JP2006001321A - Behavior controlling device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase the efficiency, to improve the steering stability, and to increase the steering nature by utilizing a driving force being applied to front wheels which are steering wheels. <P>SOLUTION: At a front wheel driving force target value operation section 36 of a transfer clutch controlling section 30, a longitudinal driving force of the front wheel is calculated in such as manner that a turning round moment which is generated by a force in the longitudinal direction being applied to the front wheel at the present time may become a value or higher for which a turning round moment generated by a lateral force being applied to the front wheel at the present time is subtracted from a turning round moment generated by a lateral force wherein it is considered that the longitudinal driving force applied to the front wheel is not applied. A front wheel driving force allocation ratio operation section 37 determines a longitudinal driving force allocation ratio so that the longitudinal driving force for the front wheel can be obtained, and outputs the allocation ratio to the transfer clutch driving section 40. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle behavior control apparatus that controls the behavior of a vehicle by calculating a turning moment that can be generated by a front wheel.

  In recent years, in vehicles, a driving force control device that limits the total driving torque by monitoring the slip state of the driving wheels and the driving force distribution between the front wheels and the rear wheels in order to improve steering stability and turnability. Various behavior control devices such as a front / rear driving force distribution control device that variably sets the ratio according to the running state have been proposed.

  For example, in Japanese Patent Laid-Open No. 3-279064, lateral force acting on a wheel is detected, rotation of the wheel is detected, a slip ratio of the wheel is calculated, and the slip ratio is set to a predetermined threshold during driving. When it reaches the target slip ratio, the drive force control device that controls the drive torque transmitted to the drive wheels to control the drive torque by lowering the target slip ratio when the lateral force exceeds a predetermined value. Control is disclosed. In this way, the driving force control device allows a relatively large wheel slip so as to obtain the maximum traction performance when going straight, and controls to a shallow wheel slip when turning to increase the lateral grip of each wheel. It is common.

Also, in the front / rear driving force distribution control device, the front wheel side slip can be suppressed as much as possible by controlling the torque distribution ratio of the front and rear wheels as much as possible, and at the same time the side slip of the rear wheel can be increased to improve the turning performance of the vehicle. Are known.
Japanese Patent Laid-Open No. 3-279064

  As for the direction of control of the driving force control device as disclosed in the above-mentioned Patent Document 1 or the latter front-rear driving force distribution control device, the grip force of each wheel is saturated by the driving force (the driving force and the lateral force). If the front wheel grip has room for the engine output of each wheel, it is better to give the driving force to the front wheel, which is the steering wheel. In some cases, the turning moment due to the driving force can be used effectively. For example, on a high μ road, the front wheel drive vehicle may be superior in turning ability. Considering this, it is much more efficient and stable to control the driving force of the front wheels in consideration of the turning moment than to simply reduce the driving force of the front wheels as in the past. There exists a subject that it is excellent in property and can aim at the improvement of turnability.

  The present invention has been made in view of the above circumstances, and the behavior of a vehicle capable of efficiently improving steering stability and improving turning performance by utilizing a driving force acting on a front wheel that is a steered wheel. An object is to provide a control device.

  According to the present invention, a front wheel force detecting means for detecting a force acting on a front wheel of a vehicle, and a turning moment generated by a longitudinal force currently acting on the front wheel based on a force value from the front wheel force detecting means A first turning moment calculating means for calculating as a turning moment, and a second turning moment generated by a lateral force currently acting on the front wheel based on a force value from the front wheel force detecting means as a second turning moment. A turning moment generated by a lateral force generated within a range in which the longitudinal driving force acting on the front wheel based on the value of the force from the turning moment calculating means and the front wheel force detecting means is set in advance. And a third turning moment calculating means for calculating the second turning moment from the third turning moment by the first turning moment. A front wheel front / rear driving force calculating means for calculating a front / rear driving force acting on the front wheel that is equal to or greater than a predetermined value, and a vehicle behavior for performing vehicle behavior control by generating the front / rear driving force of the front wheel calculated by the front wheel front / rear driving force calculating means. And a control means.

  According to the vehicle behavior control apparatus of the present invention, it is possible to efficiently improve the steering stability and improve the turning ability by using the driving force acting on the front wheels as the steering wheels.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 4 show a first embodiment of the present invention, FIG. 1 is an explanatory diagram showing a schematic configuration of a drive system of the entire vehicle, FIG. 2 is a functional block diagram of a transfer clutch control unit, and FIG. FIG. 4 is an explanatory diagram of the turning moment acting on the front wheel. The first embodiment is an embodiment in which the vehicle behavior control means is a front-rear driving force distribution control means that variably controls the driving force distribution between the front wheels and the rear wheels.

  In FIG. 1, reference numeral 1 denotes an engine disposed in the front part of the vehicle, and the driving force of the engine 1 is transmitted from an automatic transmission device (including a torque converter and the like) 2 behind the engine 1 through a transmission output shaft 2a. It is transmitted to the transfer 3.

  Further, the driving force transmitted to the transfer 3 is input to the rear wheel final reduction device 7 via the rear drive shaft 4, the propeller shaft 5, and the drive pinion shaft portion 6, while the reduction drive gear 8 and the reduction driven gear 9. Then, it is input to the front wheel final reduction gear 11 via the front drive shaft 10 which is the drive pinion shaft portion. Here, the automatic transmission 2, the transfer 3, the front wheel final reduction gear 11 and the like are integrally provided in the case 12.

  The driving force input to the rear wheel final reduction gear 7 is transmitted to the left rear wheel 14rl via the rear wheel left drive shaft 13rl and to the right rear wheel 14rr via the rear wheel right drive shaft 13rr. The driving force input to the front wheel final reduction gear 11 is transmitted to the left front wheel 14fl via the front wheel left drive shaft 13fl and to the right front wheel 14fr via the front wheel right drive shaft 13fr.

  The transfer 3 includes a wet multi-plate clutch (transfer clutch) 15 in which a drive plate 15a provided on the reduction drive gear 8 side and a driven plate 15b provided on the rear drive shaft 4 side are alternately stacked, and the transfer clutch 15 And a transfer piston 16 that variably applies a fastening force (transfer clutch torque). Therefore, this vehicle controls the pressing force by the transfer piston 16 and controls the transfer clutch torque of the transfer clutch 15 so that the torque distribution ratio is between the front wheels and the rear wheels, for example, between 100: 0 and 50:50. It is a four-wheel drive vehicle with a variable front engine and front drive vehicle base (FF base).

  Further, the pressing force of the transfer piston 16 is given by a transfer clutch driving unit 40 configured by a hydraulic circuit having a plurality of solenoid valves and the like. A control signal for driving the transfer clutch drive unit 40 (an output signal corresponding to the longitudinal driving force distribution ratio with respect to the solenoid valve) is output from a transfer clutch control unit 30 described later.

  The vehicle is provided with sensors for detecting parameters necessary for front-rear driving force distribution control executed by the transfer clutch control unit 30 as described later. That is, the handle angle sensor 21 is connected to the transfer clutch control unit 30 and the handle angle θH is input.

  The transfer clutch control unit 30 is connected to force detection sensors 22fl, 22fr, 22rl, 22rr embedded in axle housings 17fl, 17fr, 17rl, 17rr of the four wheels 14fl, 14fr, 14rl, 14rr. Of these force detection sensors 22fl, 22fr, 22rl, and 22rr, force detection sensors 22fl and 22fr that detect forces acting on the front wheels 14fl and 14fr of the vehicle are provided as front wheel force detection means. These force detection sensors 22fl, 22fr, 22rl, and 22rr are sensors disclosed in, for example, Japanese Patent Application Laid-Open No. 9-2240. , Y direction) and vertical direction (hereinafter, z direction) forces are detected on the basis of displacements generated in the axle housings 17fl, 17fr, 17rl, 17rr. Specifically, from the front wheel force detection sensors 22fl and 22fr, the forces Fflx, Ffly, Fflz, Ffrx, Ffry, and Ffrz acting in the front-rear, lateral, and vertical directions are detected from the rear wheel force detection sensors 22rl and 22rr. The forces Frlx and Frrx acting in the front-rear direction are input to the transfer clutch control unit 30, respectively.

  As shown in FIG. 2, the transfer clutch control unit 30 includes a longitudinal driving force calculation unit 31, a lateral force calculation unit 32, a ground load calculation unit 33, a reference state storage unit 34, a reference lateral force correction value calculation unit 35, a front wheel drive. A force target value calculation unit 36 and a front wheel driving force distribution ratio calculation unit 37 are mainly configured.

The front / rear driving force calculation unit 31 receives forces Fflx and Ffrx acting in the front / rear direction from the front wheel force detection sensors 22fl and 22fr, and calculates the front / rear driving force Ffx currently acting on the front wheels by the following equation (1). The front / rear driving force Ffx is output to the reference state storage unit 34, the front wheel driving force target value calculation unit 36, and the front wheel driving force distribution ratio calculation unit 37.
Ffx = Fflx + Ffrx (1)

The lateral force calculating unit 32 receives the forces Ffly and Ffry acting in the lateral direction from the front wheel force detection sensors 22fl and 22fr, and calculates the lateral force Ffy currently acting on the front wheels by the following equation (2). The lateral force Ffy is output to the reference state storage unit 34 and the front wheel driving force target value calculation unit 36.
Ffy = Ffly + Ffry (2)

The ground load calculation unit 33 receives the forces Fflz and Ffrz acting in the vertical direction from the front wheel force detection sensors 22fl and 22fr, and calculates the vertical force (ie, the front wheel ground load) Ffz currently acting on the front wheels. Hereinafter, the calculation is performed by the expression (3), and the ground load Ffz is output to the reference state storage unit 34 and the reference lateral force correction value calculation unit 35.
Ffz = Fflz + Ffrz (3)

  The reference state storage unit 34 receives the handle angle θH from the handle angle sensor 21, receives the front / rear drive force Ffx from the front / rear drive force calculator 31, receives the lateral force Ffy from the side force calculator 32, and calculates the ground load. A ground load Ffz is input from the portion 33. Then, it is determined whether or not the front / rear driving force Ffx is within a preset range, that is, whether or not | Ffx | ≦ Ffc1, and | Ffx | ≦ Ffc1 is satisfied, and is within the preset range. In this case, the lateral force Ffy, handle angle θH, and ground load Ffz at that time are stored as reference values of Ffy0, θH0, and Ffz0.

  Here, Ffc1 is almost a value close to “0”, and “a value within a preset range” is set in advance, that is, the front-rear driving force is not acting. This is the range equivalent to engine braking. Therefore, in this state, since the front / rear driving force is hardly applied, the lateral force is maximized. Thus, the reference state values Ffy0, θH0, and Ffz0 stored in the reference state storage unit 34 are output to the reference lateral force correction value calculation unit 35.

The reference lateral force correction value calculation unit 35 receives the handle angle θH from the handle angle sensor 21, receives the ground load Ffz from the ground load calculation unit 33, and receives reference state values Ffy0, θH0, and Ffz0 from the reference state storage unit 34. Is entered. Based on these values, the lateral force (reference lateral force) that can be generated in a preset region where the front-rear driving force is not acting at the current steering wheel angle θH and the ground contact load Ffz. Correction value) Fy0m is estimated and calculated by the following equation (4). The calculated reference lateral force correction value Fy0m is output to the front wheel driving force target value calculation unit 36.
Fy0m = Ffy0 · (θH / θH0) · (Ffz / Ffz0) (4)

The front wheel drive force target value calculation unit 36 receives the handle angle θH from the handle angle sensor 21, receives the front / rear drive force Ffx from the front / rear drive force calculation unit 31, and receives the side force Ffy from the side force calculation unit 32, The reference lateral force correction value Fy0m is input from the reference lateral force correction value calculator 35.
First, as shown in FIG. 4 (a) or FIG. 4 (b), in the two-wheel model of the vehicle, it hangs down from the center of gravity of the vehicle with respect to a straight line in the steering direction of the tire passing through the ground point of the front wheel The straight line length Lx and the straight line length Ly in the steering direction of the tire passing through the ground contact point of the front wheel up to the straight line Lx, the distance from the center of gravity to the front wheel shaft as Lf, and the steering gear ratio as sr are as follows: (5) and (6) are calculated.

Lx = Lf · sin (θH / sr) (5)
Ly = Lf · cos (θH / sr) (6)

  Next, the turning moment (first turning moment) generated by the front-rear direction force currently acting on the front wheel is changed to the turning moment (first turning moment) generated by the lateral force generated within the preset range of the front-rear driving force acting on the front wheel ( It is determined whether or not the value is equal to or greater than the value obtained by subtracting the turning moment (second turning moment) generated by the lateral force currently acting on the front wheel from the third turning moment, and if it is greater, the current control state is maintained.

That is, the first turning moment is calculated by Ffx · Lx, the second turning moment is calculated by Ffy · Ly, and the third turning moment is calculated by Fy0m · Ly. It is represented by the formula (7).
Ffx · Lx ≧ Fy0m · Ly−Ffy · Ly = (Fy0m−Ffy) · Ly (7)

Conversely, when the first turning moment is smaller than the value obtained by subtracting the second turning moment from the third turning moment, that is, when the left side of equation (7) is smaller than the right side, the left side is the right side. The front / rear driving force Ffx of the front wheel as described above is calculated as the front wheel driving force target value Ffxt by the following equation (8).
Ffx = (Fy0m−Ffy) · Ly / Lx (8)

  Thus, the front wheel driving force target value Ffxt determined by the front wheel driving force target value calculation unit 36 is output to the front wheel driving force distribution ratio calculation unit 37. That is, the front wheel driving force target value calculating unit 36 has functions as first turning moment calculating means, second turning moment calculating means, third turning moment calculating means, and front wheel longitudinal driving force calculating means. ing.

That is, as shown in FIG. 4A, when the road surface μ is low, the relationship of the above equation (7) is
Ffx · Lx <(Fy0m-Ffy) · Ly
When the road surface μ is high, as shown in FIG. 4B, the relationship of the above equation (7) is as follows.
Ffx ・ Lx ≧ (Fy0m−Ffy) ・ Ly
Thus, the turning moment increases by the amount that the driving force works in the turning direction according to the steering.

  Accordingly, the degree of the tire lateral force that decreases due to the driving force is estimated from the value of the force detected by the force detection sensors 22fl and 22fr, and the front / rear driving force Ffx of the front wheels is generated so as to maintain the relationship of the above expression (7). Thus, the turning ability of the vehicle is maximized. In other words, this is obtained by the front-rear driving force Ffx of the front wheels by comparing the turning moment obtained by the front-rear driving force Ffx with the decrease of the turning moment due to the decrease of the lateral force by the front-rear driving force Ffx. It can be said that the turning moment is controlled so as to compensate for the reduction of the turning moment due to the reduction of the lateral force.

  The front wheel driving force distribution ratio calculation unit 37 receives forces Fflx, Ffrx, Frlx, Frrx acting in the front-rear direction from the force detection sensors 22fl, 22fr, 22rl, 22rr, respectively, and the front-rear driving force calculation unit 31 receives the front-rear driving force. Ffx is input, and a front wheel driving force target value Ffxt is input from the front wheel driving force target value calculation unit 36.

Then, the front / rear torque distribution ratio Dt with respect to the front wheel driving force target value Ffxt is set by the following equation (9), and is output to the transfer clutch drive unit 40. That is, the front wheel driving force distribution ratio calculation unit 37 is provided as vehicle behavior control means.
Dt = D0 · Ffxt / Ffx (9)
Here, D0 is the current front-rear torque distribution ratio, and is calculated by, for example, the following equation (10).
D0 = (Fflx + Ffrx) / (Fflx + Ffrx + Frlx + Frrx) (10)

Next, the front / rear driving force distribution control executed by the transfer clutch control unit 30 will be described with reference to the flowchart of FIG.
First, parameters required in step (hereinafter abbreviated as “S”) 101, that is, steering wheel angle θH, forces Fflx, Ffly, Fflz, Ffrx, Ffry, Ffrz, and rear wheels acting on front and rear, side, and up and down directions of the front wheels. The forces Frlx and Frrx acting in the front-rear direction are read.

  Next, the process proceeds to S102, where the front / rear driving force Ffx of the front wheel is calculated by the above-described equation (1), the process proceeds to S103, the lateral force Ffy of the front wheel is calculated by the above-described expression (2), and the process proceeds to S104. Then, the ground contact load Ffz of the front wheel is calculated by the above-described equation (3).

  Next, proceeding to S105, it is determined whether or not the front and rear driving force Ffx is a value within a preset range in which the front and rear driving force is not acting, that is, whether or not | Ffx | ≦ Ffc1. If | Ffx | ≦ Ffc1 and it can be regarded as a value within a preset range in which the front-rear driving force is not acting, the process proceeds to S106, where the lateral force Ffy and the handle angle θH at that time Then, the ground load Ffz is stored as Ffy0, θH0, and Ffz0 as reference state values, and the program exits.

  Conversely, if it is determined in step S105 that | Ffx |> Ffc1 and the front / rear driving force is acting on the front wheels, the process proceeds to step S107, and the current steering wheel angle is calculated according to the above-described equation (4). A lateral force (reference lateral force correction value) Fy0m that can be generated in a preset region where the longitudinal driving force is not acting is calculated at θH and the ground load Ffz.

  Next, the process proceeds to S108, and in the two-wheel model of the vehicle, the length Lx of the straight line hanging from the center of gravity of the vehicle with respect to the straight line in the steering direction of the tire passing through the ground contact point of the front wheel, and the front wheels up to the straight line of this Lx The length Ly of the straight line in the steering direction of the tire passing through the contact point is calculated by the above-described equations (5) and (6).

  Next, the process proceeds to S109, where it is determined whether or not the above equation (7) is established. If it is established, a sufficient turning moment is obtained with the current front-rear driving force Ffx. And exit the program to maintain the current control state.

As a result of the determination in S109, if it is determined that the above expression (7) is not established, the process proceeds to S110, and the turning moment obtained by the front and rear driving force Ffx of the front wheels can compensate for the reduction of the turning moment due to the reduction of the lateral force. Therefore, the front wheel front / rear driving force Ffx for establishing the equation (7) is calculated as the front wheel driving force target value Ffxt by the above equation (8).
Thereafter, the process proceeds to S111, and the front / rear torque distribution ratio Dt with respect to the front wheel driving force target value Ffxt is calculated and set by the above-described equation (9) so that the front wheel driving force target value Ffxt calculated in S110 can be generated. Output to the clutch drive unit 40 to exit the program.

  As described above, according to the first embodiment, the turning moment obtained by the front / rear driving force Ffx of the front wheel is compared with the reduction of the turning moment caused by the lateral force being reduced by the front / rear driving force Ffx. Since the turning moment obtained by the driving force Ffx is controlled so as to compensate for the reduction of the turning moment due to the reduction of the lateral force, the driving force acting on the front wheel, which is the steering wheel, is used to improve the steering stability efficiently. It is excellent and can improve the turning ability.

  Further, since the degree of the tire lateral force that decreases due to the driving force is estimated from the value of the force detected by the force detection sensors 22fl and 22fr, the actual tire lateral force is detected with good response and accuracy. be able to.

  Since the front and rear driving force distribution is performed while taking into account the turning moment obtained by the front and rear driving force Ffx of the front wheels, the maximum turning moment that the front wheels can exhibit can be used, and unnecessary driving to the rear wheels is possible. There is no power distribution.

  Further, since the sensors necessary for the control are only the handle angle sensor 21 and the force detection sensors 22fl, 22fr, 22rl, and 22rr, the cost, weight, and space are excellent, and the degree of design freedom is improved. In addition, since there are few maps and complicated calculations set in advance, control with improved responsiveness, reliability, and versatility can be expected.

  Next, FIGS. 5 to 7 show a second embodiment of the present invention, FIG. 5 is an explanatory diagram showing a schematic configuration of a drive system of the entire vehicle, FIG. 6 is a functional block diagram of a traction control unit, and FIG. It is a flowchart of driving force control. The second embodiment is an embodiment in which the vehicle behavior control means is a driving force control means for varying the engine torque. The same components as those in the first embodiment are denoted by the same reference numerals, and the description will be omitted. Omitted.

  That is, in FIG. 5, reference numeral 50 denotes a traction control unit. The traction control unit 50 is connected with a handle angle sensor 21, an engine speed sensor 23, and a throttle opening sensor 24. The rotational speed Ne and the throttle opening θth are input. Further, the front wheel force detection sensors 22fl and 22fr are input to the traction control unit 50, and forces Fflx, Ffly, Fflz, Ffrx, Ffry, and Ffrz acting in the front, rear, side, and vertical directions of the front wheels are input. . Then, based on these input signals, the necessary engine torque Tt is calculated and output to the engine control unit 60 that executes various control related to the engine 1 (for example, fuel injection control, ignition timing control, etc.).

  As shown in FIG. 6, the traction control unit 50 includes a longitudinal driving force calculation unit 31, a lateral force calculation unit 32, a ground load calculation unit 33, a reference state storage unit 34, a reference lateral force correction value calculation unit 35, a front wheel driving force. The target value calculation unit 36 and the engine torque calculation unit 51 are mainly configured.

  The engine torque calculator 51 receives the engine speed Ne from the engine speed sensor 23, the throttle opening θth from the throttle opening sensor 24, and the front / rear driving force Ffx of the front wheels from the front / rear driving force calculator 31. Then, the front wheel driving force target value Ffxt is input from the front wheel driving force target value calculation unit 36.

Then, the engine torque Tt with respect to the front wheel driving force target value Ffxt is set by the following equation (11), and output to the engine control unit 60 as an output. That is, the engine torque calculation unit 51 is provided as vehicle behavior control means.
Tt = T0 · Ffxt / Ffx (11)
Here, T0 is the current engine torque, and is read with reference to a map set in advance according to the engine speed Ne and the throttle opening θth, for example.

  Next, the driving force control executed by the traction control unit 50 will be described with reference to the flowchart of FIG. In addition, the process of S101-S110 is the same process as the above-mentioned 1st form.

  That is, after calculating the front wheel driving force target value Ffxt in S110, the process proceeds to S201, and the engine torque Tt with respect to the front wheel driving force target value Ffxt is calculated by the above-described equation (11) so that the front wheel driving force target value Ffxt can be generated. Calculate and set, and output to the engine control unit 60 to exit the program.

  As described above, by changing the engine torque Tt as in the second embodiment, it is possible to obtain the same effects as those in the first embodiment.

Explanatory drawing which shows schematic structure of the drive system of the whole vehicle by 1st Embodiment of this invention. Same as above, functional block diagram of transfer clutch control unit Same as above, flowchart of front / rear driving force distribution control Same as above, illustration of turning moment acting on front wheel Explanatory drawing which shows schematic structure of the drive system of the whole vehicle by 2nd Embodiment of this invention. Same as above, functional block diagram of traction control unit Same as above, driving force control flowchart

Explanation of symbols

1 Engine 3 Transfer 14fl, 14fr, 14rl, 14rr Wheel 15 Transfer clutch 21 Handle angle sensor 22fl, 22fr Front wheel force detection sensor (front wheel force detection means)
22rl, 22rr Rear wheel force detection sensor 30 Transfer clutch control unit 31 Front / rear driving force calculation unit 32 Lateral force calculation unit 33 Ground load calculation unit 34 Reference state storage unit 35 Reference lateral force correction value calculation unit 36 Front wheel drive force target value calculation (First turning moment calculating means, second turning moment calculating means, third turning moment calculating means, front wheel longitudinal driving force calculating means)
37 Front wheel driving force distribution ratio calculation unit (vehicle behavior control means)
40 Transfer clutch drive
Agent Patent Attorney Susumu Ito

Claims (5)

Front wheel force detection means for detecting a force acting on the front wheel of the vehicle;
First turning moment calculating means for calculating a turning moment generated by a force in the front-rear direction currently acting on the front wheel as a first turning moment based on a force value from the front wheel force detecting means;
Second turning moment calculating means for calculating a turning moment generated by a lateral force currently acting on the front wheel based on the value of the force from the front wheel force detecting means as a second turning moment;
Based on the value of the force from the front wheel force detecting means, a third turning moment is calculated as a third turning moment generated by a lateral force generated within a preset range of the longitudinal driving force acting on the front wheel. A turning moment calculation means;
Front wheel front / rear driving force calculating means for calculating a front / rear driving force acting on the front wheel, wherein the first turning moment is not less than a value obtained by subtracting the second turning moment from the third turning moment;
Vehicle behavior control means for performing vehicle behavior control by generating front and rear driving force of the front wheels calculated by the front wheel front and rear driving force calculation means;
A vehicle behavior control apparatus comprising:   2. The vehicle behavior control device according to claim 1, wherein the third turning moment is corrected by at least one of a current steering wheel angle and a ground contact load of a front wheel.   3. The vehicle behavior control apparatus according to claim 2, wherein the ground load of the front wheel is detected by the front wheel force detecting means.   2. The front / rear driving force distribution control means for variably controlling the driving force distribution between the front wheels and the rear wheels based on the front / rear driving force of the front wheels. Item 4. The vehicle behavior control device according to any one of Items 3 to 4.   4. The vehicle behavior control unit according to claim 1, wherein the vehicle behavior control unit is a driving force control unit that varies an engine torque based on a front-rear driving force of the front wheels. 5. Behavior control device.

Images