JP2008273360A - Motion control device of vehicle and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the erroneous intervention of a vehicle stabilization control device in carrying out lane maintaining control or lane deviation preventing control using a brake on a vehicle loaded with the vehicle stabilization control device to control to reduce a difference between a target vehicle behavior and an actual vehicle behavior. <P>SOLUTION: The target vehicle behavior is decided based on the requested yaw moment outputted from higher-ranking application such as the lane maintaining control, the lane deviation preventing control, etc. in addition to a steering angle and a vehicle velocity, and the vehicle is controlled so as to reduce an absolute value of vehicle behavior deviation from the target vehicle behavior. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention provides vehicle stabilization control that suppresses undesired vehicle behavior such as vehicle spin and drift-out, and other controls, for example, lane maintenance control that keeps the vehicle in the center of the driving lane and the driving lane. The present invention relates to a vehicle that performs a plurality of controls such as a lane departure prevention control and a vehicle motion control device that performs a plurality of controls.

  Conventionally, the vehicle behavior desired by the driver is obtained from the steering angle and the vehicle speed, and the vehicle behavior deviation, which is the difference between the target vehicle behavior and the actual vehicle behavior, is calculated using the vehicle behavior as the target vehicle behavior. Vehicle stabilization control that suppresses undesirable vehicle behavior such as vehicle spin and drift-out by controlling the vehicle to be small is known.

  Patent Document 1 discloses lane departure prevention control for preventing a lane departure by applying a braking force to a wheel on the side opposite to the departure direction when it is likely to deviate from the traveling lane.

  In a vehicle equipped with both a vehicle stabilization control device and a lane departure prevention control device, when the vehicle behavior changes when the vehicle behavior is stable, the target vehicle calculated from the steering angle when the vehicle behavior changes Since the actual vehicle behavior changes without changing the behavior, the vehicle behavior deviation increases, and it is conceivable that the vehicle stabilization control erroneously intervenes in the direction of canceling the lane departure prevention control. Patent Document 1 discloses a method in which the vehicle stabilization control device does not intervene by correcting the target vehicle behavior so that the vehicle behavior deviation becomes small at that time.

Japanese Patent No. 3823924

  However, in the method disclosed in Patent Document 1, the correction value of the target vehicle behavior is calculated by applying a certain gain to the required yaw moment calculated by the lane departure prevention control logic, so that sufficient accuracy is obtained. Therefore, there is a problem that the vehicle stabilization control device is likely to intervene erroneously.

  An object of the present invention is to provide a vehicle motion control apparatus and method that can accurately calculate a correction value of a target vehicle behavior and prevent erroneous intervention of the vehicle stabilization control apparatus.

  In order to achieve the above object, a vehicle motion control apparatus according to the present invention calculates a difference between a target vehicle behavior and an actual vehicle behavior, and outputs the vehicle behavior deviation as a vehicle behavior deviation. It is equipped with vehicle stabilization control means that controls the vehicle so that the value becomes smaller, and the steering angle, vehicle speed, and higher-level applications (controllers higher than the vehicle motion controller such as lane keeping control and lane departure prevention control) are required. A target vehicle behavior determining means for determining the target vehicle behavior based on the yaw moment is provided.

  In order to achieve the above object, the target vehicle behavior of the vehicle motion control apparatus of the present invention includes at least the target yaw rate, and when the required yaw moment is large, the target yaw rate is large and the vehicle speed is lower than the predetermined vehicle speed. The higher the vehicle speed, the larger the target yaw rate. When the vehicle speed is higher than the predetermined vehicle speed, the higher the vehicle speed, the smaller the target yaw rate.

  In order to achieve the above object, the target vehicle behavior determining means of the vehicle motion control apparatus of the present invention includes a driver target vehicle behavior determining means for determining a driver target vehicle behavior based on a steering angle and a vehicle speed, and a requested yaw moment. And an application target vehicle behavior determining means for determining the application target vehicle behavior based on the vehicle speed, and an adding means for adding the driver target vehicle behavior and the application target vehicle behavior and outputting the result as a target vehicle behavior. is there.

  In order to achieve the above-mentioned object, the application target vehicle behavior of the vehicle motion control device of the present invention is obtained by inputting the requested yaw moment instead of the steering angle into the calculation formula or map of the same coefficient as the driver target vehicle behavior determining means. The value is approximately proportional to the value calculated in the above.

  In order to achieve the above object, a vehicle motion control apparatus according to the present invention includes a driver target vehicle behavior determining means for determining a driver target vehicle behavior based on a steering angle and a vehicle speed, a driver target vehicle behavior, and an actual vehicle behavior. The vehicle behavior deviation calculating means for calculating the difference between the vehicle behavior deviation and outputting the vehicle behavior deviation, and when the vehicle behavior deviation is larger than the first threshold or smaller than the second threshold, the absolute value of the vehicle behavior deviation is small. Vehicle stabilization control means for controlling the vehicle so that the application target vehicle behavior determining means for determining the application target vehicle behavior based on the requested yaw moment and the vehicle speed of the host application, and Threshold value changing means for changing the first and second threshold values is provided.

  Furthermore, in order to achieve the above object, a vehicle of the present invention is equipped with the vehicle motion control device described above.

  Furthermore, in order to achieve the above object, in the vehicle motion control method of the present invention, a vehicle behavior deviation which is a difference between a target vehicle behavior and an actual vehicle behavior is calculated, and the absolute value of the vehicle behavior deviation is small. In this method, the target vehicle behavior is determined based on the steering angle, the vehicle speed, and the requested yaw moment of the host application.

  In order to achieve the above object, the vehicle motion control method according to the present invention determines a driver target vehicle behavior based on a steering angle and a vehicle speed, and determines a difference between the driver target vehicle behavior and an actual vehicle behavior. A method of controlling vehicle motion so that an absolute value of the vehicle behavior deviation is reduced when a certain vehicle behavior deviation is calculated and the vehicle behavior deviation is larger than a first threshold value or smaller than a second threshold value The application target vehicle behavior is determined based on the requested yaw moment of the host application and the vehicle speed, and the first and second thresholds are changed based on the application target vehicle behavior. It is.

  Furthermore, in order to achieve the above object, the vehicle motion control method of the present invention is the above-described vehicle motion control method, wherein the absolute value of the vehicle behavior deviation is reduced and the request from the higher-level application is provided. It is a method characterized by controlling according to deceleration.

  Furthermore, in order to achieve the above object, the vehicle motion control method of the present invention is characterized in that in the vehicle motion control method described above, the vehicle motion is controlled by controlling the brakes of each wheel of the vehicle. It is what.

  Furthermore, in order to achieve the above object, the vehicle motion control method of the present invention is the above-described vehicle motion control method, wherein the host application is a yaw moment or deceleration for the vehicle to maintain the center of the traveling lane. , And the value is output as the required yaw moment or the required deceleration.

  Further, in order to achieve the above object, the vehicle motion control method of the present invention is based on the above-described vehicle motion control method, wherein the host application uses a yaw moment or a reduction to prevent the vehicle from deviating from the traveling lane. A speed is determined, and the value is output as the required yaw moment or the required deceleration.

  According to the present invention, it is possible to accurately calculate the target vehicle behavior regardless of the vehicle speed and to prevent erroneous intervention of the vehicle stabilization control device. In addition, if the vehicle behavior does not change sufficiently only by the control of the host application, the vehicle stabilization control device can control the vehicle appropriately by adjusting the yaw moment applied to the vehicle or by decelerating the vehicle. There is an effect that can be.

  Embodiments of the present invention will be described below.

FIG. 1 shows a configuration example of a vehicle to which the present invention is applied.
A steering angle δ which is an angle from the neutral point of the handle 1 operated by the driver is detected by the steering angle sensor 2.

  The rotation speed of each wheel 3a, 3b, 3c, 3d is detected by wheel speed sensors 4a, 4b, 4c, 4d.

The vehicle speed calculation means 5 calculates the vehicle speed V, which is the speed in the traveling direction of the vehicle, based on the rotation speed of each wheel detected by the wheel speed sensors 4a, 4b, 4c, and 4d. The vehicle speed calculation means 5 first calculates the speeds V _a , V _b , V _c , V _d in the traveling direction of each wheel by multiplying the angular speed of each wheel by the radius. The vehicle speed V may be an average value of V _a , V _b , V _c , and V _d , and considering the possibility that some of the wheels are spinning, V _a , V _b , V _c , No. 1 and a low value or second lowest value in the V _d, may be the average value of the No. 1 low and low values in the second.
The yaw rate sensor 6 detects the yaw rate (yaw angular velocity) r of the vehicle.

The skid angle detection means 7 detects the skid angle β of the vehicle. The side slip angle β is an angle in the traveling direction of the vehicle with respect to the direction of the vehicle body, and may be obtained by measuring the ground speed in the front-rear direction and the ground speed in the lateral direction of the vehicle body, the vehicle speed V, the yaw rate r, and the lateral acceleration. β ′ = a _y / V−r may be calculated from a _y and β ′ may be obtained by time integration.

  The camera 8 detects a traveling lane in front of the vehicle, and detects a yaw angle, a lateral position, and the like of the vehicle with respect to the traveling lane.

  The upper application 9 is composed of only an electric circuit and a microcomputer, or a microcomputer, and based on information obtained by the camera 8, a yaw moment for the vehicle to maintain the center of the traveling lane or a vehicle so as not to deviate from the traveling lane A yaw moment for determining the desired yaw moment is output. Further, not only the yaw moment but also the deceleration may be determined and the value may be output as the required deceleration A.

  The vehicle motion controller 10 includes an electric circuit and a microcomputer or only a microcomputer, and brakes 11a, 11b, and 11c for each wheel based on a steering angle δ, a vehicle speed V, a yaw rate r, a skid angle β, and a required yaw moment M , 11d are controlled. The vehicle motion controller 10 may be composed of the same microcomputer as that of the upper application 9 or may be composed of the same microcomputer as other controls.

Hereinafter, details of the logic of the vehicle motion controller 10 will be described.
An example of a block diagram of the vehicle motion controller 10 is shown in FIG.

  The target vehicle behavior determining unit 20 includes a driver target vehicle behavior determining unit 21, an application target vehicle behavior determining unit 22, and an adding unit 23.

Driver target vehicle behavior determining means 21 based on the steering angle δ and vehicle speed V, the determining driver target yaw rate r _d and the driver target slip angle beta _d. Driver target yaw rate r _d and the driver target slip angle beta _d of the vehicle weight m is set in advance according to the vehicle, the vehicle yaw inertia moment I, the front axle distance between centers of gravity l _f, the rear axle center of gravity distance l _r, front wheel cornering power From K _f , rear wheel cornering power K _r , and steering gear ratio n, calculation is made by the following formula (for example, see Masato Abe “Automotive Movement and Control, Second Edition”, Sankaido, p. 93). Here, s is a Laplace operator.

Incidentally, the driver target vehicle behavior determining means 21 uses the driver target yaw rate gain map and the driver target slip angle gain map previously set in accordance with the vehicle, to determine the driver target yaw rate r _d and the driver target slip angle beta _d Also good. An example of these maps is shown in FIGS. The vertical axes of the maps of FIGS. 3 and 4 are the driver target yaw rate gain G _rd and the driver target side slip angle gain G _βd, which are the gains of the driver target yaw rate r _d and driver target side slip angle β _d with respect to the steering angle δ. It is. In this case, the driver target vehicle behavior determining means 21 first obtains the driver target yaw rate gain G _rd and the driver target skid angle gain G _βd corresponding to the vehicle speed V at that time using the maps of FIGS. , calculates the driver target yaw rate r _d and the driver target sideslip angle beta _d by the following equation. However, τ _rd and τ _βd are steering response time constants of the yaw rate and sideslip angle, and are set according to the yaw rate and side slip angle response delay with respect to the steering angle of the vehicle behavior.

The driver target yaw rate gain map and driver target skid angle gain map may be created based on the running test results, or based on the results calculated by substituting δ = 1 into the equations of Equations 1 and 2. You may create it. In the driver target yaw rate gain map, when the vehicle speed V is lower than a predetermined vehicle speed (about 75 km / h in the example of FIG. 3, which varies depending on the vehicle), the driver target yaw rate gain G _rd increases as the vehicle speed V increases. Is higher than a predetermined vehicle speed, the driver target yaw rate gain _Grd is set to be smaller as the vehicle speed V is higher.

App target vehicle behavior determining means 22 based on the required yaw moment M and the vehicle speed V, the determining app target yaw rate r _a and the application target slip angle beta _a. App target yaw rate r _a and the application target slip angle beta _a, the driver target vehicle behavior determining means 21 even vehicle weight m by using a vehicle yaw inertia moment I, before inter-axis distance of center of gravity l _f, the rear axle center of gravity distance l _r, From the front wheel cornering power K _f , the rear wheel cornering power K _r , and the steering gear ratio n, the following formula is used.

Incidentally, the application target vehicle behavior determining means 22 uses the application target yaw rate gain map and the application target slip angle gain map previously set in accordance with the vehicle, to determine the application target yaw rate r _a and the application target slip angle beta _a Also good. An example of these maps is shown in FIGS. The vertical axes of the maps of FIGS. 5 and 6 are the application target yaw rate gain G _ra and the application target side slip angle gain G _βa, which are the application target yaw rate r _a and the application target side slip angle β _a with respect to the requested yaw moment M. It is gain. In this case, the application target vehicle behavior determination means 22 first obtains the application target yaw rate gain G _ra and the application target skid angle gain G _βa corresponding to the vehicle speed V at that time using the maps of FIGS. , to calculate the application target yaw rate r _a and the application target slip angle β _a by the following equation. However, τ _ra and τ _βa are yaw rate response time constants of the yaw rate and sideslip angle, and are set according to the yaw rate and side slip angle response delay of the vehicle behavior. These values may be the same as τ _rd and τ _βd .

The application target yaw rate gain map and the application target skid angle gain map may be created based on the running test results, or based on the results calculated by substituting M = 1 into the equations of Equations 5 and 6. You may create it. In the application target yaw rate gain map, normally, when the vehicle speed V is lower than a predetermined vehicle speed (about 75 km / h in the example of FIG. 5, which varies depending on the vehicle), the higher the vehicle speed V is, the larger the application target yaw rate gain _Gra is. When the vehicle speed V is higher than the predetermined vehicle speed, the application target yaw rate gain _Gra is set to decrease as the vehicle speed V increases.

The application target yaw rate gain map and the application target side slip angle gain map are substantially proportional to the driver target yaw rate gain map and driver target side slip angle gain map used in the driver target vehicle behavior determining means 21 ([Equation 1], [Equation 2]. ], [Equation 5] and [Equation 6], the maps are completely proportional to each other), so the driver target yaw rate gain G _rd and the driver target skid angle gain obtained by the driver target vehicle behavior determining means 21 The application target yaw rate gain G _ra and the application target skid angle gain G _βa may be obtained by multiplying G _βd by a gain set in advance according to the vehicle.

Adding means 23, the target yaw rate r _t of the total from the driver the target yaw rate r _d and the application target yaw rate r _a, of the total from the driver target slip angle β _d and the application target slip angle β _a target slip angle β _t, of the following Calculate with the formula.

  The vehicle behavior deviation calculating means 30 calculates the yaw rate deviation Δr and the skid angle deviation Δβ by the following formula.

  The vehicle stabilization control means 40 includes a stabilization yaw moment / front / rear force determination means 41, a generated yaw moment / front / rear force determination means 42, and a brake control means 43.

The stabilization yaw moment / front / rear force determination means 41 determines a stabilization yaw moment M _s and a stabilization front / rear force F _s for stabilizing the vehicle based on the yaw rate deviation Δr and the side slip angle deviation Δβ.

To determine the stabilized yaw moment M _s , first, the yaw rate reference yaw moment M _sr is determined by comparing the absolute value of the yaw rate deviation Δr with the yaw rate deviation threshold θ _r set in advance according to the vehicle. When the absolute value of the yaw rate deviation Δr is larger, a yaw moment in the direction in which the absolute value of the yaw rate deviation Δr becomes smaller is set in the yaw rate reference yaw moment M _{sr, and} when the absolute value of the yaw rate deviation Δr is smaller, The yaw rate reference yaw moment M _sr is set to 0. Next, the absolute value of the skid angle deviation Δβ is compared with the skid angle deviation threshold θ _β set in advance according to the vehicle to determine the skid angle reference yaw moment M _sβ . When the absolute value of the side slip angle deviation Δβ is larger, the yaw moment in the direction in which the absolute value of the side slip angle deviation Δβ becomes smaller is set to the side slip angle reference yaw moment M _sβ, and the absolute value of the side slip angle deviation Δβ is greater. When it is small, 0 is set to the side slip angle reference yaw moment M _sβ . Then, the sum of the yaw rate reference yaw moment M _sr and the side slip angle reference yaw moment M _sβ is set in the stabilization yaw moment M _s .

The stabilizing longitudinal force F _s, when the yaw rate deviation Δr and slip angle deviation Δβ is large or / and when the vehicle is understeering tendency (a situation where not be bent), sets the force in the deceleration direction. Further, when the upper-level application is output request deceleration A is stabilized longitudinal force F _s is at least set to the required deceleration A to be a value obtained by multiplying the vehicle weight m.

The generated yaw moment / front / rear force determining means 42 determines the generated yaw moment M _t and the generated front / rear force F _t based on the stabilized yaw moment M _s , the stabilized front / rear force F _s, and the required yaw moment M.

The generated yaw moment M _t is set to the sum of the stabilized yaw moment M _s and the requested yaw moment M.

The occurrence longitudinal force F _t, sets the value of the stabilized longitudinal force F _s. Alternatively, when the stabilization yaw moment M _s and the required yaw moment M are in the same direction, it is determined that the bending is difficult to bend and the generated longitudinal force F _t is further decelerated than the stabilization longitudinal force F _s. You may set the force.

Brake control means 43, based on the occurrence yaw moment _{M t} and generates longitudinal force _{F t,} and controls the wheel brakes 11a, 11b, 11c, and 11d. The braking forces F _a , F _b , F _c , and F _d generated in the brakes 11a, 11b, 11c, and 11d are calculated from the tread d set in advance according to the vehicle by the following formula.

The distribution of F _a and F _{c and} the distribution of F _b and F _d are set in advance based on driving feeling and the like.

  As described above, according to the present invention, the target vehicle behavior can be accurately calculated regardless of the vehicle speed, and erroneous intervention of the vehicle stabilization control device can be prevented. When the vehicle behavior does not change sufficiently only by the control of the host application, the vehicle stabilization control device can adjust the yaw moment applied to the vehicle or decelerate the vehicle.

FIG. 7 shows another example of a block diagram of the vehicle motion controller 10 as a second embodiment.
Driver target vehicle behavior determining means 21, in the same manner as in Example 1, based on the steering angle δ and vehicle speed V, the determined driver target yaw rate r _d and the driver target slip angle beta _d, app target vehicle behavior determining means 22 , based on the required yaw moment M and the vehicle speed V, the determining the application target yaw rate r _a and the application target slip angle beta _a is the same as in example 1.

Vehicle behavior deviation calculation means 30 calculates the difference between the actual yaw rate r and the driver target yaw rate r _d, and outputs the value as the yaw rate deviation [Delta] r, also, the actual side slip angle beta and the driver target slip angle beta _d And the value is output as a skid angle deviation Δβ.

Threshold value changing means 50, the first initial yaw rate deviation threshold theta _r10 set in advance in accordance with the vehicle _(e.g., the same value as the theta _r Example 1) to a value obtained by adding the value of the application target yaw rate r _a, Set as the first yaw rate deviation threshold θ _r1 . Further, _a value obtained by adding the value of the application target yaw rate _ra to a second initial yaw rate deviation threshold θ _r20 (for example, a value obtained by multiplying θ _r in Example 1 by −1) set in advance according to the vehicle, The second yaw rate deviation threshold θ _r2 is set. Further, _a value obtained by adding the value of the application target skid angle β _a to the first initial skid angle deviation threshold θ _β10 (for example, the same value as θ _{β in the} first embodiment) set in advance according to the vehicle is set as the first value. _Is set as a side slip angle deviation threshold value θ _β1 . Further, _a value obtained by adding the value of the application target skid angle _βa to a second initial skid angle deviation threshold θ _β20 (for example, a value obtained by multiplying θ _β in Example 1 by −1) set in advance according to the vehicle. _Is set as the second skid angle deviation threshold value θ _β2 .

The stabilizing yaw moment / front / rear force determining means 41 determines the yaw rate reference yaw when the yaw rate deviation Δr is larger than the first yaw rate deviation threshold θ _r1 or when the yaw rate deviation Δr is smaller than the second yaw rate deviation threshold θ _r2. set the yaw moment of the absolute value decreases direction of yaw rate deviation Δr in moment M _sr, except when they are set to 0 on the yaw rate reference yaw moment M _sr.

Further, when the skid angle deviation Δβ is larger than the first skid angle deviation threshold θ _β1 or when the skid angle deviation Δβ is smaller than the second skid angle deviation threshold θ _β2 , the skid is made to the skid angle reference yaw moment M _sβ . The yaw moment is set in such a direction that the absolute value of the angular deviation Δβ decreases, and in other _cases , the skid angle reference yaw moment M _sβ is set to 0. Thereafter, as in the first embodiment, the stabilization yaw moment M _s and the stabilization longitudinal force F _s are determined.

As in the first embodiment, the generated yaw moment / front / rear force determination means 42 generates the generated yaw moment M _t and the generated front / rear force F based on the stabilized yaw moment M _s , the stabilized front / rear force F _s, and the required yaw moment M. _t is determined.

Brake control means 43, in the same manner as in Example 1, based on the occurrence yaw moment _{M t} and generates longitudinal force _{F t,} and controls the wheel brakes 11a, 11b, 11c, and 11d.

  Such a configuration can also prevent erroneous intervention of the vehicle stabilization control device.

It is an example of the structure of the vehicle to which this invention is applied. It is an example of the block diagram of the vehicle motion controller of this invention. It is an example of a driver target yaw rate gain map. It is an example of a driver target skid angle gain map. It is an example of an application target yaw rate gain map. It is an example of an application target skid angle gain map. It is another example of the block diagram of the vehicle motion controller of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Steering wheel, 2 ... Steering angle sensor, 3 ... Wheel, 4 ... Wheel speed sensor, 5 ... Vehicle speed calculating means, 6 ... Yaw rate sensor, 7 ... Side slip angle detecting means, 8 ... Camera, 9 ... Upper level application, 10 ... Vehicle Motion controller, 11 ... brake.

Claims (12)

Vehicle behavior deviation calculating means for calculating a difference between the target vehicle behavior and the actual vehicle behavior and outputting the difference as a vehicle behavior deviation, and vehicle stabilization control means for controlling the vehicle so that the absolute value of the vehicle behavior deviation is reduced. Prepared,
A vehicle motion control apparatus comprising: target vehicle behavior determining means for determining the target vehicle behavior based on a steering angle, a vehicle speed, and a requested yaw moment of a host application. The vehicle motion control device according to claim 1,
The target vehicle behavior includes at least a target yaw rate, the larger the required yaw moment, the larger the target yaw rate, and when the vehicle speed is lower than a predetermined vehicle speed, the higher the vehicle speed, the larger the target yaw rate, and the vehicle speed The vehicle motion control apparatus according to claim 1, wherein when the vehicle speed is higher than the predetermined vehicle speed, the target yaw rate is smaller as the vehicle speed is higher. The vehicle motion control device according to claim 1,
The target vehicle behavior determining means includes a driver target vehicle behavior determining means for determining a driver target vehicle behavior based on the steering angle and the vehicle speed, and an application for determining an app target vehicle behavior based on the required yaw moment and the vehicle speed. A vehicle motion control apparatus comprising: target vehicle behavior determining means; and adding means for adding the driver target vehicle behavior and the application target vehicle behavior and outputting the result as a target vehicle behavior. In the vehicle motion control device according to claim 3,
The application target vehicle behavior is a value approximately proportional to a value calculated by inputting the required yaw moment instead of the steering angle to a calculation formula or map of the same coefficient as the driver target vehicle behavior determining means. A vehicle motion control device. Driver target vehicle behavior determining means for determining a driver target vehicle behavior based on the steering angle and vehicle speed, and vehicle behavior deviation calculating means for calculating a difference between the driver target vehicle behavior and the actual vehicle behavior and outputting the difference as a vehicle behavior deviation And vehicle stabilization control means for controlling the vehicle so that the absolute value of the vehicle behavior deviation is small when the vehicle behavior deviation is larger than a first threshold value or smaller than a second threshold value,
Application target vehicle behavior determining means for determining an application target vehicle behavior based on a request yaw moment of a higher-order application and the vehicle speed; and threshold value changing means for changing the first and second threshold values based on the application target vehicle behavior. A vehicle motion control device comprising:   A vehicle comprising the vehicle motion control device according to any one of claims 1 to 5. A vehicle behavior deviation, which is a difference between a target vehicle behavior and an actual vehicle behavior, is calculated, and the vehicle motion is controlled such that the absolute value of the vehicle behavior deviation is small,
The target vehicle behavior is determined based on a steering angle, a vehicle speed, and a requested yaw moment of a higher-level application. When the driver target vehicle behavior is determined based on the steering angle and the vehicle speed, a vehicle behavior deviation that is a difference between the driver target vehicle behavior and the actual vehicle behavior is calculated, and the vehicle behavior deviation is larger than a first threshold value. Or a method of controlling the movement of the vehicle so that the absolute value of the vehicle behavior deviation is small when it is smaller than a second threshold,
A vehicle motion control method, wherein an application target vehicle behavior is determined based on a requested yaw moment of a host application and the vehicle speed, and the first and second threshold values are changed based on the application target vehicle behavior. . The vehicle motion control method according to claim 7 or 8,
A vehicle motion control method, wherein control is performed so that an absolute value of the vehicle behavior deviation becomes smaller and in accordance with a required deceleration of the upper application. The vehicle motion control method according to any one of claims 7 to 9,
A vehicle motion control method comprising: controlling a vehicle motion by controlling a brake of each wheel of the vehicle. The vehicle motion control method according to claim 9 or 10,
The upper application determines a yaw moment and deceleration for the vehicle to maintain the center of the traveling lane, and outputs the value as the required yaw moment and the required deceleration. Method. The vehicle motion control method according to claim 9 or 10,
The host application determines a yaw moment and deceleration for preventing the vehicle from deviating from the driving lane, and outputs the value as the requested yaw moment and the requested deceleration. Control method.

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