JP2006273102A - Behavior control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a behavior control device of a vehicle which can appropriately control the behavior of the vehicle even in a state that the accuracy of detecting lateral acceleration by a lateral acceleration sensor becomes low. <P>SOLUTION: An ECU 21 estimates a possibility that the vehicle enters a tuck-in state. When it is estimated that there is a possibility for the vehicle to enter a tuck-in state, the ECU 21 performs stabilization control for stabilizing the behavior of the vehicle. Then a current value of an electric motor 13 of an electric power steering device 10 is outputted to the ECU21, and the current value of the electric motor 13 is outputted from a current voltage sensor 22. It is determined by the ECU21 whether there is a possibility of a tuck-in state of the vehicle or not by using an EPS assist current value EPSi detected by the current voltage sensor 22 instead of lateral acceleration detected by the lateral acceleration sensor. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle behavior control apparatus that controls the behavior of a vehicle.

  In vehicle travel control, lateral acceleration (lateral G) generated in the vehicle body is detected, and brake control using the lateral acceleration is performed. As a device for performing such brake control, there is a vehicle braking control device disclosed in, for example, Japanese Patent Application Laid-Open No. 2002-362348 (Patent Document 1). This braking control device detects the lateral acceleration and the vehicle speed of the vehicle, calculates the product of the lateral acceleration and the vehicle speed of the vehicle, and the larger the product, the higher the distribution ratio of the braking force of the front wheels to the rear wheels. Such control is performed. The lateral acceleration and the vehicle speed used here are detected by a lateral acceleration sensor and a vehicle speed sensor, respectively.

  Moreover, as a vehicle behavior control apparatus using lateral acceleration, Japanese Patent Application Laid-Open No. 2000-52593 (Patent Document 2), Japanese Patent Application Laid-Open No. 8-80824 (Patent Document 3), and Japanese Patent Application Laid-Open No. 10-278769 ( There exists what was disclosed by patent document 4). Of these, the behavior control device disclosed in Patent Document 2 uses the lateral G applied to the vehicle to determine whether or not the vehicle is likely to be in a tuck-in state. The threshold value for executing the suppression control is lowered.

Furthermore, in the behavior control device disclosed in Patent Document 3, when the lateral force acting on the vehicle is obtained by detecting the lateral G of the vehicle and the hydraulic pressure in the wheel cylinder is increased, the lateral force acting on the vehicle is larger. The pressure increase time in the wheel cylinder is lengthened to stabilize the turning behavior. In the behavior control device disclosed in Patent Document 4, when the deceleration slip rate of the turning inner rear wheel is equal to or higher than a predetermined reference value, the pressure in the high pressure guiding pipe is increased in advance, and behavior braking response is achieved. Is to improve. At this time, when a high lateral force acts on the tire, a knockback phenomenon in which the wheel cylinder is pushed back tends to occur. However, when a high lateral force is demanded from the side G of the vehicle, the pressure in the high pressure guiding tube is increased. By increasing the value, the knockback phenomenon can be reduced.
JP 2002-362348 A JP 2000-52593 A JP-A-8-80824 JP-A-10-278769

  However, the braking control device disclosed in Patent Document 1 uses a lateral acceleration sensor to detect lateral acceleration. Moreover, in order to detect a lateral acceleration accurately using a wheel speed sensor, it is necessary to correct | amend the wheel diameter in a vehicle. For this reason, when the correction of the wheel diameter is not completed, it is difficult to accurately detect the lateral acceleration of the vehicle, and it is difficult to perform accurate braking control. Here, when the vehicle speed is very slow, the output from the lateral acceleration sensor is also very small, making it difficult to distinguish it from the detection error, which makes it difficult to accurately detect the lateral acceleration. was there. Furthermore, since it is necessary to provide a lateral acceleration sensor, there is a problem that the number of parts is increased. Similarly, in the behavior control devices disclosed in Patent Documents 2 to 4, the same problem occurs because the lateral acceleration sensor is used to detect the lateral acceleration.

  Accordingly, an object of the present invention is to provide a vehicle behavior control device that can appropriately control the behavior of a vehicle even when the detection accuracy of the lateral acceleration by the lateral acceleration sensor is low. Another object is to provide a vehicle behavior control device that can detect a lateral acceleration without using a lateral acceleration sensor and thereby reduce the number of components.

  The vehicle behavior control apparatus according to the present invention that has solved the above problems includes a turning force generating means for applying a turning force for turning the wheels of the vehicle to a steering system by supplying a current, and a turning force. A current / voltage value detecting means for detecting at least one of a current value and a voltage value of a current in the generating means; and a vehicle based on at least one of the current value and the voltage value detected by the current / voltage detecting means. Behavior control is performed.

  The vehicle behavior control apparatus according to the present invention uses at least one of the current value and the voltage value detected by the current / voltage detection means as one of the start conditions in the predetermined behavior control for controlling the behavior of the vehicle. Control start condition setting means is provided. As will be described in a later embodiment, it has been found that there is a certain correlation between the current / voltage value of the current in the turning force generating means and the lateral acceleration of the vehicle. Since the lateral acceleration of the vehicle can be detected from the current / voltage value of the current in the turning force generating means using this correlation, even if the detection accuracy of the lateral acceleration by the lateral acceleration sensor is low, Lateral acceleration can be detected with high accuracy. As described above, since the lateral plastic activation can be detected based on at least one of the current / voltage values, in the case where behavior control is performed based on the lateral acceleration, at least one of the current / voltage values is used instead of the lateral acceleration. Behavior control can be performed based on one. Further, the lateral acceleration can be detected without using a lateral acceleration sensor, and the number of parts can be reduced.

  Here, the predetermined behavior control is a stabilization control that estimates the possibility that the vehicle will be in a tuck-in state and stabilizes the behavior of the vehicle when it is estimated that the vehicle will be in a tuck-in state. When the current value detected by the current / voltage detection means is larger when the current value is smaller or when the current value is larger when the voltage value is smaller, the degree of stabilizing the behavior of the vehicle by the stabilization control may be increased. it can.

  In the present invention, the current value and the voltage value detected by the current / voltage detection means in the case of the stabilization control for stabilizing the behavior of the vehicle when it is estimated that the predetermined behavior control will be in the tack-in state. As at least one of them increases, the degree of stabilizing the behavior of the vehicle by the stabilization control is increased. Therefore, since the vehicle state can be detected even in a low speed region that is difficult to detect with the lateral acceleration sensor, the vehicle can be stabilized with high accuracy.

  The predetermined behavior control is a stabilization control that estimates the possibility that the vehicle will be in a tuck-in state and stabilizes the behavior of the vehicle when the possibility that the vehicle will be in a tuck-in state is estimated. A mode in which the tuck-in state is estimated when at least one of the detected current value and voltage value exceeds a predetermined threshold value may be employed.

  In the present invention, the current value and the voltage value detected by the current / voltage detection means in the case of the stabilization control for stabilizing the behavior of the vehicle when it is estimated that the predetermined behavior control will be in the tack-in state. Stabilization control is started when at least one of them exceeds a predetermined threshold value. Therefore, stabilization control can be started at an early timing.

  Furthermore, the predetermined behavior control is a braking force distribution control for controlling the distribution of the braking force when the vehicle turns, and is detected when the current / voltage detection means is larger than when it is small or when the voltage value is small. When it is large, the braking force of the outer wheel can be made larger than the braking force of the turning inner wheel of the vehicle.

  In the present invention, when the predetermined behavior control is a braking force distribution control for controlling the distribution of the braking force when the vehicle is turning, at least one of the current value and the voltage value detected by the current / voltage detection means is large. The distribution is when the vehicle turns deep. For this reason, it is possible to distribute the braking force with high accuracy.

  The predetermined behavior control is braking force distribution control for controlling the distribution of braking force when the vehicle is turning, and at least one of the current value and the voltage value detected by the current / voltage detection means is a predetermined threshold value. The braking force distribution control may be started when the value is exceeded.

  In the present invention, when the predetermined behavior control is the braking force distribution control for controlling the distribution of the braking force when the vehicle is turning, at least one of the current value and the voltage value detected by the current / voltage detection means is a predetermined value. The braking force distribution control is started when the threshold value is exceeded. Therefore, since the vehicle state can be detected even in a low speed region that is difficult to detect with the lateral acceleration sensor, the braking force distribution control can be started at an early timing.

  Further, the predetermined behavior control is a brake pad position correction control for changing the brake pad position, and when the current value is larger than when the voltage is small or larger than when the voltage value is small, the brake pad position correction control is performed. It can also be set as the aspect which changes the position of a brake pad largely.

  In the present invention, when the predetermined behavior control is brake pad position correction control for changing the brake pad position, the larger the at least one of the current value and the voltage value detected by the current / voltage detection means, the larger the brake. Change the pad position greatly. Therefore, the position of the brake pad can be corrected with high accuracy.

  The predetermined behavior control is brake pad position correction control for changing the brake pad position, and at least one of the current value and the voltage value detected by the current / voltage detection means has a predetermined threshold value. When exceeding, it can also be set as the aspect which starts brake pad position correction control.

  When the predetermined behavior control is a brake pad position correction control for changing the brake pad position, at least one of the current value and the voltage value detected by the current / voltage detection means exceeds a predetermined threshold value. Brake pad position correction control has started. Therefore, the brake pad position correction control can be started at an early timing.

  Furthermore, the predetermined behavior control is control for stabilizing the behavior of the vehicle, and at least one of the current value and the voltage value detected by the current / voltage detection means is predetermined when the vehicle is at a predetermined speed or less. It can also be set as one of the start conditions in the behavior control.

  In the present invention, the predetermined behavior control is control for stabilizing the behavior of the vehicle, and at least one of the current value and the voltage value detected by the current / voltage detection means when the vehicle is below a predetermined speed. Is one of the start conditions in the predetermined behavior control. For this reason, the behavior control of the vehicle can be started at an early timing.

  Further, the vehicle behavior control device according to the present invention that has solved the above problems includes a turning force generating means for applying a turning force for turning the wheels of the vehicle to the steering system by supplying a current, and the vehicle. The torque detection means for detecting the torque in the steering system and the behavior control of the vehicle based on the torque detected by the torque detection means.

  In the vehicle behavior control apparatus according to the present invention, the control start condition setting means that uses the torque in the steering system of the vehicle detected by the torque detection means as one of the start conditions in the predetermined behavior control for controlling the behavior of the vehicle. I have. It has been found that there is a certain correlation between the torque in the vehicle steering system and the lateral acceleration of the vehicle. Since the vehicle lateral acceleration can be detected from the torque detected by the torque detection means using this correlation, the vehicle lateral acceleration can be detected with high accuracy.

  Here, the predetermined behavior control is a stabilization control that estimates the possibility that the vehicle will be in a tuck-in state and stabilizes the behavior of the vehicle when the possibility that the vehicle will be in a tuck-in state is estimated. It can be set as the aspect which enlarges the degree which stabilizes the behavior of a vehicle by stabilization control, so that the done torque is large.

  The predetermined behavior control is a stabilization control that estimates the possibility that the vehicle will be in a tuck-in state and stabilizes the behavior of the vehicle when the possibility that the vehicle will be in a tuck-in state is estimated, and is detected by the torque detection means. It is also possible to adopt a mode in which the tack-in state is estimated when the torque exceeds a predetermined threshold value.

  Furthermore, the predetermined behavior control is a braking force distribution control for controlling the distribution of the braking force when the vehicle is turning, and the larger the torque detected by the torque detection means, the more the outer wheel is compared with the braking force of the turning inner wheel of the vehicle. The braking force can be increased.

  The predetermined behavior control is a braking force distribution control for controlling the distribution of the braking force when the vehicle is turning. When the torque detected by the torque detecting means exceeds a predetermined threshold value, the braking force distribution control is performed. It can also be set as the aspect which starts.

  Furthermore, the predetermined behavior control is brake pad position correction control for changing the brake pad position, and the larger the torque detected by the torque detecting means, the larger the position of the brake pad is changed by the brake pad position correction control. It can also be set as an aspect.

  The predetermined behavior control is a brake pad position correction control for changing the brake pad position. When the torque detected by the torque detection means exceeds a predetermined threshold, the brake pad position correction control is performed. It can also be set as the aspect which starts.

  The predetermined behavior control is control for stabilizing the behavior of the vehicle. When the vehicle is at a predetermined speed or less, the torque detected by the torque detection means is set as one of the start conditions in the predetermined behavior control. It can also be.

  According to the vehicle behavior control apparatus of the present invention, it is possible to appropriately control the behavior of the vehicle even when the detection accuracy of the lateral acceleration by the lateral acceleration sensor is low. Further, it is possible to detect the lateral acceleration without using the lateral acceleration sensor, thereby reducing the number of parts.

  Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. In the vehicle behavior control apparatus according to the present embodiment, control for preventing tuck-in when the vehicle turns is performed. FIG. 1 is a schematic configuration diagram of a vehicle including a behavior control apparatus according to the first embodiment.

  As shown in FIG. 1, the vehicle 1 is provided with a steering wheel 2. One end of a steering shaft 3 is connected to the steering wheel 2, and a pinion gear 4 in a rack and pinion mechanism is provided at the other end of the steering shaft 3. Further, the rack shaft 5 of the rack and pinion mechanism is disposed on the other end portion side of the steering shaft 3, and the rack and pinion mechanism is configured by meshing the pinion gear 4 and the rack shaft 5. The steering system of the present invention is configured by the steering wheel 2, the steering shaft 3, the rack and pinion mechanism, and the like.

  Further, front wheels 7L and 7R serving as steered wheels and drive wheels are attached to both ends of the rack shaft 5 through tie rods (not shown). When the driver rotates the steering wheel 2, the rotation of the steering wheel 2 is transmitted to the front wheels 7L and 7R attached to the tip of the rack shaft 5 via the steering shaft 3 and the rack and pinion mechanism, and the front wheels 7L and 7R are transmitted. The vehicle is steered left or right according to the rotation of the steering wheel 2. Further, rear wheels 8L and 8R serving as driven wheels are provided at the rear portion of the vehicle 1.

  Further, the vehicle 1 is provided with an electric power steering device 10. The electric power steering apparatus 10 includes a steering angle sensor 11, an EPS ECU 12, an electric motor 13, and a torque sensor 14.

  The steering angle sensor 11 is attached to the steering shaft 3 and detects the steering angle by detecting the rotation angle of the steering shaft 3. The steering angle sensor 11 outputs the detected steering angle to the EPS ECU 12. The EPS ECU 12 calculates an auxiliary steering force to be added to the steering system based on the steering angle output from the steering angle sensor 11, the torque value output from the torque sensor 14, and the like. The EPS ECU 12 outputs a current value corresponding to the calculated auxiliary steering force to the electric motor 13. The electric motor 13 applies an auxiliary steering force to the steering shaft 3 via a gear mechanism (not shown) according to the output current value. The torque sensor 14 is attached to the steering shaft 3 and detects torque applied to the steering shaft 3.

  The vehicle 1 is provided with a vehicle behavior control device 20. The behavior control device 20 is provided with an ECU 21, a current / voltage sensor 22 that is a current / voltage value detection means of the present invention that detects a current of the electric motor 13, and a torque sensor 23 that is a torque detection means. The electric motor 13 also functions as a turning force generating means in the behavior control device 20.

  The current voltage sensor 22 detects the current value of the current flowing through the electric motor 13. The current / voltage sensor 22 outputs the detected current value to the ECU 21. The torque sensor 23 is attached to the steering shaft 3 and detects torque (torque value) applied to the steering shaft 3. Further, the torque sensor 23 outputs the detected torque value to the ECU 21.

  Further, the vehicle 1 is provided with a vehicle speed sensor 31 for detecting the speed (vehicle speed) of the vehicle, and the wheels 7L, 7R, 8L, and 8R have wheel speed sensors 32A and 32B for detecting the respective wheel speeds. , 32C, 32D. Further, the vehicle 1 is provided with a lateral acceleration sensor 33 that detects the lateral acceleration of the vehicle. The vehicle speed sensor 31 outputs the detected vehicle speed to the ECU 21, and the wheel speed sensors 32A, 32B, 32C, 32D output the detected wheel speeds of the wheels 7L, 7R, 8L, 8R to the ECU 21, respectively. Further, the lateral acceleration sensor 33 outputs the detected lateral acceleration to the ECU 21.

  Further, the vehicle 1 is provided with an engine 40, and an engine control device (hereinafter referred to as “EFI”) 41 for controlling the engine is connected to the engine 40. The engine 40 is provided with an injector (not shown) for injecting fuel, and the EFI 41 controls the amount of fuel injected from the injector. The EFI 41 is connected to the ECU 21. A torque converter and a transmission 42 are connected to the engine 40, and the front wheels 7 </ b> L and 7 </ b> R are rotationally driven via the drive shaft 43 by driving the engine 40. Further, an accelerator pedal (not shown) is connected to the EFI 41, and the amount of fuel injected from the injector is controlled in accordance with the operation amount of the accelerator pedal and a signal from the ECU 21.

  In addition, braking devices 51A to 51D are provided on the wheels 7L, 7R, 8L, and 8R, respectively. Each of the braking devices 51A to 51D includes a brake pad (not shown) and a disk serving as a brake pad sliding portion. Further, the braking devices 51 </ b> A to 51 </ b> D are connected to the hydraulic control circuit 52. The hydraulic control circuit 52 is provided with a pump and a valve, and supplies brake oil to the brake devices 51A to 51D. The hydraulic control circuit 52 is connected to the ECU 21 and operates each pump and valve based on a signal from the ECU 21. A brake pedal (not shown) is connected to the ECU 21, and the ECU 21 determines the braking amount of each wheel 7L, 7R, 8L, 8R according to the amount of operation of the brake pedal by the driver and behavior control described later. ing.

  The ECU 21 determines the current value output from the current / voltage sensor 22, the vehicle speed output from the vehicle speed sensor 31, the wheel speeds of the wheels 7L, 7R, 8L, and 8R output from the wheel speed sensors 32A, 32B, 32C, and 32D. Based on the above, the behavior control of the vehicle is performed. Specific behavior control will be described in detail later.

  A control procedure in the behavior control apparatus 20 according to the present embodiment having the above configuration will be described. FIG. 2 is a flowchart showing a control procedure in the behavior control apparatus according to the present embodiment. In the behavior control here, the possibility that the vehicle will be in the tuck-in state is estimated, and when the possibility that the vehicle will be in the tuck-in state is estimated, stabilization control is performed to stabilize the behavior of the vehicle.

  As shown in FIG. 2, in the behavior control apparatus 20 according to the present embodiment, first, it is determined whether the road on which the vehicle travels is a good road that has been paved, and the road surface is good (S11). ). The determination as to whether or not the road surface is good is performed using, for example, a road surface state detecting means or a navigation device using image processing (not shown).

  As a result, when it is determined that the road surface on which the vehicle travels is unpaved and the road surface is not good, it is difficult to perform reliable stabilization control, and thus the control is terminated. On the other hand, when it is determined that the road surface is good, it is determined whether or not communication is enabled between the ECU 21 and the EPS ECU 12 and between the ECU 21 and the EFI 41 (S12). As a result, when it is determined that the communication between the two is not effective, it is difficult to perform appropriate stabilization control, and thus the control is terminated. When it is determined that the communication between the two is valid, it is determined whether or not the wheel diameter correction is incomplete (S13). The wheel diameter correction is performed by the ECU 21 while the vehicle is traveling, and the ECU 21 determines whether or not the wheel diameter correction has been completed.

  As a result of determining whether or not the wheel diameter correction is incomplete, if the wheel diameter correction is incomplete, the accuracy of the lateral acceleration of the vehicle detected by the lateral acceleration sensor 33 is lowered. Therefore, when detecting the lateral acceleration of the vehicle, instead of the lateral acceleration detected by the lateral acceleration sensor, the current value of the electric motor 13 in the electric power steering device 10 detected by the current voltage sensor 22 (hereinafter referred to as “EPS assist”). EPSi) is used.

  A relationship between the lateral acceleration of the vehicle and the EPS assist current value will be described. The present inventors conducted an experiment to examine the relationship between the lateral acceleration of the vehicle and the EPS assist current value. This experiment was performed by acquiring data when the road surface was dry and the vehicle was driven so that the vehicle satisfied the condition of R = 60 (m). A graph obtained from this experiment is shown in FIG.

  As shown in FIG. 3, a correlation close to a proportional relationship is seen between the lateral acceleration Gy of the vehicle and the EPS assist current value EPSi in a range where the lateral acceleration Gy of the vehicle and the EPS assist current value EPSi are small. It is done. In particular, it has been found that a correlation close to a proportional relationship is recognized in the range where the assist current value is −10 A to 10 A (lateral G is −0.4 G to 0.4 G). By utilizing this characteristic, in a state where the wheel diameter correction in which the detection accuracy of the lateral acceleration sensor is low is incomplete, the stabilization control is performed using the EPS assist current value EPSi instead of the lateral acceleration Gy of the vehicle. The ECU 21 stores a map indicating the correspondence between the EPS assist current value EPSi and the lateral acceleration.

  Considering the above experimental results, if it is determined in step S13 that the wheel diameter correction is incomplete, it is determined whether or not all of the following four conditions are satisfied (S14). The first condition is that the vehicle speed of the vehicle output from the vehicle speed sensor 31 is within a predetermined range, and the second condition is that the EPS assist current value EPSi1 exceeds a predetermined first threshold value ThA. It is that you are. The third condition is that the accelerator is turned from ON to OFF, and the fourth condition is that the brake pedal is not depressed.

  In a state where the EPS assist current value EPSi1 exceeds a predetermined threshold value when the vehicle speed of the vehicle 1 is equal to or lower than a predetermined speed and within a predetermined range, a lateral acceleration of a predetermined magnitude or more is generated in the vehicle 1. It is in the state. In other words, the vehicle 1 is in a turning state running on a curve. In this turning state, when the accelerator in the ON state is turned OFF and the brake is not depressed, there is a possibility that tuck-in may occur.

  As a result of the determination in step S14, if at least one of the four conditions is not satisfied, the possibility of tuck-in is very low. Therefore, in this case, the control is terminated without performing the stabilization control. On the other hand, when it is determined that all four conditions are satisfied, there is a high possibility that tuck-in will occur. In this case, the anti-tack-in request torque B is calculated to start the stabilization control (S15). The anti-tack-in request torque B is calculated based on the vehicle speed of the vehicle 1, the EPS assist current value EPSi1, and the like. Specifically, the anti-tuck-in required torque B is increased as the vehicle speed of the vehicle 1 is higher and the EPS assist current value EPSi1 is larger.

  The ECU 21 outputs the calculated anti-tack-in request torque B to the EFI 41. In the EFI 41, an amount of fuel corresponding to the output anti-tack-in request torque B is injected from the injector in the engine 40. Thus, although the accelerator is OFF, the engine 40 is driven to prevent tuck-in and stabilize the behavior of the vehicle 1.

  When the anti-tuck-in request torque B is calculated in this way, it is determined whether any of the following four conditions is satisfied (S16). The first condition is that the vehicle speed is out of the predetermined range, and the second condition is that the subsequently detected EPS assist current value EPSi2 is less than a predetermined second threshold value ThC. Here, the second threshold value ThC is set to a value smaller than the first threshold value ThA. The third condition is that the brake is depressed, and the fourth condition is that the control is continued for a certain time, in other words, the output of the anti-tuck-in request torque B is continued for a certain time or more. It is that you are.

  In step S16, when any of the above four conditions is satisfied, the possibility of tuck-in is extremely low. Therefore, in this case, the control is terminated. On the other hand, when all of the above four conditions are not satisfied, a state in which there is still a high possibility that tuck-in will occur. In this case, returning to step S15, the anti-tuck-in request torque B is calculated, the tack-in state is prevented, and the behavior of the vehicle 1 is stabilized.

  In this way, when the wheel diameter correction is incomplete, stabilization control is performed using the EPS assist current value EPSi.

  Returning to step S13, if the wheel diameter correction is not incomplete in step S13, but is completed, the lateral acceleration can be detected with high accuracy by the lateral acceleration sensor 33. Therefore. In this case, it is determined whether or not the following three conditions are satisfied (S17). The first condition is that the lateral acceleration Gy1 detected by the lateral acceleration sensor 33 exceeds a predetermined first threshold value Thα. The second condition is that the accelerator is switched from ON to OFF, and the third condition is that the brake pedal is not depressed.

  As a result, when at least one of the three conditions in step S17 is not satisfied, the possibility of tuck-in is very low. Therefore, in this case, the control is terminated without performing the stabilization control. On the other hand, when it is determined that all the three conditions are satisfied, there is a high possibility that tuck-in will occur. In this case, in order to prevent tuck-in, the target longitudinal acceleration Gx corresponding to the lateral acceleration detected by the lateral acceleration sensor 33 is calculated (S18).

When the target longitudinal acceleration Gx is thus calculated, the target torque T for achieving the target longitudinal acceleration Gx is calculated by the following equation (1) (S19).
T = Gx × (vehicle mass) × R (set value) × 9.8 / (gear ratio) (1)
After calculating the target torque T in this way, the ECU 21 outputs the calculated target torque to the EFI 41. In the EFI 41, an amount of fuel that achieves the output target torque T is injected from an injector in the engine 40. Thus, although the accelerator is OFF, the engine 40 is driven to prevent tuck-in and stabilize the behavior of the vehicle 1.

  Thereafter, when the vehicle 1 is stabilized, it is determined whether any of the following three conditions is satisfied (S20). The first condition is that the lateral acceleration Gy2 output from the lateral acceleration sensor 33 detected thereafter is less than a predetermined second threshold value Thβ. Here, the second threshold value Thβ is set as a value smaller than the first threshold value Thα. The second condition is that the brake is stepped on, and the third condition is that the control has continued for a certain time, in other words, the calculation of the target torque is repeated for a certain time.

  In step S20, if any of the above three conditions is satisfied, the possibility of tuck-in is extremely low. Therefore, in this case, the control is terminated. On the other hand, when all of the above three conditions are not satisfied, a state in which there is still a high possibility that tuck-in will occur. In this case, returning to step S18, the target longitudinal acceleration Gx is calculated, and further the target torque is calculated to prevent the tuck-in state and stabilize the behavior of the vehicle 1.

  As described above, in the vehicle behavior control apparatus according to the present embodiment, when the correction of the wheel diameter is incomplete and the detection accuracy of the lateral acceleration in the lateral acceleration sensor 33 is low, the EPS assist current value is used instead of the lateral acceleration. Stabilization control is performed using EPSi. For this reason, even if the detection accuracy of the lateral acceleration sensor is low, the stabilization control can be performed with high accuracy. Therefore, stabilization control can be started at an early timing.

  In the above embodiment, whether to start the stabilization control by using either the EPS assist current value EPSi or the lateral acceleration detected by the lateral acceleration sensor 33 depending on whether or not the wheel diameter correction is incomplete. Is determined. In contrast, it is also possible to determine whether or not to start the stabilization control based on the EPS assist current value EPSi without providing a lateral acceleration sensor. In this case, there is no need to provide a lateral acceleration sensor, which can contribute to a reduction in the number of parts.

  Next, a second embodiment of the present invention will be described. In the vehicle behavior control apparatus according to the present embodiment, turning braking force distribution control for distributing turning braking force during turning of the vehicle is performed. This turning braking force distribution control is a control performed to prevent a phenomenon that the vehicle tries to enter the inside of the turn despite the constant steering angle caused by braking during steady turning of the vehicle. is there. Specifically, in the turning braking force distribution control, as the lateral acceleration increases, the distribution when the vehicle turns deeper, in other words, the front / rear wheel distribution ratio of the braking force is controlled closer to the outer wheel. Here, the outer wheel is a left wheel when the vehicle is turning right, and a right wheel when the vehicle is turning left.

  The behavior control device according to the present embodiment has the same device configuration (hardware configuration) as that of the first embodiment, and the control in the ECU 21 is mainly different. Therefore, the control procedure will be described below. FIG. 4 is a flowchart showing a control procedure in the behavior control apparatus according to the present embodiment.

  As shown in FIG. 4, in the behavior control apparatus according to the present embodiment, first, the road on which the vehicle travels is a good road that has been paved in the same procedure as in the first embodiment, and the road surface is good. It is determined whether or not (S21). As a result, when it is determined that the road surface on which the vehicle is traveling is unpaved and the road surface is not good, it is difficult to perform reliable braking force distribution control, and thus the control is terminated. On the other hand, if it is determined that the road surface is good, it is determined whether or not communication is enabled between the ECU 21 and the EPS ECU 12 (S22). As a result, when it is determined that the communication between the two is not effective, it is difficult to perform appropriate braking force distribution control, and thus the control is terminated.

  If it is determined that the communication between the ECU 21 and the EPS ECU 12 is valid, it is determined whether or not the brake has been depressed (S23). If the brake is not depressed, no braking force is generated and there is no need to distribute the braking force, so the control ends. On the other hand, when it is determined that the brake is depressed, it is determined whether or not the wheel diameter correction is incomplete by the same procedure as in the first embodiment (S24).

  As a result, when the wheel diameter correction is not completed, the accuracy of the lateral acceleration detected by the lateral acceleration sensor 33 is not high as in the first embodiment. Therefore, when detecting the lateral acceleration of the vehicle, the EPS assist current value EPSi is used instead of the lateral acceleration detected by the lateral acceleration sensor, as in the first embodiment.

  Therefore, if it is determined in step S24 that the wheel diameter correction has not been completed, it is determined whether or not the EPS assist current value EPSi1 exceeds a predetermined first threshold value ThA (S25). The first threshold value ThA is set in advance as an EPS assist current value corresponding to the lateral acceleration that requires distribution of the braking force.

  As a result, when it is determined that the EPS assist current value EPSi1 does not exceed the first threshold value ThA, it can be determined that the vehicle is not turning to the extent that the braking force needs to be distributed. End control. On the other hand, when it is determined that the EPS assist current value EPSi1 exceeds the first threshold value ThA, the hydraulic control circuit 52 controls the braking devices 51A to 51D provided on the wheels 7L, 7R, 8L, and 8R. Then, by maintaining the braking force of the inner wheel in the turning direction (S26), the distribution of the braking force is made closer to the outer wheel.

  Then, it is determined whether the EPS assist current value EPSi2 detected thereafter is smaller than a predetermined second threshold value ThC (S27). Here, the second threshold value ThC is a value smaller than the first threshold value ThA used in step S25. As a result, when it is determined that the EPS assist current value EPSi2 is not smaller than the second threshold value ThC, it is determined that it is necessary to further distribute the braking force, and the brake of the inner wheel in the turning direction is held. Continue (S26). If it is determined that the EPS assist current value EPSi2 is smaller than the second threshold value ThC, the distribution of the braking force is not necessary, and the process ends.

  As described above, by using the EPS assist current value EPSi detected by the current / voltage sensor 22 instead of the lateral acceleration detected by the lateral acceleration sensor 33, the braking force distribution control can be reliably performed.

  If it is determined in step S24 that the wheel diameter correction has been completed and is not incomplete, the lateral acceleration sensor 33 has high detection accuracy of the lateral acceleration of the vehicle. In this case, it is determined whether or not the lateral acceleration Gy1 detected by the lateral acceleration sensor 33 is larger than a predetermined first threshold value Thα (S28). The first threshold value Thα is set in advance as a lateral acceleration that requires a distribution of braking force.

  As a result, when it is determined that the lateral acceleration Gy1 is larger than the first threshold value Thα, the hydraulic control circuit 52 controls the braking devices 51A to 51D provided on the wheels 7L, 7R, 8L, 8R, By maintaining the braking force of the inner wheel in the turning direction (S29), the braking force is distributed closer to the outer wheel.

  Then, it is determined whether or not the lateral acceleration Gy2 subsequently detected by the lateral acceleration sensor 33 is smaller than a predetermined second threshold value Thβ (S30). Here, the second threshold value Thβ is smaller than the first threshold value Thα used in step S28. As a result, when it is determined that the lateral acceleration Gy2 is not smaller than the second threshold Thβ, it is determined that it is necessary to further distribute the braking force, and the holding of the brake on the inner wheel in the turning direction is continued. (S26). If it is determined that the lateral acceleration Gy2 is smaller than the second threshold value Thβ, the distribution of the braking force is unnecessary, and the process is terminated.

  As described above, in the vehicle behavior control apparatus according to the present embodiment, when the correction of the wheel diameter is incomplete and the detection accuracy of the lateral acceleration in the lateral acceleration sensor 33 is low, the EPS assist current value is used instead of the lateral acceleration. The braking force distribution control is performed using EPSi. For this reason, even if the detection accuracy of the lateral acceleration sensor is low, the braking force distribution control can be performed with high accuracy.

  Here, in the above-described embodiment, when the EPS assist current value is larger than the first threshold value, the control for holding the braking force of the inner wheel in the turning direction is performed, but depending on the magnitude of the EPS assist current value. Thus, the brake force of the inner wheel can be distributed to the outer wheel.

  Moreover, in the said embodiment, whether braking force distribution control is started using either EPS assist electric current value EPSi or the lateral acceleration detected by the lateral acceleration sensor 33 by whether wheel diameter correction is incomplete. Have decided. In contrast, it is also possible to determine whether or not to start the braking force distribution control based on the EPS assist current value EPSi without providing a lateral acceleration sensor. In this case, there is no need to provide a lateral acceleration sensor, which can contribute to a reduction in the number of parts.

  Next, a third embodiment of the present invention will be described. In the vehicle behavior control apparatus according to this embodiment, when there is a possibility that the brake pad is pushed back due to the knockback, the brake oil cylinder is pressurized and controlled by the hydraulic control circuit. Control for correcting the position (hereinafter referred to as “precharge control”) is performed.

  When the vehicle is traveling on a dry road surface and abrupt steering is performed to avoid an obstacle, the brake rotor is elastically deformed by a high lateral force acting on the front wheel tire, and the wheel cylinder is So-called knockback that is pushed back easily occurs. This control is performed to prevent a delay in braking due to the knockback.

  The behavior control device according to the present embodiment has the same device configuration (hardware configuration) as that of the first embodiment, and the control in the ECU 21 is mainly different. Therefore, the control procedure will be described below. FIG. 5 is a flowchart showing a control procedure in the behavior control apparatus according to the present embodiment.

  As shown in FIG. 5, in the behavior control apparatus according to the present embodiment, first, the road on which the vehicle travels is a good road that has been paved or the like according to the same procedure as in the first embodiment, and the road surface is good. It is determined whether or not (S31). As a result, when it is determined that the road surface on which the vehicle is traveling is unpaved and the road surface is not good, it is difficult to perform reliable braking force distribution control, and thus the control is terminated. On the other hand, when it is determined that the road surface is good, it is determined whether or not communication is enabled between the ECU 21 and the EPS ECU 12 (S32). As a result, when it is determined that the communication between the two is not effective, it is difficult to perform appropriate braking force distribution control, and thus the control is terminated.

  When it is determined that communication between the ECU 21 and the EPS ECU 12 is valid, it is determined whether any of the following five conditions is satisfied (S33). The first condition is that the EPS assist current value EPSi exceeds a predetermined EPS assist current value threshold Th1, and the second condition is that the steering angular speed exceeds a predetermined steering angular speed threshold Th2. That is. Among these, the EPS assist current value EPSi uses the EPS assist current value detected by the current voltage sensor 22. The third condition is that the predetermined understeer state amount exceeds the understeer state amount threshold Th3, and the fourth condition is that the speed drop of the rear inner wheel is a predetermined drop speed threshold Th4. It is that it exceeded. The fifth condition is that the lateral acceleration of the vehicle exceeds a predetermined lateral acceleration threshold Th5.

  When one or more of the five conditions shown in step S33 are satisfied, there is an increased possibility of a braking delay due to knockback. Therefore, in this case, the brake devices 51A to 51D provided on the wheels 7L, 7R, 8L, and 8R are controlled by the hydraulic control circuit 52, and the positions of the brake pads in the brake devices 51A to 51D are controlled by the brake pad sliding portion. The hydraulic pressure of the brake oil cylinder is increased and adjusted to a certain degree so as to approach (S34). Thus, precharge control is started.

  On the other hand, when it is determined that all the five conditions in step S33 are not satisfied, the possibility of a delay in braking due to knockback is very low. Therefore, in this case, the control is terminated without pressurizing the brake oil cylinder and starting the precharge control (35).

  As described above, the behavior control apparatus according to the present embodiment uses the EPS assist current value EPSi to determine whether to start precharge control. For this reason, the braking force distribution control can be performed with high accuracy even when the detection accuracy of the lateral acceleration sensor is low. Further, by using the EPS assist current value EPSi, it is possible to detect the lateral acceleration earlier than the lateral acceleration sensor 33 detects a predetermined lateral acceleration. Therefore, the precharge control can be started earlier.

  Here, in the above embodiment, the lateral acceleration is detected as the fifth condition for starting the precharge control. However, the fifth condition is eliminated, and the precharge control is performed from the four conditions without detecting the lateral acceleration. It is also possible to determine the conditions for starting. In this case, there is no need to provide a lateral acceleration sensor, which can contribute to a reduction in the number of parts. Moreover, in the said embodiment, although the pressurization degree at the time of pressurizing a brake oil cylinder is made constant, a pressurization degree can also be adjusted according to the magnitude | size of EPS assist electric current value EPSi, for example.

  Next, a fourth embodiment of the present invention will be described. In the behavior control apparatus according to the fourth embodiment of the present invention, FIG. 6 determines a condition for starting vehicle stability control (hereinafter referred to as “VSC”) control as control for stabilizing the behavior of the vehicle. When performing VSC control, the lateral acceleration associated with the vehicle is used. However, when the vehicle speed is in the low speed range, it is difficult to increase the lateral acceleration detection accuracy by the lateral acceleration sensor 33. There is a risk that the start of VSC control will be delayed. In the behavior control apparatus according to the present embodiment, VSC control is quickly started even when the vehicle speed is in the low speed range.

  The behavior control device according to the present embodiment has the same device configuration (hardware configuration) as that of the first embodiment, and the control in the ECU 21 is mainly different. Therefore, the control procedure will be described below. FIG. 6 is a flowchart showing a control procedure in the behavior control apparatus according to the present embodiment.

  As shown in FIG. 6, in the behavior control apparatus according to the present embodiment, first, the road on which the vehicle travels is a good road that has been paved or the like according to the same procedure as in the first embodiment, and the road surface is good. It is determined whether or not (S41). As a result, when it is determined that the road surface on which the vehicle travels is unpaved and the road surface is not good, it is difficult to perform reliable VSC control, and thus the control is terminated. On the other hand, when it is determined that the road surface is good, it is determined whether or not communication is enabled between the ECU 21 and the EPS ECU 12 (S42). As a result, when it is determined that the communication between the two is not effective, it is difficult to perform appropriate VSC control, and thus the control is terminated.

  When it is determined that communication between the ECU 21 and the EPS ECU 12 is valid, it is determined whether or not the vehicle speed (vehicle speed) output from the vehicle speed sensor 31 is smaller than a predetermined vehicle speed threshold value VTh. (S43). As a result, when it is determined that it is smaller than the predetermined vehicle body speed threshold value, the detection accuracy by the lateral acceleration sensor 33 is not high, so that the EPS assist current value EPSi output from the current voltage sensor 22 as the lateral acceleration. The lateral acceleration corresponding to is adopted (S44). Thereafter, the VSC control is started using the lateral acceleration corresponding to the EPS assist current value EPSi (S46).

  On the other hand, when the vehicle body speed is not smaller than the vehicle body speed threshold value VTh, since the detection accuracy of the lateral acceleration sensor 33 is high, the detection value detected by the lateral acceleration sensor 33 is adopted as the lateral acceleration ( S45). Thereafter, VSC control is started using the lateral acceleration detected by the lateral acceleration sensor 33 (S46).

  As described above, in the behavior control device according to the present embodiment, when the detection accuracy of the lateral acceleration sensor is low, the VSC control is started using the lateral acceleration according to the EPS assist current value EPSi, and the lateral acceleration sensor 33 The VSC control is performed using the detection value of the lateral acceleration sensor 33 in a state where the detection accuracy is high. For this reason, even when the vehicle speed is in the low speed range, the VSC control can be performed with high accuracy, and the VSC control can be started at an early stage.

  In the above embodiment, it is determined whether to start the VSC control using the EPS assist current value EPSi or the lateral acceleration detected by the lateral acceleration sensor 33 according to the speed of the vehicle body speed. In contrast, it is also possible to determine whether or not to start the braking force distribution control based on the EPS assist current value EPSi without providing a lateral acceleration sensor. In this case, there is no need to provide a lateral acceleration sensor, which can contribute to a reduction in the number of parts.

  The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments. For example, in the above embodiment, the lateral acceleration corresponding to the EPS assist current value is used, but the lateral acceleration is the EPS value together with the voltage value of the electric motor 13 in the electric power steering device 10 detected by the current voltage sensor 22. It has the same relationship as the assist current value. Accordingly, instead of the EPS assist current value, a lateral acceleration corresponding to the voltage value of the electric motor can be used.

  Further, the lateral acceleration applied to the vehicle has a correlation with the torque related to the steering system detected by the torque sensor 14. The present inventors conducted an experiment to investigate the relationship between the torque applied to the steering system and the lateral acceleration. This experiment was performed by running slalom in a range where the vehicle speed was 100 km / h and the turning angle was ± 90 °. A graph obtained from this experiment is shown in FIG. In addition, the time change of the vehicle speed at the time of slalom running is shown in FIG. 8 (a), and the time change of the steering angle is shown in FIG. 8 (b). Moreover, the time change of a torque value is shown to Fig.9 (a), and the time change of horizontal G is shown to FIG.9 (b), respectively.

  FIG. 7 is a graph showing the relationship between the lateral acceleration of the vehicle and the torque value of the torque applied to the steering system. From the results shown in FIG. 7, it was found that there is a certain correlation between the lateral acceleration of the vehicle and the torque value. From this, it was found that the lateral acceleration of the vehicle can be detected by detecting the torque value of the steering system. In particular, a clear correlation is recognized in the range of 0 Nm to 5 Nm, 0 Nm to -5 Nm at the time of rounding up, and -3 Nm to 0 Nm, 3 Nm to 0 Nm at the time of switching back (lateral G is -0.4 G to 0.4 G). It is done. Here, the torque value when the steering wheel 2 is turned to the right is positive. From this, it is understood that the lateral G can be detected from the assist current with higher accuracy when it is within the range of 0Nm to 5Nm and 0Nm to -5Nm (lateral G is -0.4G to 0.4G) at the time of rounding. It was.

  As described above, since there is a certain correlation between the lateral acceleration of the vehicle and the torque applied to the steering system, instead of the EPS assist current value, the torque value applied to the steering system detected by the torque sensor 14 is used. The lateral acceleration can be obtained, and the behavior control shown in each of the above embodiments can be performed using the lateral acceleration. In addition, although the current voltage sensor 22 and the torque sensor 14 are provided so that all of the current value, the voltage value, and the torque value can be detected, a mode in which one of these is detected to obtain the lateral acceleration is adopted. You can also.

1 is a schematic configuration diagram of a vehicle including a lateral acceleration detection device according to an embodiment. It is a flowchart which shows the control procedure in the behavior control apparatus which concerns on 1st embodiment. It is a graph which shows the relationship between a lateral acceleration and EPS assist electric current value. It is a flowchart which shows the control procedure in the behavior control apparatus which concerns on 2nd embodiment. It is a flowchart which shows the control procedure in the behavior control apparatus which concerns on 3rd embodiment. It is a flowchart which shows the control procedure in the behavior control apparatus which concerns on 4th embodiment. It is a graph which shows the relationship between the lateral acceleration of the vehicle in the experiment which performed slalom driving | running | working, and the torque value concerning a steering system. It is a graph in the experiment which performed slalom driving | running | working, (a) is a graph which shows the time change of a vehicle speed, (b) is a graph which shows the time change of a steering angle. It is a graph in the experiment which performed slalom driving | running | working, (a) is a graph which shows the time change of a torque value, (b) is a graph which shows the time change of a lateral acceleration.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Steering wheel, 3 ... Steering shaft, 4 ... Pinion gear, 5 ... Rack shaft, 7L, 7R ... Front wheel, 8L, 8R ... Rear wheel, 10 ... Electric power steering device, 11 ... Steering angle sensor, DESCRIPTION OF SYMBOLS 12 ... EPSECU, 13 ... Electric motor, 14 ... Torque sensor, 20 ... Behavior control device, 21 ... ECU, 22 ... Current voltage sensor, 23 ... Torque sensor, 31 ... Vehicle speed sensor, 32A, 32B, 32C, 32D ... Wheel speed Sensor, 33 ... Lateral acceleration sensor, 40 ... Engine, 41 ... EFI, 42 ... Transmission, 43 ... Drive shaft, 51A-51D ... Braking device, 52 ... Hydraulic control circuit.

Claims (16)

A steering force generating means for providing a steering system with a steering force for steering the wheels in the vehicle by supplying an electric current;
Current / voltage value detection means for detecting at least one of the current value and the voltage value of the current in the steering force generating means;
A vehicle behavior control apparatus that controls vehicle behavior based on at least one of a current value and a voltage value detected by the current / voltage detection means. The predetermined behavior control is a stabilization control that estimates a possibility that the vehicle will be in a tuck-in state, and stabilizes the behavior of the vehicle when the possibility that the vehicle will be in a tuck-in state is estimated.
The degree of stabilizing the behavior of the vehicle by the stabilization control is increased when the current value detected by the current / voltage detection means is larger when the current value is smaller or when the current value is larger than when the voltage value is small. The vehicle behavior control apparatus described. The predetermined behavior control is a stabilization control that estimates a possibility that the vehicle will be in a tuck-in state, and stabilizes the behavior of the vehicle when the possibility that the vehicle will be in a tuck-in state is estimated.
The vehicle behavior control device according to claim 1, wherein the tuck-in state is estimated when at least one of a current value and a voltage value detected by the current / voltage detection means exceeds a predetermined threshold value. The predetermined behavior control is braking force distribution control for controlling distribution of braking force when the vehicle turns.
The braking force of the outer wheel is made larger than the braking force of the turning inner wheel of the vehicle when the current value detected by the current / voltage detection means is larger when the current value is smaller or when the current value is larger than when the voltage value is small. The vehicle behavior control device according to claim 1. The predetermined behavior control is braking force distribution control for controlling distribution of braking force when the vehicle turns.
2. The vehicle behavior control according to claim 1, wherein the braking force distribution control is started when at least one of a current value and a voltage value detected by the current / voltage detection means exceeds a predetermined threshold value. apparatus. The predetermined behavior control is brake pad position correction control for changing a brake pad position,
The position of the brake pad is largely changed by the brake pad position correction control when the current value detected by the current / voltage detection means is larger when the current value is smaller or when the current value is larger than when the voltage value is small. The vehicle behavior control apparatus described. The predetermined behavior control is brake pad position correction control for changing a brake pad position,
The vehicle behavior according to claim 1, wherein the brake pad position correction control is started when at least one of a current value and a voltage value detected by the current / voltage detection means exceeds a predetermined threshold value. Control device. The predetermined behavior control is control for stabilizing the behavior of the vehicle,
2. The vehicle according to claim 1, wherein when the vehicle is equal to or lower than a predetermined speed, at least one of a current value and a voltage value detected by the current / voltage detection unit is set as one of start conditions in the predetermined behavior control. Behavior control device. A steering force generating means for providing a steering system with a steering force for steering the wheels in the vehicle by supplying an electric current;
Torque detecting means for detecting torque in a vehicle steering system;
A vehicle behavior control apparatus that performs vehicle behavior control based on the torque detected by the torque detection means. The predetermined behavior control is a stabilization control that estimates a possibility that the vehicle will be in a tuck-in state, and stabilizes the behavior of the vehicle when the possibility that the vehicle will be in a tuck-in state is estimated.
The vehicle behavior control apparatus according to claim 9, wherein the degree of stabilizing the behavior of the vehicle by the stabilization control is increased as the torque detected by the torque detection unit is larger. The predetermined behavior control is a stabilization control that estimates a possibility that the vehicle will be in a tuck-in state, and stabilizes the behavior of the vehicle when the possibility that the vehicle will be in a tuck-in state is estimated.
The vehicle behavior control device according to claim 9, wherein the tuck-in state is estimated when a torque detected by the torque detection unit exceeds a predetermined threshold value. The predetermined behavior control is braking force distribution control for controlling distribution of braking force when the vehicle turns.
The vehicle behavior control device according to claim 9, wherein the greater the torque detected by the torque detection means, the greater the braking force of the outer wheel compared to the braking force of the turning inner wheel of the vehicle. The predetermined behavior control is braking force distribution control for controlling distribution of braking force when the vehicle turns.
The vehicle behavior control device according to claim 9, wherein the braking force distribution control is started when the torque detected by the torque detection means exceeds a predetermined threshold value. The predetermined behavior control is brake pad position correction control for changing a brake pad position,
The vehicle behavior control device according to claim 9, wherein the position of the brake pad is largely changed by the brake pad position correction control as the torque detected by the torque detection unit is larger. The predetermined behavior control is brake pad position correction control for changing a brake pad position,
The vehicle behavior control device according to claim 9, wherein the brake pad position correction control is started when the torque detected by the torque detection means exceeds a predetermined threshold value. The predetermined behavior control is control for stabilizing the behavior of the vehicle,
2. The vehicle behavior control device according to claim 1, wherein when the vehicle is at a predetermined speed or less, the torque detected by the torque detecting means is one of the start conditions in the predetermined behavior control.

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