JP2014207839A - Vehicle behavior control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a behavior control device capable of preventing a vehicle from becoming unstable in behavior because of abrupt missing of a wheel driving force at the time of a command for setting the wheel driving force to zero during behavior control by left-right wheel driving force difference.SOLUTION: When a control program is started during travel in D range, a basic drive torque Tmo of the vehicle is calculated on the basis of an accelerator open degree APO, brake liquid pressure Pb, and car speed VSP (S11, S12). Then, on the basis of the VSP, a steering angle θ, and yaw rate φ, left-right wheel drive force difference ΔTm_LR required for vehicle behavior control is calculated (S13, S14). While ΔTm_LR is a predetermined value or higher at the time of range switching D→N (S15, S16, S19), even when the range is switched D→N, left-right drive force difference control (vehicle behavior control) which is based on ΔTm_LR is continued (S20). When ΔTm_LR becomes less than the predetermined value during this continuation (S19), the left-right drive force difference control (vehicle behavior control) is ended by gradually decreasing Tmo (S21).

Description

  The present invention relates to an electric vehicle that is driven by individual electric motors and includes motor-driven wheels that are paired on the left and right sides. In particular, a drive torque difference is set between the left and right motor-driven wheels by controlling the corresponding electric motor. Thus, the present invention relates to a vehicle behavior control device that makes a plane behavior such as a yaw rate of a vehicle stable, for example, or has predetermined dynamic characteristics.

  In an electric vehicle as described above, a yaw moment is generated by setting a driving force difference between the left and right motor driving wheels, thereby making the yaw rate behavior of the vehicle stable, for example, as a device for transient control, For example, the one shown in Patent Document 1 is known.

  The drive force difference control of the left and right motor drive wheels according to Patent Document 1 is intended to improve the turning performance of the vehicle during steering.

JP-A-9-86378

  However, in the proposed technology described above, the shift lever operated when the driver commands the vehicle travel mode is switched from the travel range to the neutral range during the vehicle behavior control by the left / right motor drive wheel driving force difference control. No measures are taken when the ignition switch that is ready to travel or is ready for driving that can drive the electric motor is switched from the ON state to the OFF state, resulting in the following problems.

  When switching the shift lever from the travel range to the neutral range as described above, or when switching the ignition switch from ON to OFF, the electric motor is stopped in response to this, so the driving force of the left and right motor drive wheels disappears. Therefore, there is a problem in that the driving force difference control between the left and right motor-driven wheels (vehicle behavior control) is not suddenly performed, the vehicle behavior becomes unstable, and the driver is confused.

  In the present invention, even when there is an operation in which the driving force of the left and right motor driving wheels cannot be obtained as described above, the right and left motor driving wheel driving force difference control (vehicle behavior control) is not immediately stopped. It is an object of the present invention to propose a vehicle behavior control device that has been improved to solve the above problems.

For this purpose, the vehicle behavior control apparatus according to the present invention is configured as follows.
First, to explain the premise configuration of the present invention,
Driven by individual electric motors, used for vehicles with motor-driven wheels paired on the left and right,
It is a device that controls the behavior of the vehicle by setting a drive torque difference between the left and right motor drive wheels by controlling the corresponding electric motor.

  The present invention is characterized in that the vehicle behavior control device is provided with the following torque down operation detection means, left and right wheel drive torque difference determination means, and behavior control continuation means.

The torque down operation detecting means detects that a torque down operation for reducing the driving force of the vehicle by the electric motor has been performed,
The left and right wheel drive torque difference determining means detects that the left and right motor drive wheel drive torque difference is greater than or equal to a predetermined torque difference.
The behavior control continuation means is configured to detect the torque reduction operation when the torque reduction operation is detected by both of the above-described means and a left-right motor drive wheel driving torque difference equal to or greater than the predetermined torque difference is detected during the operation. The vehicle behavior control is continued regardless of the operation.

In the vehicle behavior control apparatus according to the present invention, when the above-described torque down operation is performed during the vehicle behavior control based on the difference between the left and right motor-driven wheel driving torques greater than a predetermined torque difference, the torque down operation is performed. Regardless, in order to continue the vehicle behavior control due to the difference in driving torque between the left and right motor drive wheels,
The driving force of the left and right motor drive wheels is not immediately lost during the torque reduction operation, and the vehicle behavior control is not performed.

  Therefore, it is possible to avoid the problem that the vehicle behavior becomes unstable and the driver is confused by stopping the driving force difference control between the left and right motor-driven wheels (vehicle behavior control) during the torque reduction operation. it can.

1 is a schematic system diagram showing an overall control system related to a drive system of an electric vehicle including a behavior control device according to a first embodiment of the present invention. FIG. 1 shows the behavior stabilization control state of the electric vehicle in FIG. 1, (a) is an explanatory diagram showing the behavior stabilization control state during turning acceleration, and (b) is an explanation showing the behavior stabilization control state during turning deceleration. FIG. 3 is a flowchart showing a control program for behavior stabilization executed by a behavior control device in the electric vehicle of FIG. FIG. 4 is an operation time chart at the time of turning acceleration in the behavior stabilization control shown in FIG. FIG. 5 is an operation time chart similar to FIG. 4, showing behavior stabilization control executed by the behavior control device according to the second embodiment of the present invention during turning acceleration. FIG. 5 is an operation time chart similar to FIG. 4, showing behavior stabilization control executed by the behavior control device according to the third embodiment of the present invention during turning acceleration. FIG. 5 is an operation time chart similar to FIG. 4, showing behavior stabilization control executed by the behavior control device according to the fourth embodiment of the present invention during turning acceleration. FIG. 5 is an operation time chart similar to FIG. 4, showing behavior stabilization control executed by the behavior control device according to the second embodiment of the present invention during turning deceleration.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration of the first embodiment>
FIG. 1 is a schematic system diagram showing an overall control system related to a drive system of an electric vehicle provided with a behavior control apparatus according to an embodiment of the present invention.

This electric vehicle has left and right front wheels 1FL and 1FR and left and right rear wheels 1RL and 1RR, and the left and right rear wheels 1RL and 1RR are driven by individual electric motors 3RL and 3RR (in-wheel motor IWM) built in the respective wheels. The vehicle can be driven and steered by the left and right front wheels 1FL and 1FR.
Each of the electric motors 3RL and 3RR is a motor / generator that can also function as a generator, and the left and right rear wheels 1RL and 1RR that are motor-driven as described above can be regeneratively braked in response to a predetermined power generation load. .

The electric vehicle of FIG. 1 is controlled by the electric motors 3RL and 3RR (in-wheel motor IWM) as is well known, but the system for that is omitted because it is not related to the present invention. Only the portion related to the present invention is shown in FIG.
That is, the electric vehicle in FIG. 1 includes a vehicle behavior stabilization torque difference calculation unit 11 for performing vehicle behavior control by controlling the driving force difference between the left and right motor driven wheels via the electric motors 3RL and 3RR (in-wheel motor IWM). Have.

A basic drive torque calculation unit 12 and a torque difference control continuation determination unit 13 are connected to the vehicle behavior stabilization torque difference calculation unit 11.
The basic drive torque calculation unit 12 is based on the information about the accelerator opening APO (accelerator pedal depression amount), the brake fluid pressure Pb, and the vehicle speed VSP, that is, the braking / driving torque corresponding to the driving condition requested by the driver, that is, the basic vehicle Calculate drive torque Tmo.

  The vehicle behavior stabilization torque difference calculation unit 11 determines whether vehicle behavior (stabilization) control is necessary based on the vehicle speed VSP, the steering wheel steering angle θ, and the vehicle yaw rate φ. The corresponding electric motors 3RL and 3RR are similarly driven by a battery (not shown) via the inverter 14 so that the rear wheels 1RL and 1RR can achieve the basic driving torque Tmo with the same driving force.

However, when the vehicle behavior stabilization torque difference calculation unit 11 determines that the vehicle behavior (stabilization) control is necessary, the vehicle behavior stabilization torque difference calculation unit 11 obtains a left-right wheel torque difference necessary for the vehicle behavior (stabilization) control, The electric motors 3RL and 3RR are individually driven by a battery (not shown) via the inverter 14 so that the basic driving torque Tmo is realized.
The left and right wheel torque difference necessary for the vehicle behavior (stabilization) control is also supplied to the torque difference control continuation determination unit 13 as indicated by ΔTm_LR in FIG.

  In addition to the left and right wheel torque difference ΔTm_LR, the torque difference control continuation determination unit 13 operates the operating position of the shift lever 16 (forward travel range, reverse travel range, neutral range, A signal is input from the shift position detector 17 for detecting a parking range and the like.

  In response to the input information, the torque difference control continuation determination unit 13 determines whether the left and right rear wheels 1RL and 1RR are stopped (torque down) when the shift lever 16 is switched from the travel range to the neutral range. If the difference ΔTm_LR is equal to or greater than the predetermined torque difference, the vehicle behavior stabilization torque difference calculation unit 11 is caused to send a continuation determination signal to continue the vehicle behavior (stabilization) control based on the left and right wheel torque difference ΔTm_LR.

<Vehicle behavior (stabilization) control>
The above is the outline of the vehicle behavior control according to the present embodiment. The left and right wheel driving force difference control for stabilizing the vehicle behavior will be described below.
Fig. 2 (a) shows left and right wheel drive force difference control that stabilizes the vehicle behavior by suppressing behavioral instability when the vehicle is accelerated during turning, and Fig. 2 (b) shows the vehicle during turning. The left and right wheel driving force difference control for stabilizing the vehicle behavior by suppressing the behavioral instability when the vehicle is decelerated is shown.

  When a rear wheel drive vehicle is accelerated or decelerated during turning, the side force decreases due to a change in the rear wheel drive force, and the vehicle tends to understeer with respect to the steering angle θ during turn acceleration shown in Fig. 2 (a). Instability occurs, and when the vehicle is decelerated as shown in FIG. 5B, the vehicle becomes unstable due to an oversteer tendency with respect to the steering angle θ.

Therefore, during turning acceleration, as shown in Fig. 2 (a), the yaw moment on the oversteer side is generated by the driving force difference control that increases the driving torque of the outer ring than the inner ring, thereby suppressing the understeer tendency during turning acceleration. To stabilize the vehicle behavior.
When turning, as shown in Fig. 2 (b), the yaw moment on the understeer side is generated by driving force difference control that increases the regenerative braking torque of the outer ring than the inner ring, thereby suppressing the oversteer tendency during turning deceleration. To stabilize the vehicle behavior.

  In this embodiment, such vehicle behavior (stabilization) control is performed by the vehicle behavior stabilization torque difference calculation unit 11, the basic drive torque calculation unit 12, and the torque difference control continuation determination unit 13 based on the control program shown in FIG. Carry out like that.

The control program of FIG. 3 is started during traveling in the traveling (D) range in which vehicle behavior (stabilization) control is performed via left and right wheel driving force difference control. First, in step S11, the accelerator opening APO, the brake Reads hydraulic pressure Pb and vehicle speed VSP.
In step S12, based on the input information, the braking / driving torque requested by the driver according to the driving state, that is, the basic driving torque Tmo of the vehicle is calculated.

In step S13, the vehicle speed VSP, the steering angle θ, and the yaw rate φ are read. In step S14, the left and right wheel drive torque difference ΔTm_LR necessary for vehicle behavior (stabilization) control is calculated based on these input information.
When the vehicle is traveling straight and the vehicle behavior is stable, the left and right wheel drive torque difference ΔTm_LR is 0 because the above-described stabilization control of the vehicle behavior is unnecessary.

In step S15, the operation position of the shift lever 16 is detected, and in step S16, it is determined whether or not the detected shift lever position is in the N range.
If it is not in the N range, in step S17, it is checked whether the shift lever position remains in the D range or other than the D and N ranges. If it remains in the D range, the calculation result in step S14 (left and right wheels) The left / right wheel driving force difference control (behavior stabilization control) based on the driving torque difference ΔTm_LR) is continued.

  If it is determined in step S17 that the shift lever position is not in the D or N range, the control is terminated as it is, but the left and right wheel driving force difference control (behavior stabilization control) is basically unnecessary in cases other than the D and N range. Therefore, the control is not performed.

If it is determined in step S16 that the shift lever position is in the N range, the control proceeds to step S19.
Since the control program in FIG. 3 was started at the D range as described above, if it is determined in step S16 that the shift lever position is the N range, immediately after the D → N range switching or after the range switching. It means that the N range is selected.
D → N range switching means that the driver has commanded the driving force 0 (torque down) of the left and right rear wheels 1RL, 1RR, and therefore step S16 corresponds to the torque down operation detecting means in the present invention.

In step S19, it is checked whether the left and right wheel drive torque difference ΔTm_LR is equal to or greater than a predetermined torque difference.
Therefore, step S19 corresponds to the left and right wheel drive torque difference determining means in the present invention.
Here, the predetermined torque difference is the right / left wheel driving torque difference control when the driving force of the left and right rear wheels 1RL, 1RR becomes 0 by switching the D → N range during the vehicle behavior stabilization control by the left / right wheel driving torque difference ΔTm_LR. When it is not performed suddenly, the lower limit value of the left and right wheel driving torque difference that causes the problem that the vehicle behavior becomes unstable and confuses the driver is determined.

If it is determined in step S19 that the left and right wheel drive torque difference ΔTm_LR is greater than or equal to the predetermined torque difference (the vehicle behavior becomes unstable due to the interruption of the left and right wheel drive torque difference control in response to D → N range switching), the control is performed in step S20. The torque difference control is basically continued by the following D → N range switching torque difference control.
Accordingly, step S20 corresponds to behavior control continuation means in the present invention.

This torque difference control during D → N range switching is basically the same as the vehicle behavior stabilization control based on the left and right wheel drive torque difference ΔTm_LR calculated in step S14. In step S19, the left and right wheel drive torque difference ΔTm_LR is set to the predetermined torque. Continue until it is determined that the difference is less than the difference (the vehicle behavior does not become unstable due to the interruption of the left and right wheel drive torque difference control in response to the D → N range switching).
When it is determined in step S19 that the left and right wheel drive torque difference ΔTm_LR has become less than the predetermined torque difference, the control proceeds to step S21, and the torque difference control is terminated.

The torque difference control during D → N range switching in steps S19 to S21 will be described below with reference to FIG.
FIG. 4 is an operation time chart when the D → N range switching operation (torque down operation) is performed at the instant t1, and the left and right wheel drive torque difference ΔTm_LR is greater than or equal to the predetermined torque difference.

From this instant t1, step S19 is selected, and control proceeds to step S20.
In step S20, vehicle behavior stabilization control based on the left and right wheel drive torque difference ΔTm_LR calculated in step S14 is continued.
During this time, from the instant t2 when the left and right wheel drive torque difference ΔTm_LR for behavior stabilization control becomes smaller and less than the predetermined torque difference, step S19 proceeds to step S21, and torque difference control is performed as follows. To finish.

  At the end of the torque difference control, the basic drive torque Tmo is changed from the value at the instant t2 to 0 corresponding to the D → N range switching operation (torque down operation) as shown by the change in the left and right wheel torque after the instant t2. Then, the torque difference is gradually decreased at a predetermined time change gradient where no shock occurs, and the torque difference control is terminated.

<Effect of the first embodiment>
In the behavior control via the left and right wheel torque difference control of the first embodiment described above, the D → N range switching operation (torque) during the vehicle behavior control by the left and right motor drive wheel drive torque difference greater than a predetermined torque difference. (Down operation) (instantaneous t1, step S16 and step S19), regardless of the D → N range switching operation (torque down operation), the vehicle based on the left and right wheel drive torque difference ΔTm_LR calculated in step S14 To continue behavior stabilization control (instant t1 to t2, step S20),
The driving force of the left and right motor drive wheels 1RL and 1RR is not lost immediately at the time of torque down operation t1, and the behavior control of the vehicle is not performed.

  Therefore, the problem that the vehicle behavior becomes unstable and the driver is confused by stopping the driving force difference control between the left and right motor-driven wheels (vehicle behavior stabilization control) during the torque down operation described above is avoided. be able to.

<Vehicle behavior control of the second embodiment>
The D → N range switching torque difference control in steps S19 to S21 in FIG. 3 may be as shown in FIG. 5 instead of FIG.
FIG. 5 is an operation time chart when the D → N range switching operation (torque down operation) is performed at the instant t1, and the left and right wheel drive torque difference ΔTm_LR is greater than or equal to the predetermined torque difference.

From this instant t1, step S19 is selected, and control proceeds to step S20.
In step S20, the vehicle behavior stabilization control based on the left and right wheel drive torque difference ΔTm_LR calculated in step S14 is continuously executed. At this time, from the time series change of the basic drive torque Tmo indicated by the one-dot chain line at the instant t1 to t2. Obviously, the basic drive torque Tmo is gradually reduced from the value at the instant t1 to 0 in response to the D → N range switching operation (torque down operation) with a predetermined time-varying gradient that does not cause a shock, while driving left and right wheels. The vehicle behavior stabilization control based on the torque difference ΔTm_LR is continued.

<Effect of the second embodiment>
Even in the behavior control via the left / right wheel torque difference control of the second embodiment described above, the D → N range switching operation (torque) during the vehicle behavior control by the left / right motor drive wheel drive torque difference greater than the predetermined torque difference. (Down operation) (instantaneous t1, step S16 and step S19), regardless of the D → N range switching operation (torque down operation), the vehicle based on the left and right wheel drive torque difference ΔTm_LR calculated in step S14 To continue behavior stabilization control (instant t1 to t2, step S20),
The driving force of the left and right motor drive wheels 1RL and 1RR is not lost immediately at the time of torque reduction operation t1, and the behavior control of the vehicle is not performed, and the same effect as the first embodiment can be achieved.

  In addition, in this embodiment, since the D → N range switching operation (torque down operation) instant t1 causes a decrease in the vehicle driving torque corresponding to the operation, the driver performs the D → N range switching operation (torque down operation). ) And the same effect as in the first embodiment without giving a sense of incongruity that the initial torque reduction does not occur despite the D → N range switching operation (torque down operation). Can be obtained.

<Vehicle behavior control of the third embodiment>
The torque difference control at the time of D → N range switching in step S19 to step S21 in FIG. 3 may be as shown in FIG. 6 instead of FIGS.
FIG. 6 is an operation time chart when the D → N range switching operation (torque down operation) is performed at the instant t1, and the left and right wheel drive torque difference ΔTm_LR is greater than or equal to the predetermined torque difference.

From this instant t1, step S19 is selected, and control proceeds to step S20.
In step S20, first, the vehicle behavior stabilization control based on the left and right wheel drive torque difference ΔTm_LR calculated in step S14 is continuously executed. At this time, the time series change of the basic drive torque Tmo indicated by the one-dot chain line at the instant t1 to t2 As is apparent from the left and right wheel torques indicated by the broken lines and the solid lines at the instants t1 to t2, the basic drive torque Tmo is determined from the value at the instant t1, and the left and right wheel drive torque difference ΔTm_LR is determined from the torque difference at the instant t1, respectively. The vehicle behavior stabilization control based on the gradually decreasing left and right wheel drive torque difference ΔTm_LR is continued while gradually decreasing at a predetermined time change gradient that does not cause a shock toward 0 corresponding to the range switching operation (torque down operation).

<Effect of the third embodiment>
In the behavior control through the left and right wheel torque difference control of the third embodiment described above, the following effects can be obtained in addition to the effects of the first and second embodiments as they are. .
In other words, when the vehicle behavior stabilization control is continued, not only the basic drive torque Tmo is gradually decreased from the value at the instant t1 toward 0, but also the left and right wheel drive torque difference ΔTm_LR is gradually decreased from the torque difference at the instant t1 toward 0.
Since the vehicle drive torque 0 state corresponding to the D → N range switching operation (torque down operation) at the instant t1 can be realized at an early stage of the instant t3, the driver can perform the D → N range switching operation (torque down). First and second examples without feeling uncomfortable that the response delay from D → N range switching operation (torque down operation) to torque 0 is long. The same effect can be obtained.

<Vehicle behavior control of the fourth embodiment>
The D → N range switching torque difference control in steps S19 to S21 in FIG. 3 may be as shown in FIG. 7, instead of in FIGS.
FIG. 7 is an operation time chart when the D → N range switching operation (torque down operation) is performed at the instant t1, and the left and right wheel drive torque difference ΔTm_LR is greater than or equal to the predetermined torque difference.

From this instant t1, step S19 is selected, and control proceeds to step S20.
In step S20, first, the vehicle behavior stabilization control based on the left and right wheel drive torque difference ΔTm_LR calculated in step S14 is continuously executed from the instant t1 to the instant t2 when the set time ΔTM elapses.
From the instant t2, the basic drive torque Tmo is changed to the instantaneous t2 as apparent from the time series change of the basic drive torque Tmo indicated by the one-dot chain line at the instant t2 to t3 and the left and right wheel torque indicated by the broken line and the solid line at the instant t2 to t3. The left and right wheel drive torque difference ΔTm_LR is gradually reduced from the torque difference at the instant t2 to 0 corresponding to the D → N range switching operation (torque down operation), with a predetermined time-varying gradient that does not cause a shock. However, the vehicle behavior stabilization control based on the gradually decreasing left and right wheel drive torque difference ΔTm_LR is continued.

<Effect of the fourth embodiment>
In the behavior control via the left and right wheel torque difference control of the fourth embodiment described above, the following effects can be obtained in addition to the effects of the first embodiment as they are.
In other words, even if the driver switches the D → N range due to an erroneous operation, if the shift lever 16 is returned during the set time ΔTM from the instant t1, the torque corresponding to the D → N range switching operation (torque down operation) There is no reduction.

  Accordingly, it is possible to avoid the trouble that the torque increase corresponding to the return operation of the shift lever 16 is performed after the torque decrease corresponding to the D → N range switching due to the erroneous operation at the instant t1 is started.

<Vehicle behavior control during regenerative braking>
4 to 7 show vehicle behavior control during constant speed driving and acceleration driving, respectively, and as described above with respect to FIG. Although stabilization can be achieved, the operation is the same even during deceleration traveling by regenerative braking.

FIG. 8 shows vehicle behavior control during deceleration traveling by regenerative braking when the second embodiment of FIG. 5 is applied.
D → N range switching operation (torque down operation) From the instant t1, the vehicle behavior stabilization control based on the left and right wheel drive torque difference ΔTm_LR is continuously executed. At this time, the basic drive indicated by the one-dot chain line at the instant t1 to t2 ( As is clear from the time series change of the regenerative (torque) torque Tmo, there is no shock toward the basic drive (regenerative) torque Tmo from the negative value at the instant t1 to 0 in response to the D → N range switching operation (torque down operation). The vehicle behavior stabilization control based on the left and right wheel drive torque difference ΔTm_LR is continued while changing at a predetermined time change gradient.

  According to such vehicle behavior control during deceleration traveling, as described above with reference to FIG. 2B, it is possible to stabilize the vehicle behavior by suppressing the behavior instability due to oversteering during the traveling.

<Other examples>
In each of the above-described embodiments, the case where the torque reduction operation is the D → N range switching operation has been described. However, the electric motor 3RL is switched from the ON state where the ignition switch for turning the electric motors 3RL and 3RR to be ready for driving can be driven. Assuming that the torque-down operation has been performed when the 3RR is switched to the OFF state, which disables driving, the same torque difference control during torque-down operation as in the previous embodiments is continued (step S20 in FIG. 3). In this case, the same effect can be achieved.

  Further, in each of the above embodiments, the vehicle behavior control device is intended to perform behavior stabilization control in which understeering behavior instability or oversteering behavior instability during turning acceleration or deceleration is suppressed and a neutral steering tendency is obtained. However, it is needless to say that the present invention can be similarly applied to a case where the vehicle behavior control device is intended for cross wind disturbance suppression control or transient yaw rate control.

1FL, 1FR Left and right front wheels
1RL, 1RR Left and right rear wheels (right and left motor drive wheels)
3RL, 3RR In-wheel motor (electric motor)
11 Vehicle behavior stabilization torque difference calculator
12 Basic drive torque calculator
13 Torque difference control continuation determination unit
14 Inverter
16 Shift lever
17 Shift position detector

Claims (9)

Driven by individual electric motors, used for vehicles with motor-driven wheels paired on the left and right,
In the vehicle behavior control device configured to perform vehicle behavior control by setting a drive torque difference by controlling the corresponding electric motor between the left and right motor drive wheels,
Torque-down operation detecting means for detecting that a torque-down operation for reducing the driving force of the vehicle by the electric motor is performed;
Right and left wheel drive torque difference determination means for detecting that the drive torque difference between the left and right motor drive wheels is equal to or greater than a predetermined torque difference;
By these two means, when the torque down operation is detected and a driving torque difference between the left and right motor-driven wheels that is greater than or equal to the predetermined torque difference is detected at the time of the operation, the vehicle behavior control is performed regardless of the torque down operation. A vehicle behavior control device comprising behavior control continuation means for continuing. In the vehicle behavior control device according to claim 1,
The torque-down operation detecting means switches from a travel range for instructing the vehicle to travel to a neutral range for instructing the vehicle to stop when a shift lever operated when the driver commands the vehicle travel mode. A vehicle behavior control device characterized in that the torque-down operation is performed when In the vehicle behavior control device according to claim 1,
The torque-down operation detecting means is configured to perform the torque-down operation when an ignition switch that makes the electric motor ready for driving is switched from an ON state to an OFF state so that the electric motor cannot be driven. A vehicle behavior control device characterized in that the operation is performed. The vehicle behavior control is performed by setting the drive torque difference between the left and right motor drive wheels while the sum of the drive torques of the left and right motor drive wheels is the basic drive torque as required according to the vehicle operating state. In the vehicle behavior control device according to any one of claims 1 to 3,
The behavior control continuation means continues the vehicle behavior control based on the left and right motor-driven wheel driving torque difference until the left and right motor-driven wheel driving torque difference becomes less than the predetermined torque difference, and then the basic driving torque is set. The vehicle behavior control device is characterized in that it gradually decreases toward 0 in response to the torque-down operation. The vehicle behavior control is performed by setting the drive torque difference between the left and right motor drive wheels while the sum of the drive torques of the left and right motor drive wheels is the basic drive torque as required according to the vehicle operating state. In the vehicle behavior control device according to any one of claims 1 to 3,
The vehicle behavior control device, wherein the behavior control continuation means continues the vehicle behavior control while gradually decreasing only the basic drive torque toward 0 corresponding to the torque down operation. The vehicle behavior control is performed by setting the drive torque difference between the left and right motor drive wheels while the sum of the drive torques of the left and right motor drive wheels is the basic drive torque as required according to the vehicle operating state. In the vehicle behavior control device according to any one of claims 1 to 3,
The behavior control continuation means is configured to continue the vehicle behavior control while gradually decreasing the basic drive torque and the left-right motor drive wheel drive torque difference toward 0 corresponding to the torque-down operation. A vehicle behavior control device. The vehicle behavior control is performed by setting the drive torque difference between the left and right motor drive wheels while the sum of the drive torques of the left and right motor drive wheels is the basic drive torque as required according to the vehicle operating state. In the vehicle behavior control device according to any one of claims 1 to 3,
The behavior control continuation means continues the vehicle behavior control based on the difference between the left and right motor-driven wheel driving torques for a set time from the detection of the torque down operation, and then the basic driving torque or the left and right motor-driven wheel driving torques. A vehicle behavior control device characterized in that the vehicle behavior control is further continued while the difference or both are gradually decreased toward 0 corresponding to the torque-down operation. The vehicle behavior control device according to any one of claims 4 to 7,
The behavior control continuation means performs control to gradually reduce the basic driving torque or the left-right motor driving wheel driving torque difference or both toward 0 corresponding to the torque-down operation. A vehicle behavior control device characterized in that the vehicle behavior control device is executed when the vehicle is in the middle. The vehicle behavior control device according to any one of claims 4 to 7,
The behavior control continuation means gradually reduces the regenerative braking torque toward 0 when the vehicle is undergoing regenerative braking when the basic drive torque is gradually decreased toward 0 in response to the torque down operation. A vehicle behavior control device.

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