JP2009113771A - Driving force controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device capable of controlling driving force by quickly reflecting a driver's intention to turn a vehicle. <P>SOLUTION: A driving force controller for a vehicle for controlling driving force of wheels so that a yaw rate thereof is brought close to a target yaw rate includes a steering angle detecting means (Step S1) for detecting the steering angle, a twisting angle calculating means (Step S2) for acquiring a twisting angle in a steering system for giving a steering angle to a steered wheel based on a steering torque of a steering system, a steering angle calculating means for calculating a target yaw rate (Step S4) for acquiring a steering angle for calculating a target yaw rate based on the steering angle detected by the steering angle detecting means and the twisting angle calculated by the twisting angle calculating means, and a target yaw rate calculating means (Step S5) for calculating the target yaw rate based on the steering angle for calculating a target yaw rate. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an apparatus for controlling a driving force of a vehicle, and more particularly to an apparatus for controlling a driving force so as to control a yaw of a vehicle, and more particularly to an apparatus for obtaining a target yaw rate.

  The yaw of a vehicle is caused by steering the wheel or receiving a lateral force due to a crosswind or inclination, and the yaw rate depends not only on the steering angle of the steered wheels but also on the driving force distribution of the left and right wheels and the front and rear wheels. Change. Therefore, conventionally, in order to improve the motion performance and behavioral stability of the vehicle, a target yaw rate is obtained and the driving force is controlled so that the vehicle turns along the target yaw rate.

  Since the target yaw rate expresses the intention of turning as the driver turns the steering wheel as a target value of the behavior of the vehicle, it is generally obtained based on a physical quantity generated by operating the steering wheel. For example, in the device described in Patent Document 1, the target yaw rate is obtained based on the steering torque, and in the device described in Patent Document 2, the target yaw rate is obtained based on the steering angle and the vehicle speed. ing.

JP 2002-37106 A JP-A-5-105055

  The steering system, which is a steering mechanism from the steering wheel to the steering wheel, constitutes a two-degree-of-freedom torsional vibration system including a steering shaft and a gear box. Therefore, when steering torque acts on the steering wheel, it is between the tire and the road surface. As a result, a reaction torque resulting from the friction is generated, so that a steering torque is generated in the steering system. The device described in Patent Document 1 is a device configured to reflect the steering torque generated in this way on the target yaw rate. For example, the friction coefficient of a road surface such as a muddy road or a snow-capped road (that is, a road surface). When μ) is small, the reaction torque from the road surface becomes small, and the steering torque becomes small. Therefore, there is a possibility that the steering torque is saturated and the target yaw rate obtained from the steering torque is saturated and does not reflect the driver's steering intention.

  On the other hand, since the apparatus described in the above-mentioned Patent Document 2 obtains the target yaw rate based on the steering angle and the vehicle speed, the target yaw rate is not saturated. However, since the steering system is considered to be a torsional vibration system with two degrees of freedom as described above, there is a difference between the steering angle of the steering wheel and the actual turning angle of the steered wheel due to elasticity, viscosity, and the like. Alternatively, there is a possibility that a phase delay occurs in the target yaw rate based on this, and the target yaw rate does not necessarily accurately or suitably reflect the driver's intention.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a driving force control device capable of reflecting the driver's intention to turn in the behavior of the vehicle more quickly. .

  In order to achieve the above object, the invention of claim 1 is a vehicle driving force control device for controlling a driving force of a wheel so that a yaw rate approaches a target yaw rate, a steering angle detecting means for detecting a steering angle, A torsion angle calculating means for obtaining a twist angle in a steering system that gives a steering angle to a steered wheel based on a steering torque of the steering system, a steering angle detected by the steering angle detecting means, and a torsion angle calculating means Target yaw rate calculation steering angle calculation means for obtaining a target yaw rate calculation steering angle based on the twist angle, and target yaw rate calculation means for calculating the target yaw rate based on the target yaw rate calculation steering angle. It is characterized by this.

  According to a second aspect of the present invention, the twist angle calculating means according to the first aspect of the present invention is a means for setting the twist angle to an angle obtained by correcting an angle obtained from a steering torque of the steering system with a predetermined correction coefficient. A driving force control apparatus for a vehicle characterized by comprising:

  According to a third aspect of the present invention, the steering angle calculating means for calculating the target yaw rate according to the first or second aspect of the invention adds the twist angle calculated by the twist angle calculating means to the steering angle detected by the steering angle detecting means. The vehicle driving force control apparatus includes means for adding and calculating the steering angle for calculating the target yaw rate.

  According to a fourth aspect of the present invention, the target yaw rate calculating means according to any of the first to third aspects includes means for calculating the target yaw rate by multiplying a steering angle for calculating the target yaw rate by a predetermined gain. A driving force control apparatus for a vehicle characterized by the above.

  According to a fifth aspect of the invention, in the fourth aspect of the invention, the gain includes any one of a map value prepared in advance and a value calculated by a preset arithmetic expression. It is a force control device.

  According to a sixth aspect of the present invention, in the first aspect of the invention, the vehicle further includes a vehicle state determination unit that determines that the traveling state of the vehicle satisfies a predetermined condition, and the steering angle calculation unit for calculating the target yaw rate includes: And means for setting the steering angle detected by the steering angle detection means as the steering angle for calculating the target yaw rate when the vehicle state determination means determines that the traveling state of the vehicle satisfies the condition. A driving force control apparatus for a vehicle characterized by the above.

  The invention according to claim 7 is the invention according to claim 6, wherein the predetermined condition is that the steering angle is equal to or greater than a predetermined reference angle, and an absolute value of a gradient of the steering torque is a predetermined reference value. A driving force control device for a vehicle, comprising: at least one of the following: and an absolute value of a rate of change of a vehicle body slip angle of the vehicle is equal to or more than another predetermined reference value is there.

  According to the first aspect of the present invention, when steering is performed, the steering angle of the steered wheel changes with a delay with respect to the steering angle due to the twisting of the steering system. Has occurred. Since the steering angle for calculating the target yaw rate is obtained based on the twist angle and the steering angle, the steering angle for calculating the target yaw rate eliminates or suppresses the delay caused by the twisting of the steering system. Therefore, the target yaw rate calculated based on the steering angle for calculating the target yaw rate calculated in this way more quickly reflects the intention of the driver who operated the steering system to turn, and the driving force based on the target yaw rate is calculated. Is controlled, the vehicle behavior intended by the driver can be achieved.

  According to the invention of claim 2, since the twist angle used for calculating the target yaw rate is corrected by the correction coefficient, the correction coefficient is used for the driving performance, individual difference or temporal change required for the vehicle. By setting according to this, it becomes possible to control the driving force that better reflects the driver's intention to turn.

  According to the invention of claim 3, not only the actual steering angle but also the twist angle of the steering system corresponding to the steering torque is reflected in the target yaw rate.

  According to the invention of claim 4 or 5, the gain multiplied by the steering angle for calculating the target yaw rate can take into account the characteristics of the vehicle and the required motion performance, and as a result, the target yaw rate or drive The power is closer to what the driver intended.

  According to the invention of claim 6 or 7, the steering angle is greater than or equal to the reference angle, the absolute value of the gradient of the steering torque is less than or equal to the reference value, or the absolute value of the rate of change of the vehicle body slip angle is another reference value. When the running condition satisfies a predetermined condition such as the following, the steering angle for calculating the target yaw rate and the target yaw rate are calculated based on the steering angle not including the twist angle, and the driving force is controlled based on the calculated steering angle. . Therefore, the target yaw rate is prevented or suppressed from becoming excessively large during steering or in the middle or late stage of steering, and the driving force is applied so that the driver can travel as intended throughout the turn. Can be controlled.

  Next, the present invention will be described more specifically. The present invention is a device for controlling a driving force so as to generate a yaw rate in a vehicle or to reduce the yaw rate, and the driving force is controlled so as to approach the target yaw rate, for example, the yaw rate matches the target yaw rate. The For example, increasing the driving force of a rear wheel that is not a steering wheel increases during turning, increasing the yaw moment, and increasing or decreasing the yaw moment by changing the difference in driving force between the inner and outer wheels during turning. To do. Therefore, the control device of the present invention is configured to control the driving force of the front and rear wheels, the driving force of the left and right wheels, or the driving force of each of the four wheels.

  An example of such a vehicle is as shown in FIGS. FIG. 3 shows a four-wheeled vehicle having a left front wheel 1, a right front wheel 2, a left rear wheel 3, and a right rear wheel 4. Each wheel 1, 2, 3, 4 has in-wheel motors 5, 6, 7, 8 Is provided. Therefore, all four wheels are configured so that the driving force is individually controlled. The front wheels 1 and 2 are steered wheels, and the steering angle is changed by the steering device 9. The steering device 9 has a conventionally known power steering structure including a handle 10, a steering shaft 11, a gear box (not shown), a tie rod 12, and the like. Further, the steering device 9 is provided with a sensor for detecting a steering angle which is a rotation angle of the handle 10 and a steering torque sensor (each not shown) for detecting a steering torque.

  Furthermore, various sensors for detecting the behavior of the vehicle are provided. For example, a G sensor 13 for detecting longitudinal acceleration and lateral acceleration, a yaw rate sensor 14 for detecting yaw rate, and the like are provided. Each of these sensors is configured to transmit data to the vehicle electronic control unit (vehicle ECU) 15. The vehicle electronic control device 15 is mainly composed of a microcomputer, and performs calculations using data inputted from each sensor, data stored in advance and arithmetic expressions, and a driving force control signal or the like. The control signal is output. The vehicle electronic control unit 15 is connected to a motor electronic control unit 16 for controlling the in-wheel motors 5, 6, 7, and 8 so as to be able to communicate with each other. Based on this, a command signal for controlling the driving force of the motor electronic control device 16 is outputted to each of the in-wheel motors 5, 6, 7, 8.

  On the other hand, FIG. 4 is an example of a so-called rear wheel drive vehicle, which includes front, rear, left and right four wheels 21, 22, 23, 24, of which the left and right rear wheels 23, 24 are drive wheels, Power is transmitted from an engine 25 such as an internal combustion engine, a motor, or a hybrid power source combining these. That is, the engine 25 is mounted rearward on the front side of the vehicle, and a differential 28 is connected to the output shaft of the transmission 26 connected to the engine 25 via the propeller shaft 27. The differential 28 is disposed between the left and right rear wheels 23 and 24, and is configured to divide the input power into left and right and transmit the power to the rear wheels 23 and 24 via axles 29 and 30, respectively. Has been. The differential 28 transmits part of the input torque to either the left or right via a clutch or the like, or transmits the torque of the attached motor to either the left or right via the clutch. The torque distribution ratio for the rear wheels can be changed.

  The left and right front wheels 21 and 22 are so-called steering wheels and are configured to be steered by the steering device 31. The steering device 31 may have the same configuration as the steering device 9 shown in FIG. 3, and thus includes a handle 32, a steering shaft 33, a gear box (not shown), a tie rod 34, and the like. A sensor for detecting a steering angle, which is a rotation angle, and a steering torque sensor (not shown) for detecting steering torque are provided.

  As with the vehicle shown in FIG. 4, various sensors for detecting the behavior of the vehicle such as the G sensor 35 for detecting longitudinal acceleration and lateral acceleration and the yaw rate sensor 36 for detecting yaw rate are provided. Each of these sensors is configured to transmit data to the vehicle electronic control unit (vehicle ECU) 37. The vehicle electronic control device 37 is mainly composed of a microcomputer, and performs calculations using data input from each sensor, data stored in advance and arithmetic expressions, and a driving force control signal or the like. The control signal is output. The vehicle electronic control unit 37 is connected to a differential electronic control unit 38 for controlling the differential 28 so as to be able to communicate with each other. The differential electronic control unit 38 is controlled based on the driving force control signal. A command signal for controlling the torque distribution ratio by the differential 28, that is, the driving force of the left and right rear wheels 23, 24, is output.

  The control device according to the present invention obtains a target yaw rate for a vehicle configured to control a driving force so as to give a yaw moment as shown in FIG. 3 or FIG. The driving force is controlled to match or approach the target yaw rate. An example of the control is shown in a flowchart in FIG. 1, and the routine shown here is performed every predetermined short time when the vehicle is running or when the main switch (not shown) of the vehicle is ON. Repeatedly executed. When the routine shown in FIG. 1 is started, first, the steering angle and the steering torque are read (step S1). As described above, since the steering devices 9 and 31 are provided with the sensor for detecting the steering angle and the steering torque sensor, the detected values of these sensors are read in step S1.

  Next, a twist angle of a steering system such as a steering shaft is calculated based on the read steering torque (step S2). The calculation can be performed by taking into account factors such as cornering power at the left and right front wheels 1, 2, 21, and 22 that are the steered wheels. It can also be modeled and calculated simply. Referring to the simplified example of the latter, FIG. 2 is a schematic diagram showing a side surface and a plane of a wheel of a single-wheel model. A handle 41 and a wheel 42 are connected via a steering shaft and a gear box 43. Reference numeral 42 denotes a king pin that is inclined at a predetermined angle. Moreover, each code | symbol written together in FIG. 2 is as follows.

I _H : Value obtained by converting the moment of inertia of the handle around the kingpin axis δ _H : Value obtained by converting the rotation angle of the handle around the kingpin axis C _H : Coefficient indicating the friction of a mechanism related to a steering shaft such as a column and a yoke K _S : Stiffness value of steering shaft and gear box C _S : Coefficient indicating the friction of the gear box I _S : Moment of inertia around the kingpin axis of the two front wheels (steering wheels) δ _f : Actual steering angle of the front wheels (steering wheels) Rudder angle)
K _f : Cornering power of the front wheel (steering wheel) L _f : Distance from the center of gravity of the vehicle body to the axle of the front wheel V: Vehicle speed γ: Yaw rate β: Slip angle around the center of gravity of the vehicle body ξ: Pneumatic trail and caster rail Trail that is the sum of

Formulas (1) and (2) are obtained when the equation of motion of the steering system is established based on FIG. In Expression (1), “TH” represents the steering torque, and in Expression (2), “N” represents the steering gear ratio.

When the steering device is configured as an electric power steering (EPS), the right side of the equation (2) can be seen as a sign inversion value of the torque sensor value in the EPS, and therefore the right side of the equation (2) is expressed as “−TQeps”. When the steering torque TH is solved from the equations (1) and (2), the following equation (3) is obtained.

Here, since the inertia term and the attenuation term of the front wheel are small, if it can be ignored, Equation (3) becomes Equation (4).

Then, from equation (1), inputs the steering torque TH, when the output was the handle corresponds angle delta] H, steering wheel corresponds angle [delta] _H is the secondary delay system to the steering torque TH. Here, since the steering angle for calculating the target yaw rate when performing direct yaw moment control (DYC control) is aimed to ensure that there is no delay with respect to the steering torque MT at the steering wheel, a steady-state term is obtained from equation (1). Is extracted as Equation (5).

In this formula (5), (δ _H −δ _f ) represents the twist angle of the steering system. Therefore, when formula (5) is arranged with respect to the twist angle (δ _H −δ _f ) and formula (4) is substituted for the steering torque TH, formula (6) is obtained.

In general handle operation, since the angular velocity of the handle is small, there is no particularly large error even if the above transient movement of δ _H is ignored. If this is ignored, the twist angle (δ _H −δ _f ) is represented by the formula (7).

  In step S2 shown in FIG. 1, the twist angle is calculated based on the above equation (7) as an example. If the twist angle is represented by ΔMA, a steer torque term (ΔMA ′ = ΔMA · K) is obtained by multiplying the twist angle ΔMA by a predetermined correction gain K (step S3). That is, it is corrected by a predetermined coefficient. Therefore, the correction is not limited to multiplication, and may be an appropriate numerical process such as addition, subtraction, or division. Further, the correction coefficient or the correction gain K is for finely adjusting the steering characteristics, and is tuned according to the vehicle type, corrected for an amount ignored when calculating the torsion angle ΔMA, or of the steering device. A numerical value that adjusts the difference in characteristics according to the format is adopted. This can be prepared in advance by experiments or simulations.

  The steer torque term ΔMA ′ thus calculated is added to the steering angle MA detected by the sensor to obtain a target yaw rate calculation steering angle MA ′ (= MA + ΔMA ′) (step S4). This process can be said to be a process for correcting a delay caused by twisting of the steering system. Further, the torsion angle ΔMA changes depending on the friction coefficient of the road surface, so that the state of the road surface is reflected in the control.

Then, the target yaw rate is calculated using the target yaw rate calculation steering angle ΔMA ′ (step S5), and the process returns. Specifically, the target yaw rate (γref = MA ′ × Gγ) is calculated by multiplying the steering angle ΔMA ′ for calculating the target yaw rate by a predetermined gain. The gain Gγ can be said to be a coefficient for converting or reflecting the target yaw rate calculation steering angle ΔMA ′ to the target yaw rate. Therefore, the gain Gγ is a positive value based on experiment, simulation, or an appropriate arithmetic expression. Can be determined. An example of the arithmetic expression is given by Expression (8).

In formula (8), V is vehicle speed, K _h is a stability factor, L is wheelbase, N_gear is steering gear ratio. In addition to the above, it is possible to perform calculation in consideration of parameters representing vehicle characteristics and behavior.

The driving force is controlled based on the target yaw rate γref. In other words, the driving force that generates the yaw moment is controlled so that the yaw rate generated in the vehicle body becomes the target yaw rate. In the case of the vehicle shown in FIG. 3, the torques of the in-wheel motors 5, 6, 7, and 8 are controlled. In the case of the vehicle shown in FIG. 4, the torque distribution rate in the differential 28 is controlled. As an example, an example in which a yaw moment is generated by the differential 28 will be described. First, the target yaw rate γref is obtained by the following equation, for example, as conventionally known.

  Here, V is a vehicle body speed, khref is a target stability factor, L is a wheel base, θ is a steering angle, and n is a steering gear ratio.

A target yaw moment Moreq is obtained using this target yaw rate γref. First, the following equation of state is set.

  Where γ is the yaw rate and β is the slip angle at the wheel.

A00, a01, a10, a11, b00, b10, b11 are as follows.

  In these equations, Kf is the front wheel cornering power, Kr is the rear wheel cornering power, Lf is the distance from the center of gravity of the vehicle to the rotation center axis of the front wheel, and Lr is the axis of the drive shafts 13 and 14 of the rear wheels from the center of gravity of the vehicle. The distance to the heart, Iz is the yaw moment of inertia, and M is the weight of the vehicle body.

Solving for the above β and γ gives the following equation.

Next, when Laplace transform is performed, the following equation is obtained.

When this is changed to a discrete time function and the yaw rate γ is replaced with the target yaw rate γref, the following equation is obtained.

On the other hand, if the driving force of the front left and right wheels or rear left and right wheels connected via a differential is FFL and FFR, respectively, and the tread width of the front or rear wheels is TR,
Moreq = (FFR−FFL) × TR / 2
Is established. Therefore, the difference in driving force between the left and right wheels (FFR-FFL) is
(FFR-FFL) = 2 × Moreq / TR
It becomes. The differential 28 is controlled so as to generate the driving force difference (FFR−FFL) obtained in this way, and this is, for example, a control that performs torque assist of one wheel by a motor or performs differential limitation. In addition, the in-wheel motor causes a difference in driving force between the left and right wheels.

  By the way, the above-described control for adding the steering torque term based on the twist angle to the steering angle is a control for quickly reflecting the intention of the driver's turning to the target yaw rate. Therefore, if control for adding the steering torque term is always performed during steering, there is a possibility that a yaw larger than the yaw intended by the driver may occur. For example, there is a possibility that the yaw becomes large in a vehicle limit region such as a non-linear region of a tire or in the middle or later period after the start of steering. Therefore, in the present invention, it is preferable to set a condition for prohibiting or canceling the control for adding the steering torque term or the control based on the torsion angle so that the steering torque term is not added when the condition is satisfied.

  An example of the condition is that the steering angle as a vehicle state is equal to or greater than a predetermined reference angle. Since the steering angle can be detected by the sensor as described above, when the detected value is equal to or larger than the reference angle set as the threshold value, the target yaw rate is calculated based on the detected steering angle without adding the steering torque term. Is required. In this case, the reference angle is determined according to the characteristics of the tire, the weight of the vehicle body, the vehicle speed, and the like, and an optimum value can be obtained through experiments and simulations. Further, the above-described control without applying the steering torque term can be performed by multiplying only the detected steering angle MA by the gain Gγ to calculate the target yaw rate, or a correction gain for calculating the steering torque term. This can be done by setting K to “0”.

  Another example of the condition is that the gradient of the steering torque MT is equal to or less than a predetermined reference value. As described above, the twist angle is generated by the torque applied to the steering wheel and the reaction torque from the road surface. When the friction coefficient of the road surface is small, the reaction torque becomes small and the steering torque becomes small. Therefore, when the gradient, which is the rate of change in the steering torque MT, is reduced to some extent, it is considered that the tire has lost the clipping force and the lateral force of the front wheels that are the steering wheels is saturated. In this case, the target yaw rate calculation steering angle is set to a relatively small value by setting the correction gain K described above to “0”. By doing so, the deviation of the torque distributed to the left and right drive wheels to generate the yaw moment is reduced, and the load on the tire can be reduced.

  Yet another example is that the absolute value of the rate of change (for example, the differential value) of the vehicle body slip angle is equal to or greater than a predetermined threshold. In a front-wheel steering / rear-wheel drive vehicle, if the rear wheel loses the clipping force while the front wheel is steered, the vehicle body turns significantly due to an increase in the moment around the center of gravity of the vehicle body. That is, the slip angle of the vehicle body increases rapidly. Therefore, when the differential value of the vehicle body slip angle is greater than or equal to the threshold value, it can be determined that the lateral force at the rear wheel, which is the drive wheel, is saturated, and because the state exceeds the control range, It is assumed that the control for obtaining the target yaw rate by adding the aforementioned steering torque term is not performed. Such prohibition or cancellation control can be performed by setting the above-described correction gain K to “0”. In this way, the target yaw rate calculation steering angle becomes a relatively small value, the deviation of the torque distributed to the left and right drive wheels to generate the yaw moment is reduced, and the load on the tire is reduced. can do.

  It should be noted that the determination of the satisfaction of each condition described above can be made by the vehicle electronic control devices 15 and 37 described above, and the functional means thereof corresponds to the vehicle state determination means of the present invention. 1 corresponds to the steering angle detection means of the present invention, the functional means of step S2 corresponds to the twist angle calculation means of the present invention, and the functional means of step S4. This corresponds to the target yaw rate calculation steering angle calculation means of the present invention, and the functional means of step S5 corresponds to the target yaw rate calculation means of the present invention.

  In the above-described specific example, a vehicle having a configuration in which the rear wheels are driven by engine power and the front wheels are provided with motors has been described as an example. However, in the present invention, the rear wheels are driven by motors and the front wheels are mounted. The vehicle may be configured to transmit engine power. In addition, each arithmetic expression described above is an example, and in the present invention, an arithmetic expression different from this may be used, or the control may be performed using a map value calculated in advance. .

It is a flowchart for demonstrating an example of the control by the driving force control apparatus which concerns on this invention. It is a schematic diagram which shows the single-wheel model of a steering device. It is a schematic diagram which shows an example of the vehicle which can be made into object by this invention. It is a schematic diagram which shows the other example of the vehicle which can be made into object by this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1,21 ... Left front wheel, 2,22 ... Right front wheel, 3,23 ... Left rear wheel, 4, 24 ... Right rear wheel, 5, 6, 7, 8 ... In-wheel motor, 9, 31 ... Steering device, 10 , 32 ... Handle, 15, 37 ... Electronic control device for vehicle (vehicle ECU), 16 ... Electronic control device for motor, 38 ... Electronic control device for differential.

Claims (7)

In the vehicle driving force control device that controls the driving force of the wheels so that the yaw rate approaches the target yaw rate,
Steering angle detection means for detecting the steering angle;
A twist angle calculating means for obtaining a twist angle in a steering system that gives a steering angle to a steered wheel based on a steering torque of the steering system;
Target yaw rate calculation steering angle calculation means for obtaining a target yaw rate calculation steering angle based on the steering angle detected by the steering angle detection means and the twist angle calculated by the twist angle calculation means;
A drive power control apparatus for a vehicle, comprising: target yaw rate calculation means for calculating the target yaw rate based on the target yaw rate calculation steering angle.   2. The twist angle calculating means includes means for setting the twist angle to an angle obtained by correcting an angle obtained from a steering torque of the steering system with a predetermined correction coefficient. Vehicle driving force control device.   The target yaw rate calculation steering angle calculation means is configured to calculate the target yaw rate calculation steering angle by adding the twist angle calculated by the twist angle calculation means to the steering angle detected by the steering angle detection means. The vehicle driving force control device according to claim 1, wherein the vehicle driving force control device is included.   The vehicle drive according to any one of claims 1 to 3, wherein the target yaw rate calculating means includes means for calculating the target yaw rate by multiplying a steering angle for calculating the target yaw rate by a predetermined gain. Force control device.   5. The vehicle driving force control device according to claim 4, wherein the gain includes one of a map value prepared in advance and a value calculated by a preset arithmetic expression. Vehicle state determination means for determining that the traveling state of the vehicle satisfies a predetermined condition;
The target yaw rate calculation steering angle calculation means calculates the target yaw rate using the steering angle detected by the steering angle detection means when the vehicle state determination means determines that the traveling state of the vehicle satisfies the condition. The vehicle driving force control apparatus according to claim 1, further comprising a calculation steering angle.   The predetermined condition is that the steering angle is equal to or greater than a predetermined reference angle, that the absolute value of the gradient of the steering torque is equal to or less than a predetermined reference value, and a change in a vehicle body slip angle of the vehicle. The vehicle driving force control device according to claim 6, comprising at least one of the absolute value of the rate being equal to or more than another predetermined reference value.

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