number of teeth P ₂ = 16 of the second pinion 14
Number of teeth P ₃ = 32 of the third pinion 15
Number of teeth of the first sun gear 17 S ₁ = 30
The number of teeth of the second sun gear 18 S ₂ = 26
Number of teeth of the third sun gear 19 S ₃ = 28
Therefore, the gear ratio of the first pinion 13 and the first sun gear 17 meshing with each other is R ₁ (= P ₁ / S ₁ ), and the gear ratio of the second pinion 14 and the second sun gear 15 meshing with each other is R _2. (= P ₂ / S ₂ ), where R ₃ (= P ₃ / S ₃ ) is the gear ratio between the third pinion 15 and the third sun gear 19 that mesh with each other, R ₁ : R ₂ : R ₃ = 16 /30:16/26:32/28=1.00:1.15:2.14.

The third sun gear 19 can be connected to the casing 20 via a left hydraulic clutch C _L, the rotational speed of the carrier member 11 is increased by the engagement of the left hydraulic clutch C _L. The carrier member 11 can be coupled to the casing 20 via a right hydraulic clutch C _R, the rotational speed of the carrier member 11 is reduced by the engagement of the right hydraulic clutch C _R.
Then, the left hydraulic clutch C _L and the right hydraulic clutch C _R is controlled via the hydraulic circuit 28 by the yaw moment electronic control unit 37.

  The structures of the differential D, the driving force distribution device T, and the hydraulic circuit 28 are those described in, for example, paragraphs [0016] to [0031] and FIGS. 2 to 5 of Japanese Patent Laid-Open No. 9-309357. Detailed description is omitted.

Next, the operation of the driving force distribution device T will be described.
When the vehicle travels straight, both the left hydraulic clutch _CL and the right hydraulic clutch _CR are disengaged. As a result, the restraint of the carrier member 11 and the third sun gear 19 is released, and the planetary carrier 8 and the carrier member 11 of the half shaft 9, the left drive shaft A _L , the right drive shaft A _R , and the differential D all rotate together. To do. At this time, the torque of the engine ENG is transmitted equally from the differential D to the left and right front wheels W _FL and W _FR .

Now, at the time of the right turn of the vehicle, the right hydraulic clutch C _R is engaged via the yaw moment control ECU37 and the hydraulic circuit 28, coupled to stopping the carrier member 11 to the casing 20. In this case, the left front wheel _{W FL} integral with the half shaft 9 and the left drive shaft _{A L,} the right front wheel _{W FR} integral with the right drive shaft _{A R} (i.e., the planetary carrier 8 of the differential D), the second sun gear 18 Since the second pinion 14, the first pinion 13 and the first sun gear 17 are connected, the rotational speed N _L of the left front wheel W _FL is increased with respect to the rotational speed N _R of the right front wheel W _FR. .

When the rotation speed N _L of the left front wheel W _FL is increased with respect to the rotation speed N _R of the right front wheel W _FR, a turning inner front right wheel W _FR are part of the turning outer is left front wheel W _FL torque Can be communicated to.
Instead of stopping the carrier member 11 by the right hydraulic clutch C _R, when decelerating the rotational speed of the carrier member 11 by appropriately adjusting the engagement force of the right hydraulic clutch C _R, the left front wheel W _FL in accordance with the deceleration can be of increasing the rotational speed N _L with respect to the rotational speed N _R of the right front wheel W _FR Hayashi, to transmit any torque from the right front wheel W _FR as a turning-inner to the left front wheel W _FL is the outer turning wheel.

On the other hand, when the vehicle turns left, the left hydraulic clutch _CL is engaged via the yaw moment control ECU 37 and the hydraulic circuit 28, and the third pinion 15 is coupled to the casing 20 via the third sun gear 19. As a result, the rotational speed of the carrier member 11 with respect to the rotational speed of the half shaft 9 is accelerated, the rotational speed N _R of the right front wheel W _FR is increased with respect to the rotation speed N _L of the left front wheel W _FL.

When the rotational speed N _R of the right front wheel W _FR is increased with respect to the rotation speed N _L of the left front wheel W _FL, a part of the torque of the left front wheel W _FL as a turning-inner is the outer turning wheel right front wheel W _FR Can be communicated to. In this case, when increasing the rotational speed of the carrier member 11 by appropriately adjusting the engagement force of the left hydraulic clutch C _L, the right front wheel W _FR rotational speed N _R of the left front wheel W _FL in response to the speed increasing can Hayashi increased with respect to the rotation speed N _L, to transmit any torque from the left front wheel W _FL as a turning-inner front right wheel W _FR is the outer turning wheel.

《Steering device》
Next, the configuration of the vehicle steering apparatus in the present embodiment will be described.
The steering device SBW realizes steer-by-wire, and includes an operation unit 21 that is a driving operation device, a turning unit 25 that is a steering device mechanism, and a turning angle control device 40 that controls the turning unit 25. Comprising.
The operation unit 21 includes a steering handle 21a as a steering wheel operated by the driver. The operation amount of the steering handle 21a is processed by the turning angle control device 40, and the steering motor of the turning unit 25 is processed based on the processing result. The steered wheels (front wheels) W _FL and W _FR are steered by driving 25a.

The operation unit 21 includes a steering handle 21a operated by a driver, a steering shaft 21b that transmits an operation amount of the steering handle 21a, an operation angle detection sensor 21c that detects an operation amount of the steering handle 21a, and an operation torque sensor 21d. And an operation reaction force motor 21e for improving the operability of the steering handle 21a. The operation torque sensor 21d is a known sensor using a strain gauge or the like, and detects the amount of torque input from the steering handle 21a, so that the operation is started or the direction of the steered wheels _WFL , _WFR is switched (turnback). )). On the other hand, the operation angle detection sensor 21c is composed of a potentiometer that detects the rotational position of the steering shaft 21b by the operation of the steering handle 21a, and outputs the operation angle of the steering handle 21a as a voltage value. The output from the steering angle detecting sensor 21c is the steering angle control device 40 is used to set the turning angle of the steered wheels W _FL, W _FR.

  Further, the other end portion of the steering shaft 21b is connected to a rotation shaft of the operation reaction force motor 21e. The operation reaction force motor 21e receives a signal from the turning angle control device 40 and has a direction different from the operation direction of the steering handle 21a (the movement of the steering handle 21a) according to the position and the operation direction of the steering handle 21a. And, it has a function of improving the operability and accuracy of the steering operation by generating a reaction force (operation reaction force) of a predetermined magnitude.

Here, the steered wheels _{W FL,} steering of the _{W FR} converts the rotation of the steering motor 25a into a linear motion of the rack shaft 25c by a ball screw mechanism 25b, the steered wheels _{W FL} which tie rods 25d, through 25d, It is performed by the steering unit 25 for converting the turning motion of the W _FR.
Note that the position of the rack shaft 25 c during linear motion is detected by a turning angle sensor 33 provided in the turning portion 25 and fed back to the turning angle control device 40.

Each wheel W _FL , W _FR , W _RL , W _RR is provided with a wheel speed sensor 30 _FL , 30 _FR , 30 _RL , 30 _RR , and a vehicle speed calculation unit that detects the wheel speed and calculates the vehicle speed. Each wheel speed is input to the (traveling state quantity acquisition means) 34.
The vehicle speed calculation unit 34 calculates the vehicle speed (vehicle speed) based on the detected wheel speeds, and is input to the target turning angle setting / operation reaction force control unit 40a described later on the turning angle control device 40. .
Each wheel W _FL , W _FR , W _RL , W _RR is provided with a brake B _FL , B _FR , B _RL , B _{RR and} controlled by the brake control ECU 29.

The turning angle control device 40 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and an ECU (Electronic Control Unit) having a predetermined electric circuit, and is shown in FIG. Thus, the operation part 21 and the steering part 25 are electrically connected through the harness which is a signal transmission cable.
Steering angle control unit 40, the operation angle detecting sensor 21c of the operation unit 21 receives a detection signal from the operating torque sensor 21d, and a vehicle speed from the vehicle speed calculating unit 34, the target rolling should face the front wheels _{W FL, W FR} The steering angle is set, and the target reaction angle setting / operation reaction force control unit 40a for controlling the operation reaction force motor 21e of the operation unit 21 and the target turning angle setting / operation reaction force control unit 40a are output. The steering angle correction amount output from the slip angle control ECU 36, which will be described later, is added to the target steering angle, and a steering motor control unit 40c that drives the steering motor 25a.

The configuration of the turning angle control device 40 is the same as that shown in FIG. 2 of Japanese Patent Application Laid-Open No. 2004-224238, for example. As described above, the turning angle correction amount from the slip angle control ECU 36 is set. The difference is that an addition unit 40b for addition is provided. Below, the structure of the turning angle control apparatus 40 is demonstrated easily.
The steering motor control unit 40c calculates a deviation value of the turning angle from the target value of the turning angle output from the addition unit 40b and the current actual turning angle detected by the turning angle sensor 33. A steering motor control signal output unit (not shown) for generating a control output signal (direction signal + PWM signal) for driving the steering motor 25a corresponding to the deviation amount, and driving the steering motor 25a based on the control output signal A steering motor drive circuit (not shown) that generates a drive signal to be driven, a FF control unit (not shown) that performs feedforward control by outputting a control signal to the steering motor control signal output unit based on the torque detection value of the operation torque sensor 21d, and It is composed of

The target turning angle setting / operation reaction force control unit 40a determines a target turning angle, determines a target turning angle signal based on the target turning angle, and further performs processing according to the vehicle speed on the target turning angle signal. A target turning angle setting unit (not shown) for outputting the corrected target turning angle to the adding unit 40b is provided.
The target turning angle setting / operation reaction force control unit 40a also includes a target operation reaction force setting unit (not shown) that determines a target reaction force to be applied to the steering handle 21a and a target reaction reaction force output from the target operation reaction force setting unit. An operation reaction force motor control signal output unit that obtains a force signal and outputs a control signal for driving the operation reaction force motor 21e, and outputs a drive signal to drive the operation reaction force motor 21e based on the control signal And an operation reaction force motor drive circuit (not shown).
The deviation amount from the deviation calculation unit of the steering motor control unit 40c is also input to the target operation reaction force setting unit of the target turning angle setting / operation reaction force control unit 40a, and is used for setting the target operation reaction force. It is done.

  Incidentally, the detailed control block configuration of the target turning angle setting unit is the same as that shown in paragraph [0013] of Japanese Patent Application Laid-Open No. 2004-224238 and FIG. 3, for example.

  Next, the yaw moment control ECU 37 that controls the driving force distribution device T via the hydraulic circuit 28 according to the yaw rate of the vehicle body, which is a feature of the present invention, and the turning angle control device 40 according to the vehicle body slip angle are described. The logic of the slip angle control ECU 36 to be controlled will be described with reference to FIG.

《Outline of main parts of control logic of vehicle motion control device》
FIG. 2 shows the main part of the control logic of the vehicle motion control apparatus of this embodiment.
The vehicle is provided with a yaw rate sensor 31 for detecting a yaw rate and a lateral acceleration sensor 32 for detecting a lateral acceleration, in addition to the steering angle sensor 33 of the steering device SBW and the vehicle speed calculation unit 34 for calculating the speed of the vehicle. It has been.
The vehicle motion control apparatus of the present embodiment is characterized in that feedforward control and feedback control with respect to a vehicle body slip angle by a turning angle and feedforward control and feedback control with respect to a yaw rate by DYC control are performed independently.

First, feedforward control and feedback control for the vehicle body slip angle will be described.
In the present embodiment, a vehicle body slip angle β (also referred to as a side slip angle) is calculated based on the yaw rate γ, the vehicle speed V, the lateral acceleration G _S , and the turning angle δ (vehicle slip angle calculation unit 35). For details of the calculation method of the vehicle body slip angle, refer to Japanese Unexamined Patent Application Publication Nos. 2003-118557 and 2003-118612.
Further, for example, the vehicle speed V, the calculated norms slip angle beta _m based on the steering angle [delta] (Code slip angle calculating section 36a). The reference slip angle β _m is calculated based on a predetermined correlation (see FIG. 3) between the turning angle δ and the reference slip angle β _{m using} the vehicle speed V as a parameter. When turning, the vehicle must obtain a lateral force that suspends the centrifugal force according to the vehicle speed, so that the vehicle body slip angle changes with the vehicle speed. Therefore, the standard slip angle β _m is changed according to the vehicle speed.
Incidentally, when turning left, the vehicle body direction is directed to the right side of the traveling direction of the vehicle at a low speed, and the vehicle body direction is directed to the left side of the traveling direction of the vehicle at a predetermined speed or higher. Conversely, when turning right, the vehicle body direction is directed to the left side of the traveling direction of the vehicle at a low speed, and the vehicle body direction is directed to the right side of the traveling direction of the vehicle at a predetermined speed or higher.
This correlation is set in advance by performing a running test of an actual vehicle or calculating a vehicle model.

Based on the calculated norms slip angle beta _m, for a response improvement of vehicle motion at the time of cornering, a feed forward control of the vehicle body slip angle beta is performed (slip angle feedforward portion 36b). Further, based on the calculated norms slip angle β deviation between the vehicle body slip angle β and the calculated _m (deviation section 36c), feedback control of the vehicle body slip angle β for stability enhancement is performed (slip angle feedback Part 36d). The turning angle correction amount δ _c ^ff calculated by the feedforward control of the vehicle body slip angle β and the turning angle correction amount δ _c ^fb calculated by the feedback control of the vehicle body slip angle β are added (adder 36e). , it is inputted to the adder 40b of the turning angle correction amount [delta] wherein the steering angle control apparatus as _c 40, the target steering angle [delta] _t that is output from the target steering angle setting and operation reaction force control unit 40a is corrected The
In this way, control for correcting the turning angle δ in order to improve the turning performance of the running state of the vehicle at the time of turning or to make a stable turning is called AFS (Active Front Steering) control.

ここで、Ｍ：車両質量
γ：ヨーレート
Ｙ_Ｆ：前輪コーナリングフォース
Ｙ_Ｒ：後輪コーナリングフォース
である。 The control of the vehicle body slip angle β is based on the equation of lateral movement of the vehicle shown in the following equation (1).

Where M: vehicle mass
γ: Yaw rate
Y _F : Front wheel cornering force
Y _R : Rear wheel cornering force.

車体スリップ角のフィードバック制御による転舵角補正量δ_ｃ ^ｆｂは、次式（３）で表される。

ここで、Ｋ_ｐ１１はフィードバックゲインである。
なお、前輪コーナリングフォースＹ_Ｆおよび後輪コーナリングフォースＹ_Ｒは、車両の運動方程式にもとづきヨーレートγ、車体スリップ角β、車速Ｖなどから容易に求まる（「自動車の運動と制御」安部正人著、株式会社山海堂、平成１５年４月１０日、第２版第１刷発行を参照）。 The turning angle correction amount δ _c ^ff by the feedforward control of the vehicle body slip angle is expressed by the following equation (2).

The turning angle correction amount δ _c ^fb by feedback control of the vehicle body slip angle is expressed by the following equation (3).

Here, _Kp11 is a feedback gain.
Incidentally, the front wheel cornering force Y _F and the rear wheel cornering force Y _R is the yaw rate based on the equation of motion of the vehicle gamma, the vehicle body slip angle beta, easily obtained from vehicle speed V ( "Motion and Control of Automobile" Masato Abe al stock (See Sankai-do, April 10, 2003, second edition, first edition).

Next, feedforward control and feedback control for the yaw rate will be described.
A reference yaw rate γ _m is calculated based on the vehicle speed V, the lateral acceleration G _S , and the turning angle δ (reference yaw rate calculation unit 37a). The reference yaw rate gamma _m, (see (a) in FIG. 4) advance-determined correlation before the lateral acceleration G _S and standard yaw rate gamma _m and the vehicle speed V as a parameter, or, the steering angle δ and the standard yaw rate of the vehicle speed V as a parameter γ _m is calculated based on a predetermined correlation (see FIG. 4B).
FIG. 4A shows that if the vehicle speed is constant, the lateral acceleration increases as the turning radius decreases (the yaw rate increases). Also, if the vehicle speed is increased while keeping the lateral acceleration constant, the speed is increased. Since the lateral acceleration increases with the square, the turning radius increases (yaw rate decreases).
FIG. 4 (b) shows that the turning radius becomes smaller and the yaw rate increases as the turning angle increases, and the yaw rate increases as the speed increases for a certain turning angle. Yes.
In addition, the calculation of the normative yaw rate γ _m may use only one of the two methods described above, or may use the larger one using both. This is the initial turning small occurrence of the lateral acceleration G _S, tend to calculate reduced reference yaw rate gamma _m.
This correlation is set in advance by performing a running test of an actual vehicle or calculating a vehicle model.

Based on the calculated standard yaw rate γ _m , feedforward control of the yaw rate is performed (yaw rate feedforward unit 37b) in order to improve the response of the vehicle motion during cornering. Further, based on the calculated reference yaw rate gamma _m and the detected deviation between the yaw rate gamma (deviation section 37c), feedback control of the yaw rate for the improved stability is performed (yaw rate feedback unit 37d). The yaw moment M _Z ^ff calculated by the feedforward control of the yaw rate and the yaw moment M _Z ^fb calculated by the feedback control of the yaw rate are added (addition unit 37e) to obtain a yaw moment M _Z (yaw moment control amount). The data is input to a DYC control unit 37 _k described later.

Signals such as engine torque and engine speed are input from the engine ECU 27 to the DYC control unit 37 _k , and a vehicle speed signal, an accelerator pedal signal (accelerator opening signal), and a brake pedal signal are input. The DYC control unit 37k determines the gear ratio of the transmission T / M from the engine speed and the vehicle speed, and calculates the driving force transmitted to the left and right front wheels W _FL and W _FR based on the gear ratio and the engine torque torque. To do. Then, the DYC control unit 37 _k adds the yaw moment M _Z to the current yaw rate γ to determine the turning amount, and the driving force distribution device T determines whether or not the left and right front wheels W _FL are based on the product of the driving force and the turning amount. , W _FR to determine the amount of driving force to be allocated.

Then, DYC controller 37 _k, as hydraulic pressure necessary for obtaining the driving force distribution amount is outputted to the left hydraulic clutch C _L or the right hydraulic clutch C _R, supplied to the linear solenoid (not shown) of the hydraulic circuit 28 To control the amount of electricity.
At this time, for example, when the accelerator pedal is depressed and the engine is braked, the left and right driving force is distributed by DYC control via the hydraulic circuit 28.

When the brake operation by the brake pedal, or, if you have remove the accelerator pedal by non multiplied by engine brake, the brake control ECU on the basis of the yaw moment M _Z (hereinafter, referred to as a brake control ECU) through 29 Thus, left and right braking force distribution is performed by DYC control.
The brake control ECU 29 has a normal antilock brake control function, and controls the brakes B _FL , B _FR , B _RL , B _RR (see FIG. 1) of each wheel.

ここで、ＩＺ：車両のヨー慣性モーメント
Ｌ_Ｆ：重心点前車輪軸距離
Ｌ_Ｒ：重心点後車輪軸距離
である。 This DYC control is based on the formula (4) for balancing the yaw moment of the vehicle shown in the following formula (4).

Where IZ: Yaw moment of inertia of the vehicle
L _F : Wheel axle distance in front of the center of gravity
L _R : Wheel axis distance after the center of gravity.

ヨーレートのフィードバック制御量Ｍ_Ｚ ^ｆｂは、次式（６）で表される。

ここで、Ｋ_ｐ２２はフィードバックゲインである。 The feedforward control amount M _Z ^ff of the yaw rate is expressed by the following equation (5).

The yaw rate feedback control amount M _Z ^fb is expressed by the following equation (6).

Here, _Kp22 is a feedback gain.

<< Configuration of Vehicle Motion Control Device of this Embodiment >>
Next, the configuration of the slip angle control ECU 36 and the yaw moment control ECU 37 of the vehicle motion control apparatus of the present embodiment will be specifically described with reference to FIG. 5 (refer to FIGS. 1 and 2 as appropriate). .
The slip angle control ECU 36 and the yaw moment control ECU 37 are constituted by an ECU including a CPU, a ROM, a RAM, and a predetermined electric circuit. As shown in FIG. 5, the slip angle control ECU (slip angle control unit) 36 is electrically connected to the turning angle control device 40 through a harness that is a signal transmission cable. Further, the yaw moment control ECU 37 is electrically connected to the hydraulic circuit 28 and the brake control ECU 29 via a harness as a signal transmission cable as shown in FIG. Connected with a line. Further, the slip angle control ECU 36 and the yaw moment control ECU 37 are also electrically connected via a harness that is a signal transmission cable.

The slip angle control ECU 36 includes a vehicle body slip angle calculation unit 35, a reference slip angle calculation unit 36a, a slip angle feedforward unit 36b, a deviation unit 36c, a slip angle feedback unit 36d, an addition unit 36e, an addition unit 36f, and a diagnosis unit as functional blocks. 36g, a reference yaw rate calculation unit 36h, and a DYC fail time sub-feedback unit 36i.
Further, the yaw moment control ECU 37 includes, as functional blocks, a reference yaw rate calculation unit 37a, a yaw rate feedforward unit 37b, a deviation unit 37c, a yaw rate feedback unit 37d, an addition unit 37e, an addition unit 37f, a diagnosis unit 37g, and a reference slip angle calculation unit 37h. , An AFS failure time sub-feedback unit 37i, a DYC control unit 37k, and a vehicle body slip angle calculation unit 35 are included.
In order to avoid duplication about the functional block which attached | subjected the code | symbol same as the functional block of the principal part in the control logic of the exercise | movement control apparatus shown in FIG. 2, description is abbreviate | omitted.

  In this embodiment, the slip angle control function is separated in the slip angle control ECU 36 so that the yaw moment control function is performed in the yaw moment control ECU 37. Therefore, if one of the ECUs fails, the vehicle motion control function Therefore, only the control logic shown in FIG. 2 is different from the control logic shown in FIG.

ここで、Ｋ_ｐ１２はフィードバックゲインである。 Therefore, in the slip angle control ECU 36, the reference yaw rate calculation unit 36h calculates the reference yaw rate in the same manner as the reference yaw rate calculation unit 37a of the yaw moment control ECU 37. Then, in the DYC fail time sub-feedback unit 36i, based on the reference yaw rate γ _m and the yaw rate γ calculated by the reference yaw rate calculation unit 36h, the turning angle correction amount δ _c by the yaw rate feedback control expressed by the following equation (7). ^fbs is calculated.

Here, _Kp12 is a feedback gain.

The diagnosis unit 36g has a self-diagnosis function using, for example, a watchdog timer, periodically checks that the CPU of the slip angle control ECU 36 is not abnormal, and performs self-diagnosis to the diagnosis unit 37g of the yaw moment control ECU 37. The result is communicated, and conversely, the diagnosis unit 37g similarly receives a communication of a self-diagnosis result obtained by checking that there is no abnormality in the CPU of the yaw moment control ECU 37.
When the diagnosis unit 36g receives an abnormality signal from the diagnosis unit 37g or when there is no response from the diagnosis unit 37g, the yaw moment control ECU 37 determines that a failure has occurred, and the addition unit 36f performs a rotation based on feedback control of the vehicle body slip angle. Control is performed so as to add the steering angle correction amount δ _c ^fbs . When the yaw moment control ECU 37 is not determined to be malfunctioning, the diagnosis unit 36g controls the adding unit 36f so as not to add the turning angle correction amount δ _c ^fbs by feedback control of the vehicle body slip angle.

ここで、Ｋ_ｐ２１はフィードバックゲインである。 In the yaw moment control ECU 37, the reference slip angle calculation unit 37h calculates the reference slip angle in the same manner as the reference slip angle calculation unit 36a of the slip angle control ECU 36. Then, in the sub feedback unit 37i during the AFS failure, the feedback control amount M _Z of the vehicle body slip angle represented by the following equation (8) is based on the standard slip β _m and the vehicle body slip angle β calculated by the standard slip angle calculation unit 37h. ^fbs is calculated. Therefore, the yaw moment control ECU 37 also includes a vehicle body slip angle calculation unit 35 that calculates the vehicle body slip angle β.

Here, K _p21 is a feedback gain.

When the diagnosis unit 37g receives an abnormality signal from the diagnosis unit 36g or does not receive a response from the diagnosis unit 36g, the slip angle control ECU 36 determines that a failure has occurred, and the adder 37f determines the yaw rate feedback control amount M _Z ^fbs. Is controlled to be added. The diagnosis unit 37g controls the addition unit 37f so as not to add the feedback control amount M _Z ^fbs of the yaw rate when the slip angle control ECU 36 is not determined to be malfunctioning.

According to the configuration of the present embodiment, the slip angle control ECU 36, a feed-forward control and feedback control for the vehicle body slip angle as the steering angle correction amount [delta] _c, and input to the steering angle control unit 40, the steered angle control unit 40 controls the vehicle body slip angle β at the turning angle [delta] on the basis of the steering angle correction amount [delta] _c. In parallel, the feedforward control and the feedback control for the yaw moment of the vehicle type as yaw moment _{M Z} in DYC controller 37 _k in the yaw moment control ECU 37, driving force distribution via the DYC controller 37 _k is the hydraulic circuit 28 Control device T. Therefore, since the steering device SBW and the driving force distribution device T can separately execute the control of the vehicle body slip angle β and the yaw moment control in the vehicle running state at the time of turning, the mutual control does not interfere with each other, and The turning motion in the vehicle running state at the time of steering can be performed with high responsiveness, that is, the turning motion can be stably performed simultaneously with high turning performance, that is, high stability can be ensured.

For example, if both the feedback control for the yaw moment and the feedback control for the vehicle body slip angle β are performed only by DYC control as in the prior art described in Patent Document 1, the vehicle body slip angle β is suppressed so as to suppress the vehicle body slip angle β. When the feedback term is increased, that is, when the feedback gain is increased, the direction in which the driving force is distributed is reversed. As a result, the yaw moment must be reduced, and the turning performance must be reduced.
Incidentally, when turning left, the vehicle body direction is directed to the right side of the traveling direction of the vehicle at a low speed, and the vehicle body direction is directed to the left side of the traveling direction of the vehicle at a predetermined speed or higher. Conversely, when turning right, the vehicle body direction is directed to the left side of the traveling direction of the vehicle at a low speed, and the vehicle body direction is directed to the right side of the traveling direction of the vehicle at a predetermined speed or higher. Therefore, if the vehicle body slip angle β is suppressed by the yaw moment control at a predetermined speed or higher, the yaw moment control is in the direction opposite to the turning direction.

  Similarly, when both the feedback control for the yaw rate and the feedback control for the vehicle body slip angle β are performed only by the steering angle control, when the control is performed so as to suppress the vehicle body slip angle β, the steering angle δ is reduced or the counter steer side However, in this embodiment, this is not the case.

  Further, in the present embodiment, since the vehicle body slip angle control and the yaw moment control are made independent, the slip angle control ECU 36 and the yaw moment control ECU 37 can be separately performed. It can be executed, and for each of the vehicle body slip angle control and the yaw moment control, feedforward control at the start of turning can be performed at high speed, and responsiveness can be improved. In addition, feedback control after the start of turning can be made to respond at high speed, and stable turning can be secured.

Further, even when one of the slip angle control ECU 36 and the yaw moment control ECU 37 fails, the diagnosis unit 36g or the diagnosis unit 37g of the other control ECU detects the failure and performs compensation feedback control.
For example, when the yaw moment control ECU 37 fails, the slip angle control ECU 36 feedback-controls the turning angle correction amount δ _c so as to maintain the standard yaw rate γ _m as shown in the equation (7). It does not act in the direction of lowering.

On the other hand, for example, when the slip angle control ECU 36 fails, the yaw moment control ECU 37 performs the yaw moment control so as to maintain the reference slip angle β _m as shown in the equation (8). Since feedback control is performed so as to increase the performance, it does not act in the direction of decreasing the vehicle body slip angle β.
Normally, the yaw moment control ECU 37 basically performs the yaw rate feedback control so as to increase the turning performance, and cannot increase the vehicle body slip angle β.

  As described above, in this embodiment, even when one of the slip angle control ECU 36 and the yaw moment control ECU 37 fails, the control corresponding to the feedback control performed by the failed control ECU is failed. Since it can be added as feedback control in the non-control ECU, stable control can be continued.

As mentioned above, although embodiment of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
In the present embodiment has been described the operation of DYC control a driving force distribution device T, the present invention is the brake control ECU29 to the left and right wheels, a hydraulic circuit (not shown), the brake _{B FL, B FR, B RL} , via the _{B RR} The present invention can also be applied to a brake control device that generates a yaw moment by distributing a braking force.

In the present embodiment, the vehicle is a front wheel drive vehicle, but is not limited thereto. In a four-wheel drive vehicle, the vehicle body slip angle may be controlled by the steering angle control of the front wheels, and the yaw moment control may be performed by the right and left driving force distribution of the rear wheels.
In the present embodiment, the steer-by-wire type steering device is combined, but the present invention is not limited to this.

1 is a diagram showing a skeleton diagram of a vehicle power transmission system to which a vehicle motion control device according to an embodiment of the present invention is applied, and a block diagram of a steer-by-wire steering device and a vehicle motion control device in combination. It is a block diagram for demonstrating the principal part of the control logic in the motion control apparatus of the vehicle of this embodiment. Is a graph showing a method of setting the norms slip angle, (a) represents a norm slip angle beta _m, a view showing the correlation relationship between the lateral acceleration G _S and vehicle speed V as a parameter, (b) the norms slip angle It is the figure which showed (beta) _m by the correlation with the turning angle (delta) by using the vehicle speed V as a parameter. It is a graph which shows the setting method of a reference | standard yaw rate, and is the figure which showed the reference | standard yaw rate (gamma) _m by the correlation with the turning angle (delta) by using the vehicle speed V as a parameter. It is a block diagram at the time of incorporating separately the control logic of the vehicle motion control apparatus in this embodiment into two electronic control units. It is a block diagram of the control logic of the vehicle body slip angle feedback control and the yaw rate feedback control in the vehicle motion control by the yaw moment control in the prior art.

Explanation of symbols

21 Operation part 21a Steering handle 21b Steering shaft 21c Operation angle detection sensor 21d Operation torque sensor 21e Operation reaction force motor 25 Steering part 25a Steering motor 25b Ball screw mechanism 25c Rack shaft 25d Tie rod 27 Engine electronic control unit 28 Hydraulic circuit (driving force) Distribution controller)
29 Brake control electronic control unit 30 _FL , 30 _FR , 30 _RL , 30 _RR wheel speed sensor (running state quantity acquisition means)
31 Yaw rate sensor 32 Lateral acceleration sensor (running state quantity acquisition means)
33 Steering angle sensor (traveling state quantity acquisition means)
34 Vehicle speed calculation unit (running state quantity acquisition means)
35 Car body slip angle calculation unit 36 Slip angle control electronic control unit (slip angle control unit)
36a Reference slip angle calculation section 36b Deviation section 36c Slip angle feed forward section 36d Slip angle feedback section 36e, 36f Addition section 36g Diagnosis section 36h Reference yaw rate calculation section 36i DYC fail time sub feedback section 37 Yaw moment control electronic control unit 37a Reference yaw rate Calculation unit (yaw moment control amount setting unit)
37b Yaw rate feedforward unit (yaw moment control amount setting unit)
37c Deviation part (yaw moment control amount setting part)
37d Yaw rate feedback unit (yaw moment control amount setting unit)
37e, 37f Adder (yaw moment control amount setting unit)
37g Diagnosis unit 37h Reference slip angle calculation unit 37i Sub feedback unit during AFS failure 37k DYC control unit (driving force distribution control device)
40 Steering angle control device 40a Target turning angle setting / operation reaction force control unit 40b Addition unit 40c Steering motor control unit _BFL , _BFR , _BRL , _BRR brake ENG Engine T Driving force distribution device SBW Steering device T / M Transmission W _FL Front left wheel (wheel)
W _FR right front wheel (wheel)
_WRL left rear wheel (wheel)
W _RR right rear wheel (wheel)

Claims (9)

A vehicle motion control device that performs travel control during left-right steering of a vehicle,
A turning angle control device capable of changing a turning angle that is a direction of a front wheel or a rear wheel;
A driving force distribution control device that distributes the driving force or the braking force differently between the left and right wheels, and
Control the turning angle control device according to the vehicle body slip angle,
A vehicle motion control device that controls the driving force distribution control device according to a yaw rate of a vehicle body.   Furthermore,
  A travel state amount acquisition means for acquiring a travel state amount of the vehicle including at least the vehicle speed, the vehicle body slip angle, the steering angle, and the yaw rate;
  The reference slip angle is calculated based on the acquired travel state amount, and the turning angle control device is controlled based on a deviation amount between the reference slip angle and the vehicle body slip angle. The vehicle motion control device according to claim 1. Furthermore,
A running state quantity acquisition means for acquiring a running state quantity of the vehicle including at least a vehicle speed, a vehicle body slip angle, a steering angle, and a yaw rate;
A reference slip angle is calculated based on the acquired running state amount, a feedback amount for the vehicle body slip angle is calculated based on a deviation amount between the reference slip angle and the vehicle body slip angle, and a feedback amount for the vehicle body slip angle is calculated. As a turning angle correction amount, and a slip angle control unit that outputs to the turning angle control device,
A reference yaw rate is calculated based on the acquired running state amount, a feedback amount with respect to a yaw rate of the vehicle body is calculated based on a deviation amount between the reference yaw rate and the yaw rate, and the feedback amount is used as a yaw moment amount of the vehicle body. A yaw moment control amount setting unit that outputs to the driving force distribution control device;
The vehicle motion control device according to claim 1, comprising: Furthermore,
A running state quantity acquisition means for acquiring a running state quantity of the vehicle including at least a vehicle speed, a vehicle body slip angle, a steering angle, and a yaw rate;
A reference slip angle is calculated based on the acquired running state amount, a feedforward amount with respect to the vehicle body slip angle is calculated based on the reference slip angle, and a deviation amount between the reference slip angle and the vehicle body slip angle is calculated. A slip angle control unit that calculates a feedback amount with respect to the vehicle body slip angle and outputs the feed forward amount and the feedback amount with respect to the vehicle body slip angle as a turning angle correction amount to the turning angle control device;
A reference yaw rate is calculated based on the acquired running state amount, a feedforward amount with respect to the yaw rate of the vehicle body is calculated based on the reference yaw rate, and a yaw rate of the vehicle body is calculated based on a deviation amount between the reference yaw rate and the yaw rate. A yaw moment control amount setting unit that calculates a feedback amount and outputs the feedback amount and the feedforward amount as a yaw moment amount of a vehicle body to the driving force distribution control device;
The vehicle motion control device according to claim 1, comprising: When the slip angle control unit out of the slip angle control unit and the yaw moment control amount setting unit fails, the yaw moment control amount setting unit performs feedback control on the yaw rate together with feedback control on the vehicle body slip angle. ,
When the yaw moment control amount setting unit of the slip angle control unit and the yaw moment control amount setting unit fails, the slip angle control unit performs feedback control on the vehicle body slip angle together with feedback control on the yaw rate. The vehicle motion control apparatus according to claim 3 or 4 , wherein The steering angle control device according to claim claim 1, characterized in that the driving operation device and the steering device mechanism of the vehicle is steered angle control device mechanically decoupled steer-by-wire steering device vehicle motion control apparatus according to any one of 5. The travel state quantity acquisition means also acquires the lateral acceleration of the vehicle,
The vehicle motion according to any one of claims 3 to 6 , wherein the reference yaw rate is calculated based on at least a turning angle and a vehicle speed, or based on at least a lateral acceleration and a vehicle speed. Control device. The vehicle motion according to any one of claims 2 to 7 , wherein the reference slip angle is calculated based on at least a turning angle and a vehicle speed, or based on a lateral acceleration and a vehicle speed. Control device.   The said turning angle control apparatus controls the said turning angle control apparatus according to the cornering force of the said front wheel, and the vehicle body slip angle of the said vehicle, The any one of Claims 1-8 characterized by the above-mentioned. The vehicle motion control device described in 1.

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