JP2005343256A - Vehicle behavior controlling device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle behavior controlling device capable of decelerating a vehicle in condition that its behavior is stabilized when a steering disable condition is generated owing to locking of a steering device. <P>SOLUTION: The vehicle behavior controlling device 1 is equipped with electric motors 11FR-11RL to give a driving force to wheels 10FR-10RL, wheel speed sensors 12FR-12RL to detect the vehicle speed, a lateral acceleration sensor 21 to detect the cornering condition of the vehicle V, a steering torque sensor 41 to detect the steering torque, an ESP ECU 40 to detect locking of a motor-driven power steering device 45, and a motor ECU 20 to decrease the driving forces of the motors 11FR-11RL while the driving force ratio of the wheels relative to each other is held when locking is detected during the high-speed running and control the motors 11FR-11RLL so that the driving force of the outer wheels about cornering becomes smaller than the driving force of the inner wheels about cornering when a return steering torque is detected during the low-speed cornering in the locked condition. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle behavior control apparatus.

  There is known an electric power steering apparatus including a motor that generates a steering assist force, a gear reduction mechanism attached to a steering shaft, and a clutch that is provided between the motor and the gear reduction mechanism to intermittently drive the driving force of the motor. (See, for example, Patent Document 1).

According to this electric power steering apparatus, when the steering angular velocity and the steering torque are equal to or higher than the corresponding reference values, it is determined that the motor is locked when the rotational angular velocity of the motor is equal to or lower than the reference value. When it is determined that the motor is locked during traveling, the clutch is released to operate as a manual steering device.
JP-A-6-135350

  In the electric power steering device, for example, when the clutch cannot be released or when the manual steering device is locked, the steering becomes impossible. When decelerating a vehicle that cannot be steered, it is desirable to decelerate the vehicle in a state where the behavior of the vehicle is as stable as possible.

  The present invention has been made to solve the above-described problems, and is a vehicle behavior capable of decelerating a vehicle in a state where the behavior of the vehicle is stabilized when steering becomes impossible due to the lock of the steering device. An object is to provide a control device.

  A vehicle behavior control apparatus according to the present invention includes a driving unit that individually applies driving force to each of a plurality of wheels provided in a vehicle, a traveling state detecting unit that detects a traveling state of the vehicle, and steering of a steering wheel. A steering device that steers the steered wheels in conjunction with each other, a steering state detection unit that detects the steering state of the steering wheel, a lock detection unit that detects the lock of the steering device, and the lock detection unit during traveling of the vehicle. Control means for controlling the drive means in accordance with the vehicle running state detected by the running state detecting means and the steering state of the steering wheel detected by the steering state detecting means when the vehicle lock is detected. And

  According to the vehicle behavior control device of the present invention, when the steering device cannot be steered while the vehicle is running, the driving means is controlled according to the running state of the vehicle and the steering state of the steering wheel. . For example, the vehicle can be decelerated while ensuring the stability of the vehicle by reducing the driving force while adjusting the driving force ratio of each of the plurality of wheels.

  In the vehicle behavior control apparatus according to the present invention, the driving means is an electric motor, the traveling state detecting means includes vehicle speed detecting means for detecting the speed of the vehicle, and turning state detecting means for detecting the turning state of the vehicle. And the steering state detection means detects the steering torque of the steering wheel, and the control means detects the lock of the steering device when the vehicle speed is equal to or higher than a predetermined value and the driving force ratio of the plurality of wheels. When the vehicle speed is lower than the predetermined value, the vehicle is in a turning state, and the lock of the steering device is detected, the turning direction of the vehicle is reduced. When the steering torque in the opposite direction is detected, it is preferable to control the amount of electric power supplied to the electric motor so that the vehicle goes straight from the turning state.

  When the lock of the steering device is detected during high-speed traveling, the amount of power supplied to the electric motor is reduced while maintaining the driving force ratio of each wheel. As a result, the vehicle speed is reduced while maintaining the traveling state of the vehicle, for example, when the vehicle is turning, while maintaining the turning state, and when the vehicle is traveling straight, while maintaining the straight traveling state. Can do. Further, when a steering torque in the direction opposite to the turning direction is detected while turning at a low speed while the steering device is locked, each electric motor is controlled so as to change from the turning state to the straight traveling state. Therefore, when the travel path changes from a curve to a straight line, the driving force of each wheel is adjusted, and the vehicle can go straight.

  In the vehicle behavior control apparatus according to the present invention, when the amount of electric power supplied to the electric motor is controlled so that the vehicle changes from the turning state to the straight traveling state, the driving force of the outer turning wheel is smaller than the driving force of the inner turning wheel. Thus, it is preferable that the control means controls the amount of power supplied to the electric motor.

  By controlling the electric motor so that the driving force of the outer turning wheel is smaller than the driving force of the inner turning wheel, a yawing moment in the direction opposite to the turning direction is generated in the vehicle. it can.

  A vehicle behavior control apparatus according to the present invention includes an electric motor that individually applies driving force to each of a plurality of wheels provided in the vehicle, a failure detection unit that detects a failure of the electric motor, and interlocks with steering of the steering wheel. A steering device for turning the steered wheels, a lock detecting means for detecting the lock of the steering device, and a yawing moment acting on the vehicle when a failure of the steering device lock and the electric motor is detected while the vehicle is running Control means for reducing the amount of electric power while controlling the amount of electric power supplied to the electric motor that has not failed.

  According to the vehicle behavior control device of the present invention, when a failure of the steering device lock and the electric motor is detected while the vehicle is running, the electric motor that has not failed so that the yawing moment acting on the vehicle does not increase. As the driving force is adjusted, the driving force of the electric motor being driven is reduced. As a result, even when the steering device lock and the electric motor fail simultaneously, the vehicle can be decelerated while suppressing changes in the behavior of the vehicle.

  According to the present invention, it becomes possible to decelerate the vehicle in a state in which the behavior of the vehicle is stabilized when steering becomes impossible due to the lock of the steering device.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the figure, the same reference numerals are used for the same or corresponding parts.

  First, the configuration of the vehicle behavior control apparatus 1 according to the embodiment will be described with reference to FIG. FIG. 1 is a diagram showing a main configuration of a vehicle V equipped with a vehicle behavior control device 1. In this specification, the forward direction when the vehicle is moving forward is defined as “front”, and terms such as “front”, “rear”, “left”, and “right” are used.

  Wheels 10FR, 10FL, 10RR, and 10RL are attached to the vehicle V. Here, the wheel 10FR indicates the right front wheel, the wheel 10FL indicates the left front wheel, the wheel 10RR indicates the right rear wheel, and the wheel 10RL indicates the left rear wheel.

  Wheel speed sensors 12FR, 12FL, 12RR, and 12RL that detect rotational speeds of the wheels 10FR to 10RL are attached to the wheels 10FR, 10FL, 10RR, and 10RL. Each wheel speed sensor 12FR to 12RL is connected to a motor control electronic control device (hereinafter referred to as “motor ECU”) 20 which will be described later. The motor ECU 20 calculates the speed of the vehicle V based on input values from the wheel speed sensors 12FR to 12RL. That is, the wheel speed sensors 12FR to 12RL function as vehicle speed detection means.

  Electric motors 11FR, 11FL, 11RR, 11RL are incorporated inside the wheels 10FR, 10FL, 10RR, 10RL. That is, each of the electric motors 11FR to 11RL is an in-wheel motor, and drives each of the wheels 10FR to 10RL independently. That is, these electric motors 11FR to 11RL function as drive means.

  Electric motors 11FR, 11FL, 11RR, and 11RL are AC synchronous motors and are driven by AC power output from inverter 13. Further, the electric motors 11FR to 11RL can also generate power (regenerative power generation) by using the rotation of the wheels 10FR, 10FL, 10RR, and 10RL. At this time, the kinetic energy of the wheels 10FR to 10RL is converted into electric energy, and a braking force based on regenerative power generation is applied to the wheels 10FR to 10RL. The amount of regenerative power generation is adjusted by the motor ECU 20 based on the driver's required braking force, the state of charge of the high voltage battery 14, and the like.

  The inverter 13 converts electric power stored in the high voltage battery 14 from direct current to three-phase alternating current based on a control signal from the motor ECU 20 and supplies it to the electric motors 11FR, 11FL, 11RR, 11RL. Further, the inverter 13 converts the electric power regenerated by the electric motors 11FR to 11RL from AC to DC and stores it in the high voltage battery 14.

  The inverter 13 includes current sensors 15FR, 15FL, 15RR, and 15RL that detect phase currents flowing through the three-phase lines 16FR, 16FL, 16RR, and 16RL that connect the electric motors 11FR, 11FL, 11RR, and 11RL to the inverter 13. ing. The current value supplied to the electric motors 11FR to 1RL is obtained from the phase current values detected by the current sensors 15FR to 15RL.

  The right front wheel 10FR and the left front wheel 10FL are connected by a steering gear box 31 via a tie rod 30. The steering gear box 31 includes a rack 32, a pinion 33, and the like, and the rack 32 is provided to be slidable with respect to the steering gear box 31. A tie rod 30 is connected to both ends of the rack 32, and a steering wheel 35 is attached to the pinion 33 via a steering shaft 34.

  A reduction gear 36 is attached to an intermediate portion of the steering shaft 34, and an electric motor 37 is connected to the reduction gear 36. The electric motor 37 is connected to a power steering electronic control device (hereinafter referred to as EPS ECU) 40, and is supplied with a current controlled by the EPS ECU 40.

  A steering torque sensor 41 that detects the direction and magnitude of the steering torque applied to the steering wheel 35 is attached to an intermediate portion of the steering shaft 34. The steering torque sensor 41 functions as a steering state detection unit. The signal output from the steering torque sensor 41 is input to the EPS ECU 40.

  The steering shaft 34 is provided with a steering angle sensor 42 such as a rotary encoder. The steering angle sensor 42 outputs a signal corresponding to the direction and magnitude of the steering angle input by the driver. A signal output from the steering angle sensor 42 is input to the EPS ECU 40.

  When a steering force is applied to the steering wheel 35, a steering torque is applied to the steering shaft 34. The pinion 33 is rotated by this steering torque, whereby the rack 32 is slid with respect to the steering gear box 31, and the left and right front wheels 10FL and 10FR are steered through the tie rod 30. When electric current is supplied to the electric motor 37, motor torque is applied to the steering shaft 34 via the speed reducer 36. That is, the steering shaft 34 is given both the steering torque by the steering force applied to the steering wheel 35 and the motor torque given by the electric motor 37.

  Thus, in the present embodiment, the electric power steering device 45 in which the driver's steering torque is assisted by the motor torque of the electric motor 37 is used as the steering device.

  In addition to the wheel speed sensors 12FR, 12FL, 12RR, and 12RL, the motor ECU 20 is connected to a lateral acceleration sensor 21 that detects lateral acceleration of the vehicle V, an accelerator opening sensor 22 that detects the opening of an accelerator pedal, and the like. ing.

  The motor ECU 20 sets the target output of each of the electric motors 11FR to 11RL based on the input signal from each of the sensors, and the switching control signal to the inverter 13 so that the set motor output is output from the electric motors 11FR to 11RL. Is output. That is, the motor ECU 20 functions as a control unit. The motor ECU 20 includes a microprocessor for performing calculations, a ROM for storing a program for causing the microprocessor to execute each process, a RAM for storing various data such as calculation results, and a 12V battery (not shown). Is configured to have a backup RAM or the like that holds the data.

  The motor ECU 20 and the EPS ECU 40 are connected via a communication line 17 such as a CAN (Controller Area Network), for example, and are configured to be able to exchange data with each other.

  Next, the operation of the behavior control apparatus 1 will be described with reference to FIG. FIG. 2 is a flowchart showing a processing procedure of behavior control of the vehicle V by the behavior control device 1. This process is started when the ignition switch is turned on and the motor ECU 20 and the EPS ECU 40 are turned on, and is repeatedly executed every predetermined time. Note that the processing described below is performed by the motor ECU 20 unless otherwise specified.

  In step S100, the EPS ECU 40 determines whether or not steering is impossible by the electric power steering device 45 being locked. This determination result is transmitted to the motor ECU 20 via the communication line 17. For example, the steering torque detected by the steering torque sensor 41 is equal to or greater than a predetermined value, but the change amount of the steering angle detected by the steering angle sensor 42 is equal to or smaller than a predetermined value, or is supplied to the electric motor 37. It can be determined that the electric power steering device 45 is locked when the amount of change in the steering angle is equal to or smaller than the predetermined value even though the current value is equal to or larger than the predetermined value. That is, the EPS ECU 40 functions as lock detection means.

  If it is determined in step S100 that the electric power steering device 45 is locked, the process proceeds to step S102. On the other hand, when it is determined that the electric power steering device 45 is not locked, the process is exited.

  In step S102, a warning that the electric power steering device 45 has failed is displayed, for example, on the instrument panel.

  In the subsequent step S104, it is determined whether or not the functions of the electric motors 11FR to 11RL have failed. For example, regardless of the current command value output from the motor ECU 20, the function of the electric motors 11FR to 11RL is maintained when the current value detected by the current sensors 15FR to 15RL is held at or above a predetermined value. Can be determined to have failed.

  If it is determined in step S104 that the function of any one of the electric motors 11FR to 11RL has failed, the process proceeds to step S106. On the other hand, when it is determined that the functions of all the electric motors 11FR to 11RL are normal, the process proceeds to step S108.

  When the electric power steering device 45 is locked and the function of one of the electric motors is lost, in step S106, the electric motor that is functioning normally is prevented so that the yawing moment acting on the vehicle V does not increase. The driving force is adjusted. The adjustment of the driving force of the electric motors 11FR to 11RL is performed by controlling the amount of power supplied to the electric motors 11FR to 11RL via the inverter 13.

  In step S106, the amount of electric power supplied to the driven electric motor is gradually reduced in a state where the driving force of the electric motor functioning normally is adjusted. By reducing the amount of electric power supplied, the driving force of the normally functioning electric motor is reduced and the vehicle V is decelerated.

  Here, an example is given and demonstrated about the driving force distribution of each wheel 10FR-10RL when the electric power steering apparatus 45 locks and one of the electric motors fails. FIG. 3A is a diagram illustrating an example of the driving force distribution of the wheels 10FR to 10RL during normal traveling in which no failure has occurred. FIG. 3B is a diagram illustrating an example of driving force distribution of the wheels 10FR, 10RR, and 10RL when the electric power steering device 45 and the electric motor 11FL of the left front wheel 10FL are out of order.

  In FIG. 3A, the vehicle V is in a straight traveling state by driving the wheels 10FR to 10RL with the same driving force. Here, when the electric motor 11FL of the left front wheel 10FL breaks down, the driving force of the left front wheel 10FL is lost, whereby a left yawing moment is generated in the vehicle V, and the vehicle is rotated leftward. In such a case, as shown in FIG. 3B, the driving forces of the right front wheel 10FR and the right rear wheel 10RR are reduced. That is, the yawing moment generated by the driving force of the left rear wheel 10RL and the yawing moment generated by the driving force of the right front wheel 10FR and the right rear wheel 10RR are balanced, that is, the increase in the yawing moment in the left direction is suppressed. Thus, the driving forces of the wheels 10RL, 10FR, 10RR are adjusted. The driving force distribution of the wheels 10RL, 10FR, 10RR is not limited to the above-described example. For example, the driving force of the right front wheel 10FR may be set to zero, and the driving force of the left rear wheel 10RL may be controlled to be equal to the driving force of the right rear wheel 10R.

  Returning to FIG. 2, the description will be continued. If step S104 is negative, that is, if all the electric motors 11FR to 11RL are functioning normally, the lateral acceleration of the vehicle V detected by the lateral acceleration sensor 21 is determined from the predetermined value Gt1 in step S108. A determination is made as to whether the vehicle V is large, that is, whether the vehicle V is turning. Here, when the lateral acceleration of the vehicle V is larger than the predetermined value Gt1, that is, when the vehicle V is turning, the process proceeds to step S114. On the other hand, when the lateral acceleration of the vehicle V is equal to or less than the predetermined value Gt1, that is, when the vehicle V is traveling straight, the process proceeds to step S110. Thus, the lateral acceleration sensor 21 functions as a turning state detection unit. Note that the yaw rate of the vehicle V or the steering angle of the steering wheel 35 may be used for determining whether or not the vehicle V is turning instead of or in addition to the lateral acceleration of the vehicle V.

  In step S110, a determination is made as to whether the speed of the vehicle V is higher than a predetermined value Vt. Here, when the vehicle speed is higher than the predetermined value Vt, the process proceeds to step S112. On the other hand, when the vehicle travels at a low speed where the vehicle speed is equal to or less than the predetermined value Vt, the process is exited.

  When it is determined that the vehicle is traveling at a high speed, in step S112, the amount of electric power supplied to the electric motors 11FR to 11RL is reduced without changing the driving force ratio between the wheels 10FR to 10RL. The vehicle V is decelerated as the amount of supplied power is reduced and the driving force of the electric motors 11FR to 11RL is reduced. Thereafter, the process is exited.

  If step S108 is positive, that is, if the vehicle V is turning, a determination is made in step S114 as to whether or not the speed of the vehicle V is higher than a predetermined value Vt. Here, when the vehicle travels at a low speed where the vehicle speed is equal to or less than the predetermined value Vt, the process proceeds to step S116. On the other hand, when the vehicle speed is higher than the predetermined value Vt, the process proceeds to step S120.

  If step S114 is negative, that is, if the vehicle V is turning at a low speed, a determination is made in step S116 as to whether a return steering torque opposite to the turning direction of the vehicle V has been detected. Here, when the return steering torque is not detected, this step is repeatedly executed every predetermined time until the return steering torque is detected. On the other hand, if the return steering torque is detected, the process proceeds to step S118.

  In step S118, the driving forces of the electric motors 11FR to 11RL are controlled so that the vehicle V in a turning state is in a straight traveling state. In this case, for example, the driving force of the turning outer wheel is controlled to be smaller than the driving force of the turning inner wheel. When the driving force of the outer turning wheel is controlled to be smaller than the driving force of the inner turning wheel, a yawing moment in the direction opposite to the turning direction is generated in the vehicle V, whereby the vehicle V is returned to the straight traveling state. Thereafter, the process is exited.

  When step S114 is affirmed, that is, when the vehicle V is turning at a high speed, the electric power supplied to the electric motors 11FR to 11RL without changing the driving force ratio between the wheels 10FR to 10RL in step S120. The amount is reduced. The vehicle V is decelerated as the amount of supplied power is reduced and the driving force of the electric motors 11FR to 11RL is reduced.

  In the subsequent step S122, it is determined whether or not a return steering torque in the direction opposite to the turning direction of the vehicle V has been detected. Here, when the return steering torque is not detected, this step is repeatedly executed every predetermined time until the return steering torque is detected. On the other hand, when the return steering torque is detected, the process proceeds to step S124.

  In step S124, a determination is made as to whether the lateral acceleration of the vehicle V detected by the lateral acceleration sensor 21 is greater than a predetermined value Gt2. Here, if the lateral acceleration of the vehicle V is greater than the predetermined value Gt2, the process proceeds to step S120. On the other hand, when the lateral acceleration of the vehicle V is equal to or less than the predetermined value Gt2, the process proceeds to step S126. In addition, since the processing content of step S120 is the same as the content mentioned above, description is abbreviate | omitted here.

  If the lateral acceleration of the vehicle V is equal to or less than the predetermined value Gt2, the driving force of the electric motors 11FR to 11RL is controlled so that the vehicle V in the turning state is brought straight ahead in step S126. In this case, for example, the driving force of the turning outer wheel is controlled to be smaller than the driving force of the turning inner wheel. When the driving force of the outer turning wheel is controlled to be smaller than the driving force of the inner turning wheel, a yawing moment in the direction opposite to the turning direction is generated in the vehicle V, whereby the vehicle V is returned to the straight traveling state. Thereafter, the process is exited.

  According to the present embodiment, when the lock of the electric power steering device 45 is detected during high-speed traveling, the amount of electric power supplied to the electric motors 11FR to 11RL is maintained while the driving force ratio of the wheels 10FR10 to 10RL is maintained. Will be reduced. As a result, the vehicle speed is maintained while maintaining the traveling state of the vehicle V, for example, when the vehicle V is turning, while maintaining the turning state, and when the vehicle V is traveling straight, while maintaining the straight traveling state. Can be reduced. For this reason, the vehicle V can be decelerated while the behavior of the vehicle is stabilized.

  In addition, when the steering torque in the direction opposite to the turning direction is detected when the electric power steering device 45 is locked and the vehicle is turning at a low speed, the driving force of the turning outer wheel is smaller than the driving force of the turning inner wheel. Thus, the electric motors 11FR to 11RL are controlled. Thereby, since a yawing moment in the direction opposite to the turning direction is generated in the vehicle, the vehicle V can be changed from the turning state to the straight traveling state. As a result, based on the steering torque of the steering wheel 35, the vehicle V can be returned to the straight traveling state when the travel path changes from a curve to a straight line.

  In addition, according to the present embodiment, when the lock of the electric power steering device 45 and the failure of any of the electric motors are detected while the vehicle is running, the yaw moment acting on the vehicle V is not increased. The driving force of the non-electric motor is adjusted and the driving force of the driven electric motor is reduced. As a result, even when the electric power steering device 45 is locked and the electric motor fails at the same time, the vehicle V can be decelerated while suppressing the behavior change.

  Furthermore, according to this embodiment, since the vehicle V is decelerated while maintaining a stable state, the driver stops the vehicle V by brake braking after moving the vehicle V to a place suitable for stopping. Can do.

  As mentioned above, although embodiment of this invention was described in detail, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, the electric motor may not be an in-wheel motor as long as it is attached so that each wheel can be driven independently. For example, an electric motor may be attached to the vehicle body side, and the electric motor and wheels may be coupled by a drive shaft or the like.

  In the present embodiment, the electric power steering device 45 is used as the steering device, but a hydraulic power steering device or the like may be used.

  Furthermore, the motor ECU 20 that controls the electric motors 11FR to 11RL and the EPS ECU 40 that controls the electric power steering device 45 may be configured by a single ECU.

1 is a diagram illustrating a main configuration of a vehicle equipped with a vehicle behavior control device according to an embodiment. It is a flowchart which shows the process sequence of the vehicle behavior control by the vehicle behavior control apparatus which concerns on embodiment. (A) is a figure which shows the example of the driving force distribution of each wheel at the time of normal driving | running | working. (B) is a figure which shows the example of the driving force distribution of each wheel when a steering and a left front wheel fail.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Behavior control apparatus, 10FR, 10FL, 10RR, 10RL ... Wheel, 11FR, 11FL, 11RR, 11RL ... Electric motor, 12FR, 12FL, 12RR, 12RL ... Wheel speed sensor, 13 ... Inverter, 14 ... High voltage battery, 15FR , 15FL, 15RR, 15RL ... current sensor, 20 ... motor ECU, 21 ... lateral acceleration sensor, 30 ... tie rod, 31 ... steering gear box, 32 ... rack, 33 ... pinion, 34 ... steering shaft, 35 ... steering wheel, 36 DESCRIPTION OF SYMBOLS ... Reducer, 37 ... Electric motor, 40 ... EPS ECU, 41 ... Steering torque sensor, 42 ... Steering angle sensor, V ... Vehicle.

Claims (4)

Driving means for individually adding driving force to each of the plurality of wheels provided in the vehicle;
Traveling state detecting means for detecting the traveling state of the vehicle;
A steering device that steers the steered wheels in conjunction with steering of the steering wheel;
Steering state detecting means for detecting the steering state of the steering wheel;
Lock detecting means for detecting the lock of the steering device;
When the lock of the steering device is detected by the lock detection means during traveling of the vehicle, the running state of the vehicle detected by the running state detection means and the steering state of the steering wheel detected by the steering state detection means And a control means for controlling the drive means in accordance with the vehicle behavior control apparatus. The driving means is an electric motor;
The running state detecting means includes vehicle speed detecting means for detecting the speed of the vehicle, and turning state detecting means for detecting the turning state of the vehicle,
The steering state detecting means detects a steering torque of the steering wheel,
When the vehicle speed is equal to or higher than a predetermined value and the locking of the steering device is detected, the control means supplies the electric power to the electric motor without changing the driving force ratio of the plurality of wheels. When the vehicle speed is lower than the predetermined value, the vehicle is in a turning state, and lock of the steering device is detected, a steering torque in a direction opposite to the turning direction of the vehicle is detected. 2. The vehicle behavior control device according to claim 1, wherein an amount of electric power supplied to the electric motor is controlled so that the vehicle changes from a turning state to a straight traveling state.   The control means, when controlling the amount of electric power supplied to the electric motor so that the vehicle changes from a turning state to a straight traveling state, the driving force of the outer turning wheel is smaller than the driving force of the inner turning wheel, The vehicle behavior control device according to claim 2, wherein the amount of electric power supplied to the electric motor is controlled. An electric motor that individually adds driving force to each of a plurality of wheels provided in the vehicle;
Failure detection means for detecting a failure of the electric motor;
A steering device that steers the steered wheels in conjunction with steering of the steering wheel;
Lock detecting means for detecting the lock of the steering device;
Controls the amount of electric power supplied to a non-failed electric motor so as to suppress an increase in yawing moment acting on the vehicle when a lock of the steering device and a failure of the electric motor are detected while the vehicle is running However, a vehicle behavior control device comprising: control means for reducing the amount of electric power.

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