JP2006193038A - Moving state control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain the occurrence of yaw/roll change even if a large steering angle and quick turning operation is performed in a moving state control device of a vehicle adapted to control an actuator adjusting the moving state of the vehicle so that the actual yaw rate approaches the target yaw rate determined according to the steering angle and vehicle speed. <P>SOLUTION: The target lateral acceleration based on the target yaw rate and vehicle speed is determined by a target lateral acceleration deciding means, and a limit value of the lateral acceleration according to the coefficient of friction detected by a coefficient of friction detecting means 8 is set by a setting means 9 for the limit lateral acceleration corresponding to the coefficient of friction. When the lateral acceleration deviation which is a deviation obtained by subtracting the limit lateral acceleration corresponding to the coefficient of friction from the target lateral acceleration is large, the controlled variable of the actuator 1 in the oversteer state is made larger than when it is small, and a control gain of the actuator control means 2 is set according to the lateral acceleration deviation by a setting means 10 for a control gain corresponding to the lateral acceleration deviation. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle motion state control device that controls an actuator capable of adjusting the motion state of a vehicle so that an actual yaw rate approaches a target yaw rate determined based on a steering angle and a vehicle speed.

Such a vehicle motion state control device is already known, for example, from Patent Document 1.
Japanese Patent No. 3214826

  By the way, in the conventional motion state control device as disclosed in the above-mentioned Patent Document 1, when an oversteer state of the vehicle is detected, feedback control is performed using the yaw rate deviation between the target yaw rate and the actual yaw rate as input, The control gain in the feedback control is determined according to the estimated road friction coefficient. When the yaw rate deviation no longer indicates an oversteer state, the control is terminated with a shorter delay time as the understeer tendency is reached.

  However, when a rapid turning operation is performed at a large steering angle that greatly exceeds the limit lateral acceleration corresponding to the friction coefficient of the road surface, control to cancel the oversteer state is started in conjunction with yaw / roll resonance, and the actual yaw rate However, when the control amount is decreased in accordance with the tendency to understeer, the outer ring side regains a large lateral force and the yaw rate and roll rate may begin to increase again, making it difficult to suppress yaw / roll fluctuations.

  The present invention has been made in view of such circumstances, and provides a vehicle motion state control device capable of suppressing the occurrence of yaw / roll fluctuation even when a large steering angle and rapid turning operation are performed. With the goal.

  In order to achieve the above object, the invention described in claim 1 is a steering angle detecting means for detecting a steering angle, a vehicle speed detecting means for detecting a vehicle speed, a steering angle detected by the steering angle detecting means, and the vehicle speed. Target yaw rate determining means for determining the target yaw rate of the vehicle based on the vehicle speed detected by the detecting means, yaw rate detecting means for detecting the actual yaw rate, an actuator capable of adjusting the motion state of the vehicle, and detection by the yaw rate detecting means In a vehicle motion state control device, comprising: an actuator control means for controlling the actuator so that the actual yaw rate to be approximated to the target yaw rate; target lateral acceleration determination for determining a target lateral acceleration based on the target yaw rate and the vehicle speed Means, a friction coefficient detecting means for detecting the friction coefficient of the road surface, and in advance according to the friction coefficient The friction coefficient corresponding limit lateral acceleration setting means for determining the limit value of the determined lateral acceleration according to the detection value of the friction coefficient detecting means, and the friction coefficient corresponding limit from the target lateral acceleration determined by the target lateral acceleration determining means When the lateral acceleration deviation, which is a deviation obtained by subtracting the frictional coefficient corresponding limit lateral acceleration determined by the lateral acceleration setting means, is large, the lateral acceleration is increased while increasing the control amount of the actuator in the oversteer state compared to when the lateral acceleration deviation is small. And lateral acceleration deviation corresponding control gain setting means for determining a control gain of the actuator control means based on the deviation.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, the control gain setting means corresponding to the lateral acceleration deviation is compared with a low value when the friction coefficient detected by the friction coefficient detecting means is high. The control gain is set so as to increase the control amount of the actuator.

  According to a third aspect of the invention, in addition to the configuration of the second aspect of the invention, when the friction coefficient detected by the friction coefficient detecting means is high, the control amount of the actuator in the oversteer state is smaller than when the friction coefficient is low. Friction coefficient corresponding control gain setting means for determining the control gain of the actuator control means in accordance with the friction coefficient so as to increase, the lateral acceleration deviation corresponding control gain setting means, and the friction coefficient corresponding control gain setting means, respectively. Control gain selection means for selecting the larger control gain as the control gain of the actuator control means.

  In order to achieve the above object, a fourth aspect of the invention provides a steering angle detection means for detecting a steering angle, a vehicle speed detection means for detecting a vehicle speed, a steering angle detected by the steering angle detection means, and the A target yaw rate determining means for determining a target yaw rate of the vehicle based on a vehicle speed detected by the vehicle speed detecting means; a yaw rate detecting means for detecting an actual yaw rate; an actuator capable of adjusting the motion state of the vehicle; and the yaw rate detecting means. And an actuator control unit that controls the actuator so that the detected actual yaw rate approaches the target yaw rate, and terminates the oversteer control after a predetermined delay time at the time of transition from the oversteer state to the understeer state. In the motion state control device, the target yaw rate and the vehicle speed are Then, the target lateral acceleration determining means for determining the target lateral acceleration, the friction coefficient detecting means for detecting the friction coefficient of the road surface, and the limit value of the lateral acceleration predetermined according to the friction coefficient is detected by the friction coefficient detecting means. The friction coefficient corresponding limit lateral acceleration setting means determined according to the value and the friction coefficient corresponding limit lateral acceleration determined by the friction coefficient corresponding limit lateral acceleration setting means are subtracted from the target lateral acceleration determined by the target lateral acceleration determining means. And a lateral acceleration deviation corresponding delay time setting means for determining the delay time based on the lateral acceleration deviation while making the delay time longer when the lateral acceleration deviation, which is a deviation, is large. And

  According to a fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the delay time setting means corresponding to the lateral acceleration deviation is higher when the friction coefficient detected by the friction coefficient detection means is higher than when the friction coefficient is lower. The delay time is set so as to shorten the delay time.

  Furthermore, in addition to the configuration of the invention described in claim 5, the invention described in claim 6 shortens the delay time when the yaw rate deviation, which is the deviation between the target yaw rate and the actual yaw rate, is large on the understeer side compared to when it is small. The delay time set by the yaw rate deviation corresponding delay time setting means for determining the delay time according to the yaw rate deviation, the lateral acceleration deviation corresponding delay time setting means and the yaw rate deviation corresponding delay time setting means, respectively. And a delay time selecting means for selecting the longer one.

  According to the first aspect of the present invention, the control amount of the actuator control means for controlling the operation of the actuator capable of adjusting the motion state of the vehicle is, in the oversteer state, the lateral acceleration corresponding to the road surface friction coefficient from the target lateral acceleration. The amount of control of the actuator increases when the lateral acceleration deviation is large compared to when it is small. Even if it is performed, the occurrence of rapid yaw rate reversal can be suppressed, thereby making it possible to suppress the occurrence of yaw / roll fluctuation as much as possible.

  According to the second aspect of the present invention, since the control amount of the actuator in the oversteer state is determined to be larger when the friction coefficient is high than when it is low, the oversteer control corresponding to the road surface friction coefficient accurately. Is possible.

  According to the third aspect of the invention, since the larger one of the control gain corresponding to the friction coefficient of the road surface and the control gain corresponding to the lateral acceleration deviation is selected, a large steering angle and a rapid turning operation are performed. It is possible to more effectively suppress the occurrence of sudden yaw rate inversion.

  According to the fourth aspect of the present invention, the time for delaying the end of oversteer control by the actuator control means for controlling the operation of the actuator capable of adjusting the motion state of the vehicle depends on the friction coefficient of the road surface from the target lateral acceleration. It changes according to the lateral acceleration deviation, which is the deviation obtained by subtracting the limit value of the lateral acceleration, and when the lateral acceleration deviation is large, the delay time is longer than when it is small. Even if the resulting yaw / roll resonance causes an understeer tendency, oversteer control will continue for a relatively long time when the lateral acceleration deviation is large, thereby suppressing an increase in lateral force on the outer ring side. Yaw / roll fluctuation can be effectively suppressed.

  According to the fifth aspect of the present invention, since the delay time is determined to be longer when the friction coefficient is high than when it is low, the delay time can be controlled appropriately corresponding to the friction coefficient of the road surface.

  According to the sixth aspect of the present invention, since the longer one of the delay time determined according to the conventional yaw rate deviation and the delay time corresponding to the lateral acceleration deviation is selected, the oversteer control is continued for a longer time. As a result, an increase in lateral force on the outer ring side can be suppressed even in a state where the yaw rate deviation toward the understeer side is small, and therefore yaw / roll fluctuations can be more effectively suppressed.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

  1 to 6 show an embodiment of the present invention, FIG. 1 is a block diagram showing a configuration of an exercise state control device, and FIG. 2 is a diagram showing a setting map of lateral acceleration deviation corresponding control gain setting means. 3 is a diagram showing a setting map of the friction coefficient corresponding control gain setting means, FIG. 4 is a diagram showing a control pressure subtraction amount setting map as a setting map of the lateral acceleration deviation corresponding delay time setting means, and FIG. 5 is a yaw rate deviation corresponding delay. FIG. 6 is a timing chart showing a control pressure subtraction amount setting map as a setting map of the time setting means.

  First, in FIG. 1, this motion state control device includes an actuator 1 that can change the brake pressure of a wheel brake mounted on each wheel of the vehicle so as to adjust the motion state of the vehicle by changing the wheel brake pressure. The operation is controlled by the actuator control means 2, the steering angle detection means 3 for detecting the steering angle δ, the vehicle speed detection means 4 for detecting the vehicle speed V, the steering angle δ detected by the steering angle detection means 3, Target yaw rate determining means 5 for determining the target yaw rate of the vehicle based on the vehicle speed V detected by the vehicle speed detecting means 4 and the actual lateral acceleration GI of the vehicle detected by the lateral acceleration detecting means 16, and the yaw rate for detecting the actual yaw rate ω. The target lateral acceleration is determined based on the driver request yaw rate and the vehicle speed V calculated by the detection unit 6 and the target yaw rate determination unit 5. A target lateral acceleration determining means 7, a friction coefficient detecting means 8 for detecting a friction coefficient μ of the road surface, a friction coefficient corresponding limit lateral acceleration setting means 9 for determining a limit value of the lateral acceleration according to the friction coefficient μ, and a target lateral acceleration Corresponding to the lateral acceleration deviation that determines the control gain of the actuator control means 2 based on the deviation obtained by subtracting the friction coefficient corresponding limit lateral acceleration set by the friction coefficient corresponding lateral acceleration setting means 9 from the target lateral acceleration determined by the determining means 7 Control gain setting means 10, friction coefficient corresponding control gain setting means 11 for determining the control gain of the actuator control means 2 according to the friction coefficient μ, lateral acceleration deviation corresponding control gain setting means 10 and friction coefficient corresponding control gain setting means 11 Control gain selection means 12 for selecting one of the control gains set in step 1, and from the oversteer state to the understeer state From the target lateral acceleration determined by the target lateral acceleration determining means 7 to the delay time for delaying the end of oversteer control by the actuator control means 2 during the transition, the friction coefficient corresponding limit lateral defined by the friction coefficient corresponding lateral acceleration setting means 9 Lateral acceleration deviation corresponding delay time setting means 13 determined based on the deviation obtained by subtracting the acceleration, yaw rate deviation corresponding delay time setting means 14 determining the delay time according to the yaw rate deviation between the target yaw rate and the actual yaw rate ω, and lateral acceleration A delay time selecting means 15 for selecting one of the delay times set by the deviation corresponding delay time setting means 13 and the yaw rate deviation corresponding delay time setting means 14;

  The friction coefficient detection means 8 detects (estimates) the road friction coefficient μ based on the detection value of the lateral acceleration detection means 16 that detects the actual lateral acceleration GI of the vehicle. The target yaw rate determining means 5 includes a driver requested yaw rate calculating section 17 for calculating a yaw rate requested by the driver based on the operation angle δ obtained by the steering angle detecting means 3 and the vehicle speed V obtained by the vehicle speed detecting means 4; A target yaw rate limit value calculation unit 18 for calculating a limit value of the target yaw rate based on the vehicle speed V obtained by the vehicle speed detection unit 4 and the actual lateral acceleration GI obtained by the lateral acceleration detection unit 16, and the driver requested yaw rate calculation unit And a control target yaw rate calculation unit 19 for determining a control target yaw rate so that the target yaw rate determined based on the driver request yaw rate calculated in 17 does not exceed the limit value calculated by the target yaw rate limit value calculation unit 18. It is.

  The target lateral acceleration determining means 7 determines the target lateral acceleration based on the calculated value of the driver requested yaw rate calculating unit 17 and the vehicle speed V that constitute a part of the target yaw rate determining means 5. That is, the driver requested yaw rate ωdr, which is a target yaw rate that is not limited by the calculation value of the target yaw rate limit value calculation unit 18, is input from the target yaw rate determination unit 5 to the target lateral acceleration determination unit 7. Based on the driver requested yaw rate ωdr and the vehicle speed V, the target lateral acceleration Gdr is determined as (Gdr = ωdr × V).

  The friction coefficient-corresponding limit lateral acceleration setting means 9 determines a limit value of the lateral acceleration determined in advance according to the friction coefficient according to the detection value of the friction coefficient detection means 8. The friction coefficient corresponding limit lateral acceleration obtained by the friction coefficient corresponding limit lateral acceleration setting means 9 is subtracted from the target lateral acceleration obtained by the lateral acceleration determining means 7. That is, at the addition point 20, a lateral acceleration deviation which is a deviation obtained by subtracting the frictional coefficient corresponding lateral acceleration from the target lateral acceleration is obtained, and this lateral acceleration deviation is obtained by the lateral acceleration deviation corresponding control gain setting means 10 and the lateral acceleration deviation. It is input to the acceleration deviation corresponding delay time setting means 13.

  As shown in FIG. 2, the lateral acceleration deviation corresponding control gain setting means 10 increases the control amount of the actuator 1 in the oversteer state when the lateral acceleration deviation is large compared to when the lateral acceleration deviation is small. The control gain of the actuator control means 2 is determined according to the lateral acceleration deviation.

  Moreover, the friction coefficient μ obtained by the friction coefficient detecting means 8 is also input to the lateral acceleration deviation corresponding control gain setting means 10, and the lateral acceleration deviation corresponding control gain setting means 10 is low when the friction coefficient μ is high. The control gain is set so as to increase the control amount of the actuator 1 as compared with FIG.

  As shown in FIG. 3, the friction coefficient corresponding control gain setting means 11 increases the control amount of the actuator 1 in the oversteer state when the friction coefficient μ is high compared to when the friction coefficient μ is low. The control gain is determined according to the friction coefficient μ obtained by the friction coefficient detecting means 8.

  The control gain selecting means 12 selects the larger one of the control gains set by the lateral acceleration deviation corresponding control gain setting means 10 and the friction coefficient corresponding control gain setting means 11 as the control gain of the actuator control means 2, and the actuator control Input to means 2.

  At the addition point 21, the actual yaw rate ω detected by the yaw rate detection means 6 is subtracted from the target yaw rate obtained by the target yaw rate calculation unit 19 of the target yaw rate determination means 5. That is, at the addition point 21, a yaw rate deviation which is a deviation obtained by subtracting the actual yaw rate ω from the target yaw rate is obtained, and this yaw rate deviation is input to the actuator control means 2 and the delay time setting means 14 corresponding to the yaw rate deviation. Thus, the actuator control means 2 controls the operation of the actuator 1 so that the actual yaw rate ω approaches the target yaw rate, that is, the yaw rate deviation approaches “0”.

  The lateral acceleration deviation corresponding delay time setting means 13 determines the delay time based on the lateral acceleration deviation so that the delay time at the end of oversteer control becomes longer when the lateral acceleration deviation is large than when the lateral acceleration deviation is small. In this embodiment, since the oversteer control is performed by increasing the brake pressure on the turning outer wheel side, the control pressure subtraction amount accompanying the end of the oversteer control is set in advance as shown in FIG. The That is, when the lateral acceleration deviation is large, the control pressure subtraction amount is small so that the delay time is longer than when the lateral acceleration deviation is small.

  In addition, the friction coefficient μ obtained by the friction coefficient detecting means 8 is also input to the lateral acceleration deviation corresponding delay time setting means 10, and the lateral acceleration deviation corresponding delay time setting means 10 is low when the friction coefficient μ is high. The delay time is set so that the delay time is shorter than that of.

  When the yaw rate deviation is changed from the oversteer state to the understeer state, the yaw rate deviation corresponding delay time setting means 14 delays the delay time according to the yaw rate deviation while shortening the delay time when the yaw rate deviation is large on the understeer side. In this embodiment, since the oversteer control is performed by increasing the brake pressure, the control pressure subtraction amount when shifting from the oversteer state to the understeer state is as shown in FIG. Further, it is set in advance so as to increase as the yaw rate deviation increases.

  Moreover, the friction coefficient μ obtained by the friction coefficient detecting means 8 is also input to the yaw rate deviation corresponding delay time setting means 14, and the yaw rate deviation corresponding delay time setting means 14 is compared with a low value when the friction coefficient μ is high. Therefore, the control pressure subtraction amount is set so that the delay time becomes shorter.

  The delay time selection means 15 selects the longer one of the delay times set by the lateral acceleration deviation corresponding delay time setting means 13 and the yaw rate deviation corresponding delay time setting means 14 and inputs them to the actuator control means 2. Even when the lateral acceleration deviation is small at the time of transition from the oversteer state to the understeer state, a long time set by the yaw rate deviation corresponding delay time setting means 14 is selected if the yaw rate deviation is small.

  Next, the operation of this embodiment will be described with reference to the timing chart shown in FIG. This timing chart shows a large steering angle that greatly exceeds the limit lateral acceleration corresponding to the friction coefficient of the road surface while braking the right front wheel and the right rear wheel to suppress the increase in the yaw rate and roll angle when turning left. The actual yaw rate and trajectory angle rate for the control target yaw rate based on the driver's requested yaw rate and the limit yaw rate corresponding to the friction coefficient (shown as the road surface μ limit yaw rate in the figure) (Revolution speed) change, change in target lateral acceleration to limit lateral acceleration (in the figure, estimated road surface μ peak G) corresponding to the friction coefficient, change in vehicle body speed, front wheel speed and rear wheel speed, left and right front wheel control Pressure and the change in the left and right rear wheel control pressure, and the change in the roll angle, the control target yaw rate is Since it partially overlaps the limit yaw rate corresponding to the driver requested yaw rate and the friction coefficient, it is indicated by a dotted line parallel to a part of the limit yaw rate corresponding to the driver requested yaw rate and the friction coefficient for easy understanding.

  Thus, the oversteer control on the right turn side starts as the actual yaw rate increases to the reverse side up to the limit lateral acceleration corresponding to the friction coefficient of the road surface, that is, a value that greatly exceeds the control target yaw rate. The left front wheel and the left rear wheel are braked. According to the present invention, the control gain in the actuator control means 2 corresponds to the road surface friction coefficient μ in the oversteer state. It changes according to the lateral acceleration deviation, which is a deviation obtained by subtracting the limit value of the lateral acceleration. When the lateral acceleration deviation is large, the control gain is larger than when it is small. Therefore, when a quick turning operation is performed at a large steering angle that greatly exceeds the limit lateral acceleration corresponding to the friction coefficient of the road surface, the braking control amount of the left front wheel becomes large, and the braking control pressure of the left front wheel is a thin solid line. Compared to the conventional specification shown, it increases as shown by the thick solid line.

  As a result, the occurrence of rapid yaw rate inversion can be suppressed, and as a result, the occurrence of yaw / roll fluctuation can be suppressed as much as possible.

  Moreover, the control gain of the actuator control means 2 in the oversteer state is determined so as to be larger when the road surface friction coefficient is high than when it is low, and when the friction coefficient is high, the control amount of the actuator 1 can be increased. This enables oversteer control that accurately corresponds to the friction coefficient of the road surface.

  Moreover, since the larger one of the control gain corresponding to the friction coefficient of the road surface and the control gain corresponding to the lateral acceleration deviation is selected as the control gain of the actuator control means 2, a large steering angle and rapid turning operation were performed. Occurrence of sudden yaw rate inversion can be more effectively suppressed.

  In addition, the oversteer control started in response to the turning-back operation ends in response to the vehicle becoming understeered. However, the time for delaying the end of the oversteer control is determined from the target lateral acceleration to the road surface friction. It changes according to the lateral acceleration deviation, which is a deviation obtained by subtracting the limit value of the lateral acceleration according to the coefficient. When the lateral acceleration deviation is large, the delay time becomes longer than when it is small.

  Therefore, even if the yaw / roll resonance due to the large steering angle and rapid turning operation causes an understeer tendency, the braking control pressure of the left front wheel is the conventional specification indicated by the thin solid line as shown by the thick solid line in FIG. The pressure is reduced over a long period of time compared to the conventional model, and when the lateral acceleration deviation is large, the oversteer control is continued for a relatively long period of time. Thus, the roll angle varies as shown by a thin solid line, whereas the roll angle variation can be suppressed as shown by a thick solid line, and the yaw / roll variation can be effectively suppressed.

  In addition, the delay time at the end of oversteer control is longer when the friction coefficient is high than when it is low, so that it is possible to control the delay time that accurately corresponds to the friction coefficient of the road surface.

  Moreover, since the longer one of the delay time determined according to the conventional yaw rate deviation and the delay time corresponding to the lateral acceleration deviation is selected, the oversteer control will continue for a longer time, and the yaw rate to the understeer side Even in a state where the deviation is small, an increase in lateral force on the outer wheel side, that is, the left front wheel side can be suppressed, and therefore yaw / roll fluctuation can be more effectively suppressed.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

  For example, in the above-described embodiment, the description has been made by taking up the vehicle motion state control by changing the brake pressure of the wheel brake, but the vehicle motion state control is performed by the driving force control of each wheel. The present invention can also be applied to the present invention, and the present invention can also be applied to a vehicle in which the state of motion of the vehicle is controlled by combining the braking force and driving force control of the wheels.

It is a block diagram which shows the structure of an exercise state control apparatus. It is a figure which shows the setting map of a lateral acceleration deviation corresponding | compatible control gain setting means. It is a figure which shows the setting map of a friction coefficient corresponding | compatible control gain setting means. It is a figure which shows the control pressure subtraction amount setting map as a setting map of the delay time setting means corresponding to a lateral acceleration deviation. It is a figure which shows the control pressure subtraction amount setting map as a setting map of the delay time setting means corresponding to a yaw rate deviation. It is a timing chart.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Actuator 2 ... Actuator control means 3 ... Steering angle detection means 4 ... Vehicle speed detection means 5 ... Target yaw rate determination means 6 ... Yaw rate detection means 7 ... Target lateral acceleration determination Means 8... Friction coefficient detection means 9... Friction coefficient correspondence limit lateral acceleration setting means 10... Lateral acceleration deviation correspondence control gain setting means 11... Friction coefficient correspondence control gain setting means 12. Selection means 13 ... Delay time setting means 14 corresponding to lateral acceleration deviation ... Delay time setting means 15 corresponding to yaw rate deviation 15 ... Delay time selection means

Claims (6)

  Steering angle detection means (3) for detecting the steering angle, vehicle speed detection means (4) for detecting the vehicle speed, steering angle detected by the steering angle detection means (3) and detection by the vehicle speed detection means (4) Target yaw rate determining means (5) for determining the target yaw rate of the vehicle based on the vehicle speed, yaw rate detecting means (6) for detecting the actual yaw rate, actuator (1) capable of adjusting the motion state of the vehicle, In a vehicle motion state control device comprising actuator control means (2) for controlling the actuator (1) so that the actual yaw rate detected by the yaw rate detection means (6) approaches the target yaw rate, the target yaw rate and the Target lateral acceleration setting means (7) for determining the target lateral acceleration based on the vehicle speed, and friction coefficient detection means (8) for detecting the friction coefficient of the road surface Friction coefficient-corresponding limit lateral acceleration setting means (9) for determining a predetermined lateral acceleration limit value according to the friction coefficient according to the detection value of the friction coefficient detection means (8); and the target lateral acceleration setting means. When the lateral acceleration deviation, which is a deviation obtained by subtracting the friction coefficient corresponding limit lateral acceleration set by the friction coefficient corresponding limit lateral acceleration setting means (9) from the target lateral acceleration determined in (7), is larger than when it is small. Lateral acceleration deviation corresponding control gain setting means (10) for determining a control gain of the actuator control means (2) based on the lateral acceleration deviation while increasing the control amount of the actuator (1) in an oversteer state; A vehicle motion state control device comprising:   The lateral acceleration deviation corresponding control gain setting means (10) controls the actuator (1) to have a larger control amount when the friction coefficient detected by the friction coefficient detection means (8) is high than when it is low. 2. The vehicle motion state control device according to claim 1, wherein a gain is set.   When the friction coefficient detected by the friction coefficient detection means (8) is high, the control amount of the actuator (1) in the oversteer state is increased compared to when the friction coefficient is low, and the actuator control is performed according to the friction coefficient. The friction coefficient corresponding control gain setting means (11) for determining the control gain of the means (2), the lateral acceleration deviation corresponding control gain setting means (10) and the friction coefficient corresponding control gain setting means (11) are set. The vehicle motion state control device according to claim 2, further comprising control gain selection means (12) for selecting a larger one of the control gains as a control gain of the actuator control means (2).   Steering angle detection means (3) for detecting the steering angle, vehicle speed detection means (4) for detecting the vehicle speed, steering angle detected by the steering angle detection means (3) and detection by the vehicle speed detection means (4) Target yaw rate determining means (5) for determining the target yaw rate of the vehicle based on the vehicle speed, yaw rate detecting means (6) for detecting the actual yaw rate, actuator (1) capable of adjusting the motion state of the vehicle, The actuator (1) is controlled so that the actual yaw rate detected by the yaw rate detection means (6) approaches the target yaw rate, and oversteer control is performed after a lapse of a predetermined delay time when shifting from the oversteer state to the understeer state. In the vehicle motion state control device comprising the actuator control means (2) to be ended, the target yaw rate and the front Target lateral acceleration setting means (7) for determining the target lateral acceleration based on the vehicle speed, friction coefficient detecting means (8) for detecting the friction coefficient of the road surface, and a threshold value of the lateral acceleration predetermined according to the friction coefficient The friction coefficient corresponding limit lateral acceleration setting means (9) is determined according to the detection value of the friction coefficient detection means (8), and the friction coefficient correspondence is determined from the target lateral acceleration determined by the target lateral acceleration setting means (7). When the lateral acceleration deviation, which is a deviation obtained by subtracting the frictional coefficient corresponding limit lateral acceleration determined by the limit lateral acceleration setting means (9), is large, based on the lateral acceleration deviation while making the delay time longer than when the lateral acceleration deviation is small. And a lateral acceleration deviation corresponding delay time setting means (13) for determining the delay time.   The lateral acceleration deviation corresponding delay time setting means (13) sets the delay time so that the delay time is shortened when the friction coefficient detected by the friction coefficient detection means (8) is high compared to when the friction coefficient is low. The vehicle motion state control device according to claim 4.   A yaw rate deviation corresponding delay time setting that determines the delay time according to the yaw rate deviation while shortening the delay time when the yaw rate deviation, which is a deviation between the target yaw rate and the actual yaw rate, is large on the understeer side. A delay time selection means (15) for selecting a longer one of the delay times set by the means (14) and the delay time setting means (13) corresponding to the lateral acceleration deviation and the delay time setting means (14) corresponding to the yaw rate deviation The vehicle motion state control device according to claim 5, further comprising:

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