JP2019116145A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device that performs, on the basis of steering operation, control so that deceleration is applied to a vehicle and control so that a yaw moment is applied to the vehicle in order to control an attitude of the vehicle, which suppresses control from intervening excessively in the whole of the vehicle.SOLUTION: A vehicle control device 1 comprises an engine 4 that generate torque required for driving wheels, a generated torque control mechanism that controls the generated torque by the engine, a brake device 16 that can apply braking force to left and right wheels and a PCM 14. The PCM controls on the basis of a turning state of a vehicle the brake device so that a yaw moment set in a direction opposite to a yaw rate generated in the vehicle is generated in the vehicle, when a steering angle increases, controls the generated torque control mechanism so that the generated torque by the engine is decreased, and when the brake device generates braking force by being controlled based on the set yaw moment, suppresses decrease in the generated torque by the engine at the time when the steering angle increases.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device of a vehicle, and more particularly to a steering device, a drive source generating torque for driving drive wheels, a generation torque control mechanism controlling the generation torque of the drive source, and left and right wheels. The present invention relates to a control device of a vehicle provided with a brake device capable of applying different braking forces and a processor.

  Conventionally, when the behavior of the vehicle becomes unstable due to slip or the like, a technique (e.g., a skid prevention device) for controlling the behavior of the vehicle in a safe direction is known. Specifically, there is known one that detects occurrence of understeer or oversteer behavior in the vehicle at the time of cornering of the vehicle, etc., and applies appropriate deceleration to the wheels so as to suppress them. ing.

  Also, unlike the control for improving the safety in the running state where the behavior of the vehicle becomes unstable as described above, acceleration and deceleration linked to the steering wheel operation from the daily driving range are automatically performed, and the limit There is known a motion control device for a vehicle that reduces skidding in a driving range (see, for example, Patent Document 1). In particular, Patent Document 1 discloses a motion control device of a vehicle provided with a first mode for controlling acceleration / deceleration in the longitudinal direction of the vehicle and a second mode for controlling a yaw moment of the vehicle. There is.

JP, 2010-162911, A

  The control performed in the first mode as described in Patent Document 1 (hereinafter appropriately referred to as “first control”) is typically performed when the steering angle is increasing (ie, the steering angle is increased). When the steering wheel turning operation is performed), the vehicle is decelerated. On the other hand, control performed in the second mode as described in Patent Document 1 (hereinafter appropriately referred to as “second control”) is typically performed when the steering angle decreases. (That is, when the steering wheel turning back operation is performed) is performed so as to apply a yaw moment reverse to the yaw rate generated in the vehicle.

  Here, for example, when the vehicle travels in an S-shaped corner, first, the first control is executed at the time of increase of the steering angle (during turning operation), and thereafter, at the time of decreasing steering angle (during reverse operation) The second control is executed, and thereafter, the first control tends to be further executed when the steering angle is increased (during the turning operation). In this case, it is desirable that the second control be appropriately switched to the first control when the steering operation switches from the switchback operation to the cutting operation, that is, when the steering angle crosses 0, but the steering angle When near 0 both the first and second control may be performed. That is, when the second control continues to be performed even after the steering angle crosses 0, the first control is repeatedly performed in the state where the second control is being performed.

  As described above, when both the first and second controls are executed, control intervention may be excessive for the entire vehicle, which may cause the driver to feel uncomfortable. For example, in the S-shaped corner, when the steering wheel is turned to the right from the left-operated state, the second control causes the vehicle to go straight ahead, that is, the vehicle is turned to the right. A yaw moment is applied to the vehicle to facilitate it. Thereafter, when the steering wheel is turned to the right across the neutral position (steering angle 0), the first control applies deceleration to the vehicle so that the vehicle can easily turn to the right. In such a series of situations, if the first control is repeatedly executed while the second control is being executed, the control for turning the vehicle to the right is applied twice. The vehicle may be oversteered to the right.

  The present invention has been made to solve the above-mentioned problems of the prior art, and provides a vehicle with control for applying deceleration to a vehicle based on steering operation and with a yaw moment for vehicle attitude control. It is an object of the control device for a vehicle performing control to suppress excessive control intervention as the entire vehicle.

In order to achieve the above object, a control device of a vehicle according to the present invention includes a steering device, a drive source generating a torque for driving drive wheels, and a generation torque control mechanism controlling a generation torque of the drive source. , And a control device of a vehicle including a brake device capable of applying different braking forces to left and right wheels, and a processor, wherein the processor reverses a yaw rate generated in the vehicle based on a turning state of the vehicle. Setting the yaw moment and controlling the brake device to cause the vehicle to generate the set yaw moment, and decreasing the generated torque of the drive source when the steering angle related value related to the steering angle of the steering device increases When the braking device generates braking force by controlling the generated torque control mechanism and performing control based on the set yaw moment, the value related to the steering angle increases. It is configured to suppress the generation torque decrease of Dogen, characterized in that.
In the present invention configured as described above, the braking device is configured to set the yaw moment in the reverse direction to the yaw rate generated in the vehicle based on the turning state of the vehicle and cause the vehicle to generate the set yaw moment. In the case where the braking force is generated, the decrease in the generation torque of the drive source when the steering angle related value increases is suppressed, so that deceleration is applied to the vehicle when the steering angle related value is increasing. It is possible to suppress the control and the control of applying the yaw moment to the vehicle based on the turning state to be performed repeatedly, and to suppress an excessive control intervention as the whole vehicle.

Further, in the present invention, preferably, when the brake device generates the braking force by the control based on the set yaw moment, the processor is a drive source by the generated torque control mechanism when the steering angle related value increases. It is configured to delay the onset of the generation torque reduction of
In the present invention configured as described above, the braking device is configured to set the yaw moment in the reverse direction to the yaw rate generated in the vehicle based on the turning state of the vehicle and cause the vehicle to generate the set yaw moment. In the case where the braking force is generated, the start of the generation torque decrease of the drive source is delayed, so that the control to apply the deceleration to the vehicle when the steering angle related value is increasing, and the turning state It is possible to shorten or eliminate a period in which control for applying the yaw moment to the vehicle is performed repeatedly, and to suppress excessive control intervention as the entire vehicle.

Further, in the present invention, preferably, the processor decreases the generated torque of the drive source when the steering angle related value increases and the value set based on the steering angle related value becomes equal to or more than the threshold. When the braking device generates a braking force by controlling the generation torque control mechanism and performing control based on the set yaw moment, the threshold is set larger than otherwise.
In the present invention configured as described above, the braking device is configured to set the yaw moment in the reverse direction to the yaw rate generated in the vehicle based on the turning state of the vehicle and cause the vehicle to generate the set yaw moment. In the case where the braking force is generated, the generation torque of the drive source is reduced by setting the threshold that is the condition for starting the control to reduce the generation torque of the drive source to be larger than the threshold in other cases. Control becomes difficult to execute. This shortens or eliminates the period in which the control for applying deceleration to the vehicle when the steering angle-related value is increasing and the control for applying the yaw moment to the vehicle based on the turning state are overlapped or eliminated. As a whole, excessive control intervention can be suppressed.

Further, in the present invention, preferably, when the brake device generates the braking force by the control based on the set yaw moment, the processor causes the drive source to increase the steering angle related value more than otherwise. To reduce the amount of reduction in generated torque.
In the present invention configured as described above, the braking device is configured to set the yaw moment in the reverse direction to the yaw rate generated in the vehicle based on the turning state of the vehicle and cause the vehicle to generate the set yaw moment. In the case where the braking force is generated, the amount of torque reduction of the drive source is decreased when the steering angle related value is increased more than otherwise, so that the deceleration is increased when the steering angle is increased. When the control to be applied to the vehicle and the control to apply yaw moment to the vehicle based on the turning state are executed repeatedly, the influence of reduction in generated torque of the drive source is reduced, and control intervention is excessive for the entire vehicle. Can be suppressed.

Further, in the present invention, preferably, when the brake device generates the braking force by the control based on the set yaw moment, the processor reduces the generation torque of the drive source when the steering angle related value increases. It is configured to prohibit.
In the present invention configured as described above, the braking device is configured to set the yaw moment in the reverse direction to the yaw rate generated in the vehicle based on the turning state of the vehicle and cause the vehicle to generate the set yaw moment. In the case where the braking force is generated, the reduction in the generation torque of the drive source when the steering angle related value increases is prohibited, so the vehicle is given deceleration when the steering angle related value is increasing. It is possible to prevent the control and the control of applying the yaw moment to the vehicle based on the turning state to be performed repeatedly, and to suppress the control intervention from becoming excessive as the whole vehicle.

  Also, in the present invention, preferably, the processor is configured to control the brake device to cause the vehicle to generate the set yaw moment when the steering angle related value is decreasing.

  Further, in the present invention, preferably, the turning state of the vehicle is a steering speed acquired based on a detection value of a steering angle sensor that detects a steering angle of the steering device.

  In the present invention, preferably, the turning state of the vehicle is the difference between the actual yaw rate actually occurring in the vehicle and the target yaw rate set based on the detected value of the steering angle sensor that detects the steering angle of the steering device. The rate of change of

Further, in the present invention, preferably, the processor is configured to calculate a steering angle related value when the brake device generates a braking force by control based on the set yaw moment when the steering device is operated across the neutral position. Is configured to suppress a decrease in generated torque of the drive source when.
In the present invention configured as described above, the braking device exerts a braking force so as to cause the vehicle to generate a yaw moment even after the steering operation has been switched back and the steering operation has been started across the neutral position. For example, since the generation torque decrease of the drive source when the steering angle related value is increased is prohibited, the steering operation is continuously performed from the turning back operation to the cutting operation as in the S-shaped corner, for example. Control to apply deceleration to the vehicle when the steering angle related value is increasing, and control to apply the yaw moment to the vehicle based on the turning state are prevented from being repeatedly executed. As a whole, excessive control intervention can be suppressed.

  According to the control device for a vehicle according to the present invention, the control device for a vehicle performs control for applying deceleration to the vehicle based on a steering operation and control for applying a yaw moment to the vehicle for attitude control of the vehicle. As a whole, excessive control intervention can be appropriately suppressed.

1 is a block diagram showing an overall configuration of a vehicle equipped with a control device of a vehicle according to an embodiment of the present invention. It is a block diagram showing the electric composition of the control device of the vehicles by the embodiment of the present invention. It is a flowchart of attitude control processing according to the first embodiment of the present invention. 5 is a flowchart of an additional deceleration setting process according to the first embodiment of the present invention. It is the map which showed the relationship of the addition deceleration degree and steering speed by 1st Embodiment of this invention. It is a flowchart of target yaw moment setting processing according to the first embodiment of the present invention. It is the time chart which showed the time change of the parameter about vehicle attitude control in case the vehicles carrying the control device of the vehicles by a 1st embodiment of the present invention turn. It is a flowchart of attitude control processing according to a second embodiment of the present invention. It is a flowchart of attitude control processing according to a third embodiment of the present invention. It is a flowchart of the addition deceleration setting process by 3rd Embodiment of this invention. It is a flowchart of the addition deceleration setting process by 4th Embodiment of this invention. It is the map which showed the relationship of the addition deceleration and steering speed by 3rd and 4th embodiment of this invention.

  Hereinafter, a control device for a vehicle according to an embodiment of the present invention will be described with reference to the attached drawings.

<System configuration>
First, a system configuration of a vehicle equipped with a control device for a vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing the overall configuration of a vehicle equipped with a control device for a vehicle according to an embodiment of the present invention.

  In FIG. 1, the code | symbol 1 shows the vehicle carrying the control apparatus of the vehicle by this embodiment. An engine 4 is mounted on a front portion of the vehicle body of the vehicle 1 as a drive source for driving drive wheels (the front wheels 2 on the left and right in the example of FIG. 1). The engine 4 is an internal combustion engine such as a gasoline engine or a diesel engine, and in the present embodiment is a gasoline engine having an ignition plug.

  The vehicle 1 also has a steering angle sensor 8 that detects the rotation angle of a steering column (not shown) connected to the steering wheel 6, a vehicle speed sensor 10 that detects a vehicle speed, and a yaw rate sensor 12 that detects a yaw rate. Each of these sensors outputs the detected value to a PCM (Power-train Control Module) 14.

In addition, the vehicle 1 is provided with a brake control system 18 that supplies a brake fluid pressure to the wheel cylinders and brake calipers of the brake device 16 provided on each wheel. The brake control system 18 includes a hydraulic pump 20 that generates a brake fluid pressure necessary to generate a braking force in a brake device 16 provided on each wheel. The hydraulic pump 20 is driven by, for example, power supplied from a battery, and generates a brake hydraulic pressure necessary to generate a braking force in each brake device 16 even when the brake pedal is not depressed. It has become possible. In addition, the brake control system 18 is a valve unit 22 for controlling the fluid pressure supplied from the fluid pressure pump 20 to the brake device 16 for each wheel, provided in the fluid pressure supply line to the brake device 16 for each wheel. (Specifically, it has a solenoid valve). For example, the degree of opening of the valve unit 22 is changed by adjusting the amount of power supplied from the battery to the valve unit 22. The brake control system 18 also includes a fluid pressure sensor 24 that detects the fluid pressure supplied from the fluid pressure pump 20 to the brake device 16 for each wheel. The hydraulic pressure sensor 24 is disposed, for example, at the connection between each valve unit 22 and the hydraulic pressure supply line downstream thereof, detects the hydraulic pressure on the downstream side of each valve unit 22, and detects the detected value as a PCM (Power-train). Output to Control Module 14.
The brake control system 18 calculates, based on the braking force command value input from the PCM 14 and the detection value of the hydraulic pressure sensor 24, the hydraulic pressure to be supplied independently to each of the wheel cylinder and brake caliper of each wheel. The rotational speed of the hydraulic pump 20 and the opening degree of the valve unit 22 are controlled according to the hydraulic pressure.

Next, an electrical configuration of a control device for a vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of a control device of a vehicle according to an embodiment of the present invention.
The PCM 14 (control device for a vehicle) according to the present embodiment generates the engine 4 based on detection signals output from various sensors that detect the operating state of the engine 4 in addition to the detection signals from the sensors 8 to 12 and 24 described above. In order to control each part of the engine 4 (for example, a throttle valve, a turbocharger, a variable valve mechanism, an ignition device, a fuel injection valve, an EGR device, etc.) functioning as a torque control mechanism and the brake control system 18, Output.
Each of the PCM 14 and the brake control system 18 includes one or more processors, various programs to be interpreted and executed on the processors (a basic control program such as an OS, and an application program activated on the OS to realize a specific function) And a computer having an internal memory such as a ROM or RAM for storing programs and various data.
Although the details will be described later, the PCM 14 and the brake control system 18 correspond to the control device of the vehicle in the present invention.

<Attitude control of vehicle>
First Embodiment
Next, specific control contents executed by the control device of the vehicle will be described.
First, the overall flow of the attitude control process performed by the control device of the vehicle in the first embodiment of the present invention will be described with reference to FIG. FIG. 3 is a flowchart of attitude control processing according to the first embodiment of the present invention.

The posture control process of FIG. 3 is started when the ignition of the vehicle 1 is turned on and the control device of the vehicle is turned on, and is repeatedly executed in a predetermined cycle (for example, 50 ms).
When the attitude control process is started, as shown in FIG. 3, the PCM 14 acquires various sensor information regarding the driving state of the vehicle 1 in step S1. Specifically, the PCM 14 is a steering angle detected by the steering angle sensor 8, a vehicle speed detected by the vehicle speed sensor 10, a yaw rate detected by the yaw rate sensor 12, a hydraulic pressure detected by the hydraulic pressure sensor 24, a transmission of the vehicle 1. The detection signals output from the various sensors described above, including the currently set gear and the like, are acquired as information regarding the operating state.

  Next, in step S2, the PCM 14 sets a target acceleration based on the driving state of the vehicle 1 including the operation of the accelerator pedal acquired in step S1. Specifically, the PCM 14 is an acceleration corresponding to the current vehicle speed and gear position among acceleration characteristic maps (previously created and stored in a memory or the like) defined for various vehicle speeds and various gear positions. The characteristic map is selected, and the target acceleration corresponding to the current accelerator opening degree is determined with reference to the selected acceleration characteristic map.

  Next, in step S3, the PCM 14 determines a basic target torque of the engine 4 for achieving the target acceleration determined in step S2. In this case, the PCM 14 determines a basic target torque within the range of torque that the engine 4 can output based on the current vehicle speed, gear, road surface gradient, road surface μ, and the like.

  Further, in parallel with the processes of steps S2 and S3, in step S4, the PCM 14 executes the additional deceleration setting process, and generates deceleration in the vehicle 1 based on the value related to the steering angle (steering angle related value). To determine the amount of torque reduction necessary to control the vehicle attitude. In the present embodiment, the case where the steering angle is used as the steering angle related value will be described. Details of the additional deceleration setting process will be described later.

  Next, in step S5, the PCM 14 executes target yaw moment setting processing to set a target yaw moment to be applied to the vehicle 1 in order to control the posture of the vehicle 1 based on the turning state of the vehicle 1. In the present embodiment, the case of using the steering speed as the turning state will be described. Details of the target yaw moment setting process will be described later.

After the processing in steps S3 and S5, in step S6, the PCM 14 causes the brake device 16 to generate a braking force by control based on the yaw moment set in the target yaw moment setting processing, and determines whether a yaw moment is generated. judge.
For example, the PCM 14 acquires the hydraulic pressure supplied to the brake device 16 of each wheel from the detection value of the hydraulic pressure sensor 24, and the yaw moment generated in the vehicle 1 by the brake device 16 based on the acquired hydraulic pressure. Estimate Then, if the estimated yaw moment is equal to or greater than a predetermined threshold value, it is determined that a yaw moment is generated.

  As a result, when a yaw moment is generated, the process proceeds to step S7, and the PCM 14 determines whether the steering angle changes over 0 degrees based on the detection value of the steering angle sensor 8 (ie, the steering wheel 6 It is determined whether or not it is operated to cross the neutral position.

As a result, when the steering angle changes over 0 degrees, the process proceeds to step S8, and the PCM 14 determines the basic target torque determined in step S3 as it is as the final target torque.
On the other hand, if it is determined in step S6 that no yaw moment has occurred, or if it is determined in step S7 that the steering angle has not changed over 0 degrees, the process proceeds to step S9, and the PCM 14 performs step A final target torque is determined based on the basic target torque determined in S3 and the torque reduction amount determined in step S4. For example, the PCM 14 sets a value obtained by subtracting the torque reduction amount from the basic target torque as the final target torque.

After step S8 or S9, the process proceeds to step S10, and the PCM 14 controls the engine 4 to output the final target torque set in step S8 or S9. Specifically, the PCM 14 calculates various state quantities (for example, air charge amount, fuel injection, etc.) required to realize the final target torque based on the final target torque set in step S8 or S9 and the engine speed. The amount, intake air temperature, oxygen concentration, etc.) are determined, and based on these state quantities, each actuator that drives each of the components of the engine 4 is controlled. In this case, the PCM 14 sets the limit value and the limit range according to the state amount, and executes control by setting the control amount of each actuator such that the state value complies with the limit value and the limit by the limit range.
More specifically, when the engine 4 is a gasoline engine, the PCM 14 steps the ignition timing of the spark plug 24 when the final target torque is determined by subtracting the torque reduction amount from the basic target torque in step S9. The generation torque of the engine 4 is reduced by retarding (retarding) the ignition timing when the basic target torque is directly set as the final target torque in S8.
When the engine 4 is a diesel engine and the final target torque is determined by subtracting the torque reduction amount from the basic target torque in step S9, the PCM 14 determines the fuel injection amount as the basic target torque in step S8. The generated torque of the engine 4 is reduced by reducing the fuel injection amount when the final target torque is used as it is.
The control to reduce the generated torque of the engine 4 performed by such a PCM 14 corresponds to the above-mentioned "first control".

Next, in step S11, the brake control system 18 controls the brake device 16 to apply the target yaw moment set in step S5 to the vehicle 1. The brake control system 18 stores in advance a map that defines the relationship between the yaw moment command value and the rotational speed of the hydraulic pump 20, and is set in the target yaw moment setting process of step S5 by referring to this map. The hydraulic pump 20 is operated at a rotational speed corresponding to the determined yaw moment command value (e.g., by increasing the power supplied to the hydraulic pump 20, the hydraulic pump 20 is operated up to the rotational speed corresponding to the braking force command value. Increase the rotation speed of
In addition, the brake control system 18 stores, for example, a map defining the relationship between the yaw moment command value and the opening degree of the valve unit 22 in advance, and corresponds to the yaw moment command value by referring to this map. The valve unit 22 is individually controlled to be the opening degree (for example, the opening degree of the solenoid valve is increased to the opening degree corresponding to the braking force command value by increasing the power supplied to the solenoid valve), Adjust the wheel braking force.
The control performed by such a brake control system 18 corresponds to the above-mentioned "second control".
After step S11, the PCM 14 ends the attitude control process.

Next, the additional deceleration setting process in the first embodiment of the present invention will be described with reference to FIGS. 4 and 5.
FIG. 4 is a flowchart of the additional deceleration setting process according to the first embodiment of the present invention, and FIG. 5 is a map showing the relationship between the additional deceleration and the steering speed according to the first embodiment of the present invention.

When the additional deceleration setting process is started, in step S21, the PCM 14 determines whether or not the turning operation of the steering wheel 6 is in progress (that is, the steering angle (absolute value) is increasing).
As a result, when the cutting operation is being performed, the process proceeds to step S22, and the PCM 14 calculates the steering speed based on the steering angle acquired from the steering angle sensor 8 in step S1 of the attitude control processing of FIG.

Next, in step S23, PCM 14 is steering speed is determined whether a predetermined threshold S ₁ or more.
As a result, when the steering speed is the threshold value S ₁ or more, the process proceeds to step S24, PCM 14 sets the deceleration with based on the steering speed. The additional deceleration is a deceleration that should be added to the vehicle in response to the steering operation in order to control the vehicle attitude in accordance with the driver's intention.
Specifically, the PCM 14 sets the additional deceleration corresponding to the steering speed calculated in step S22, based on the relationship between the additional deceleration and the steering speed shown in the map of FIG.
The horizontal axis in FIG. 5 indicates the steering speed, and the vertical axis indicates the additional deceleration. As shown in FIG. 5, when the steering speed is less than the threshold value S _1, the additional deceleration corresponding zero. That is, when the steering speed is less than the threshold value S _1, PCM 14 does not perform the control for adding the deceleration of the vehicle 1 based on the steering operation (specifically, the reduction of the generation torque of the engine 4).
On the other hand, when the steering speed is equal to or higher than the threshold value S ₁ , the additional deceleration corresponding to the steering speed gradually _{approaches the} predetermined upper limit value D _max as the steering speed increases. That is, the additional deceleration increases as the steering speed increases, and the rate of increase in the amount of increase decreases. The upper limit value D _max is set to such a degree that the driver does not feel that there is control intervention even if the vehicle 1 is decelerated according to the steering operation (for example, 0.5 m / s ² 0 0 .05G).
Further, when the steering speed is high threshold S ₂ or more than the threshold S _1, the additional deceleration is maintained at the upper limit value D _max.

Next, in step S25, the PCM 14 determines a torque reduction amount based on the additional deceleration set in step S24. Specifically, the PCM 14 reduces the torque reduction amount required to realize the additional deceleration by the reduction of the generated torque of the engine 4 based on the current vehicle speed, gear speed, road surface gradient, etc. acquired in step S1. decide.
After step S25, the PCM 14 ends the additional deceleration setting process and returns to the main routine.

Further, in step S21, if not in turning operation of the steering wheel 6, or, in step S23, if the steering speed is less than the threshold value S _1, PCM 14, the additional deceleration setting without configuring additional deceleration End the process and return to the main routine. In this case, the torque reduction amount is zero.

Next, the target yaw moment setting process will be described with reference to FIG.
As shown in FIG. 6, when the target yaw moment setting process is started, in step S31, the PCM 14 determines the target yaw rate and the target lateral jerk based on the steering angle and the vehicle speed acquired in step S1 of the attitude control process of FIG. calculate.
Specifically, the PCM 14 calculates the target yaw rate by multiplying the steering angle by a coefficient according to the vehicle speed. The PCM 14 also calculates a target lateral jerk based on the steering speed and the vehicle speed.

  Next, in step S32, the PCM 14 calculates the difference (yaw rate difference) Δγ between the yaw rate (actual yaw rate) detected by the yaw rate sensor 12 acquired in step S1 of the attitude control process of FIG. 3 and the target yaw rate calculated in step S31. calculate.

Next, in step S33, the PCM 14 is in the process of turning back the steering wheel 6 (ie, the steering angle is decreasing), and the change rate Δγ ′ of the yaw rate difference obtained by time differentiating the yaw rate difference Δγ is It is determined whether or not it is a predetermined threshold Y ₁ or more.
As a result, when the switching back operation is performed and the change rate Δγ ′ of the yaw rate difference is equal to or greater than the threshold Y ₁ , the process proceeds to step S34, and the PCM 14 reverses the actual yaw rate of the vehicle 1 based on the change rate Δγ ′ of the yaw rate difference. Set the yaw moment around as the target yaw moment. Specifically, the PCM 14 multiplies the change rate Δγ ′ of the yaw rate difference by a predetermined coefficient C _m1 to calculate the magnitude of the target yaw moment.

On the other hand, if the steering wheel 6 is not being turned back in step S33 (ie, the steering angle is constant or increasing), the process proceeds to step S35, the PCM 14 changes the yaw rate difference .DELTA..gamma. It determines whether the direction of increasing from the yaw rate (i.e. the direction in which the behavior of the vehicle 1 is oversteer) change rate Δγ in and yaw rate difference is' is the threshold value Y ₁ or more. Specifically, in the PCM 14, when the yaw rate difference is reduced under the condition that the target yaw rate is equal to or higher than the actual yaw rate, or when the yaw rate difference is increased under the condition that the target yaw rate is less than the actual yaw rate. The change rate Δγ ′ of the yaw rate difference is determined to be in the direction in which the actual yaw rate becomes larger than the target yaw rate.

As a result, when the change rate Δγ ′ of the yaw rate difference is in the direction in which the actual yaw rate becomes larger than the target yaw rate and the change rate Δγ ′ of the yaw rate difference is the threshold Y ₁ or more, the process proceeds to step S34 and the PCM 14 calculates the yaw rate difference. Based on the change speed Δγ ′, a yaw moment reverse to the actual yaw rate of the vehicle 1 is set as the target yaw moment.

After the step S34, or if the change rate Δγ in the yaw rate difference 'change rate Δγ if yaw rate difference actual yaw rate is not larger direction than the target yaw rate' is less than the threshold value Y ₁ at step S35, the process proceeds to step S36 , PCM 14 is cut back during operation of the steering wheel 6 (i.e. in the steering angle is decreased), and the steering speed is determined whether a predetermined threshold S ₃ or more.

As a result, if and steering speed in the switch-back is the threshold value S ₃ or more, the process proceeds to step S37, PCM 14, based on the target lateral jerk calculated in step S31, the actual yaw rate of the vehicle 1 the yaw moment opposite direction Set as a second target yaw moment.
Specifically, the PCM 14 multiplies the target transverse jerk by a predetermined coefficient C _m2 to calculate the magnitude of the second target yaw moment.

After step S37, or, if cut is not being returning operation (i.e. the steering angle is in constant or increased) or steering speed of the steering wheel 6 is less than the threshold value S ₃ in step S36, the process proceeds to step S38, PCM 14 Among the target yaw moment set in step S34 and the second target yaw moment set in step S37, the larger one is set as the yaw moment command value.
After step S38, the PCM 14 ends the target yaw moment setting process and returns to the main routine.

  Next, the operation of the control system for a vehicle according to the first embodiment of the present invention will be described with reference to FIG. FIG. 7 is a time chart showing time-dependent changes of parameters related to vehicle attitude control when the vehicle equipped with the control apparatus for a vehicle according to the first embodiment of the present invention makes a turn. In FIG. 7, chart (a) shows the steering angle of the vehicle turning, chart (b) shows the steering speed, chart (c) shows the target transverse jerk set based on the steering speed, and chart (d) Shows the yaw moment generated in the vehicle 1 based on the target yaw moment set in the target yaw moment setting process, and the chart (e) shows the final target torque set in the attitude control process.

  As shown in the chart (a) of FIG. 7, the switchback operation is started at time t1 from the state where the steering wheel 6 is maintained at a certain steering angle, and the steering operation crosses 0 degrees at time t2. Is switched to the cutting operation, and it is assumed that the steering angle is kept constant after time t3.

In this case, the target yaw moment for attitude control of the vehicle 1 is set at time t1 at which the switchback operation is started, and the second control of applying the yaw moment to the vehicle 1 is started (chart (d) reference). In a typical example, a steering operation switching back operation, and, in condition that the steering speed is the threshold value S ₃ or more is satisfied (step of FIG. 6 S36: Yes), PCM14, based on the target lateral jerk A (second) target yaw moment is set (step S37 in FIG. 6). Thereafter, when the steering operation is switched to the cutting operation at time t2, the condition for setting the (second) target yaw moment is not satisfied (step S36 in FIG. 6: No), so the PCM 14 sets the target yaw moment to 0. Do. However, after a command to set the brake fluid pressure to 0 (in other words, a command to release the brake fluid pressure) is issued, the brake fluid pressure is actually less than the fluid pressure at which no braking force is applied to the wheels (caliper invalid fluid pressure). In the meantime, there is a response delay. That is, there is a response delay between the time when the application of the braking force by the brake device 16 is actually ended after the command to end the application of the braking force to the wheels by the brake device 16 is issued. This is because there is a reduction delay (pressure reduction delay) of the brake fluid pressure due to the orifice for the purpose of pulsation reduction in the brake device 16, so that the brake pad can not be released immediately after the command and a so-called brake residue occurs. is there.
Therefore, as shown in the chart (d), when the steering angle becomes 0 at time t2, the application of the braking force of the yaw moment by the brake device 16 does not end immediately, so the yaw moment to the vehicle 1 by the second control Does not end. Therefore, even after the steering angle crosses 0, the yaw moment continues to occur until time t2 'after the steering operation is switched from the switchback operation to the turning operation.

  At time t2 when the steering operation is switched to the turning operation, an additional deceleration for attitude control of the vehicle 1 is set. Here, as shown by the broken line in the chart (e), when the second control for reducing the torque reduction amount determined based on the additional deceleration from the generation torque of the engine 4 is immediately started at time t2, the second control The generation of the yaw moment and the generation of the deceleration overlap until time t2 'when the generated yaw moment becomes zero.

On the other hand, in the present embodiment, while the yaw moment is generated by the second control (step S6 in FIG. 3: Yes), the PCM 14 directly sets the basic target torque as the final target torque (FIG. Step S8 of 3) prevents the reduction of the generation torque of the engine 4 (that is, the reduction of the generation torque of the engine 4 is prohibited), so the first control is repeatedly performed in the state where the second control is being performed. Being suppressed.
Then, when the yaw moment generated by the second control becomes zero at time t2 (step S6 in FIG. 3: No), the PCM 14 sets a value obtained by subtracting the torque reduction amount from the basic target torque as the final target torque. Since (step S9 in FIG. 3), the first control is started in the state where the second control is not executed. Thereafter, when the steering speed is less than the threshold value S ₁ (Step of Fig. 4 S23: No), the first control is terminated.

  As described above, according to the first embodiment of the present invention, the brake device 16 generates a braking force by control based on the yaw moment set in the target yaw moment setting process, and a yaw moment is generated in the vehicle 1. In the case where the steering angle is increased due to the turning operation of the steering wheel 6, a decrease in generated torque of the engine 4 is suppressed. Therefore, the first control for applying deceleration to the vehicle when the steering angle is increased And the second control of applying the yaw moment to the vehicle when the steering angle is decreasing is prevented from being repeatedly performed, and the control intervention as an entire vehicle is suppressed from being in an excessive state. Can.

Second Embodiment
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 8 is a flowchart of attitude control processing according to the second embodiment of the present invention. In the second embodiment, the configuration is the same as that of the first embodiment except for part of the attitude control process, and thus detailed description of such portions will be omitted.

  Steps S41 to S47 and S50 to S53 of the attitude control process according to the second embodiment shown in FIG. 8 are the same as steps S1 to S7 and steps S8 to S11 of the attitude control process according to the first embodiment shown in FIG. is there.

If it is determined in step S47 that the steering angle has changed over 0 degrees, the process proceeds to step S48, and the PCM 14 is set to the additional deceleration in the additional deceleration setting process, and the torque reduction amount is determined based on the additional deceleration. It is determined whether or not it has been determined.
As a result, when the torque reduction amount is determined, the process proceeds to step S49, and the PCM 14 determines whether or not a predetermined time has elapsed since the steering angle crosses zero.
As a result, if the predetermined time has not passed since the steering angle crosses 0, the process proceeds to step S8, and the PCM 14 determines the basic target torque determined in step S3 as the final target torque as it is. In addition, also in the case where the torque reduction amount is not determined in step S48 (that is, the first control for applying deceleration to the vehicle when the steering angle is increased is not performed), the PCM 14 performs step S3. The basic target torque determined in the above is directly determined as the final target torque.

  On the other hand, when it is determined in step S46 that no yaw moment is generated, it is determined in step S47 that the steering angle does not change over 0 degrees, or in step S49 the steering angle exceeds 0 If it is determined that the predetermined time has elapsed, the process proceeds to step S51, and the PCM 14 determines the final target torque based on the basic target torque determined in step S43 and the torque reduction amount determined in step S44.

  In the second embodiment, in the state where the steering angle changes over 0 degrees and the yaw moment is generated by the second control even after the steering operation is switched to the turning operation, the torque is added by the additional deceleration setting process. When the reduction amount is determined, the PCM 14 sets the basic target torque as the final target torque as it is until the predetermined time elapses from when the steering angle crosses 0 (step S50 in FIG. 8). Do not reduce the generated torque. Then, after a predetermined time has elapsed from when the steering angle crosses 0, the reduction of the generated torque of the engine 4 is started. That is, when the yaw moment is generated by the second control, the start of the generation torque decrease of the engine 4 is delayed for a predetermined time, so that the deceleration is applied to the vehicle when the steering angle is increasing. The period during which the control of (1) and the second control of applying the yaw moment to the vehicle when the steering angle is decreasing is repeated or shortened, and the control intervention as a whole becomes excessive Can be suppressed.

(Third and fourth embodiments)
Next, third and fourth embodiments of the present invention will be described with reference to FIGS. 9 to 12. In the third and fourth embodiments, since there is a part having the same configuration as that of the first embodiment, detailed description of such a part will be omitted.

First, posture control processing of the third embodiment and the fourth embodiment will be described with reference to FIG. FIG. 9 is a flowchart of attitude control processing according to the third and fourth embodiments of the present invention.
Steps S61 to S65 and S67 to S68 of the posture control process shown in FIG. 9 are the same as steps S1 to S5 and steps S10 to S11 of the posture control process according to the first embodiment shown in FIG.

  After the processes of steps S63 and S65, in step S66, the PCM 14 determines a final target torque based on the basic target torque determined in step S63 and the torque reduction amount determined in step S64. For example, the PCM 14 sets a value obtained by subtracting the torque reduction amount from the basic target torque as the final target torque.

Next, the additional deceleration setting process of the third embodiment will be described with reference to FIGS. 10 and 12. FIG. 10 is a flowchart of the additional deceleration setting process according to the third embodiment of the present invention, and FIG. 12 is a map showing the relationship between the additional deceleration and the steering speed according to the third and fourth embodiments of the present invention. .
Steps S75 to S79 of the additional deceleration setting process shown in FIG. 10 are the same as steps S21 to S25 of the additional deceleration setting process according to the first embodiment shown in FIG.

As shown in FIG. 10, when the additional deceleration setting process is started, in step S71, the PCM 14 causes the brake device 16 to generate a braking force by control based on the yaw moment set in the target yaw moment setting process. It is determined whether or not a moment is generated.
For example, the PCM 14 acquires the hydraulic pressure supplied to the brake device 16 of each wheel from the detection value of the hydraulic pressure sensor 24, and the yaw moment generated in the vehicle 1 by the brake device 16 based on the acquired hydraulic pressure. Estimate Then, if the estimated yaw moment is equal to or greater than a predetermined threshold value, it is determined that a yaw moment is generated.

  As a result, when a yaw moment is generated, the process proceeds to step S72, and the PCM 14 determines whether the steering angle changes over 0 degrees based on the detection value of the steering angle sensor 8 (that is, the steering wheel 6 It is determined whether or not it is operated to cross the neutral position.

If it is determined in step S71 that no yaw moment has occurred, or if it is determined in step S72 that the steering angle has not changed over 0 degrees, the process proceeds to step S74, and the PCM 14 determines that the steering angle is setting the S ₁ a deceleration as a first threshold value of the steering speed which starts controlling the applied to the vehicle 1 when they are increased.

On the other hand, in step S72, the case where it is determined that the steering angle varies across the 0 °, the process proceeds to step S73, PCM 14 as a threshold value of the steering speed to initiate the first control, the larger S ₄ than S ₁ Set
In this case, as shown in FIG. 12, when the steering speed is less than the threshold value S _4, additional deceleration corresponding zero. That is, when the steering speed is less than the threshold value S _4, PCM 14 does not perform the control for adding the deceleration of the vehicle 1 based on the steering operation (specifically, the reduction of the generation torque of the engine 4). On the other hand, as indicated by one-dot chain lines in FIG. 12, when the steering speed is the threshold value S ₄ or more, according to the steering speed increases, additional deceleration corresponding to the steering speed is a predetermined upper limit value D _max Asymptotically.

In the third embodiment, when the steering angle changes over 0 degrees and a yaw moment is generated by the second control even after the steering operation is switched to the turning operation, the steering angle increases. a first threshold value of the steering speed to start control of imparting deceleration to the vehicle 1 when you are, set to a larger S ₄ than the threshold S ₁ when the yaw moment by the second control is not generated There is. That is, when the yaw moment is generated by the second control, the first control to reduce the generated torque of the engine 4 is difficult to be executed, so the vehicle is decelerated when the steering angle is increased. The period in which the first control to be applied to the vehicle and the second control to apply the yaw moment to the vehicle when the steering angle is decreasing is overlapped or shortened, and the control intervention is excessive for the entire vehicle It can be suppressed to be in the state.

Next, the additional deceleration setting process of the fourth embodiment will be described with reference to FIGS. 11 and 12. FIG. 11 is a flowchart of an additional deceleration setting process according to the fourth embodiment of the present invention.
Steps S85 to S89 of the additional deceleration setting process shown in FIG. 11 are the same as steps S21 to S25 of the additional deceleration setting process according to the first embodiment shown in FIG.

  As shown in FIG. 11, when the additional deceleration setting process is started, in step S81, the PCM 14 causes the brake device 16 to generate a braking force by control based on the yaw moment set in the target yaw moment setting process. It is determined whether or not a moment is generated.

  As a result, when a yaw moment is generated, the process proceeds to step S82, and the PCM 14 determines whether the steering angle changes over 0 degrees based on the detection value of the steering angle sensor 8 (that is, the steering wheel 6 It is determined whether or not it is operated to cross the neutral position.

As a result, when it is determined that the steering angle has changed over 0 degrees, the process proceeds to step S83, and the PCM 14 sets the additional deceleration based on the steering speed, the additional deceleration corresponding to the increase in the steering speed The rate of increase of is set to a relatively small value.
On the other hand, if it is determined in step S81 that no yaw moment has occurred, or if it is determined in step S82 that the steering angle has not changed over 0 degrees, the process proceeds to step S84 and the PCM 14 performs steering The rate of increase of the additional deceleration corresponding to the increase of the speed is set to a relatively large value.

  That is, the brake device 16 causes the braking force to be generated by the control based on the yaw moment set in the target yaw moment setting process, and the yaw moment is generated (step S81 in FIG. 11: Yes). If it changes in step S82 in FIG. 11 (Yes in step S82), as shown in FIG. 12, the rate of increase in the additional deceleration (the slope of the broken line in FIG. 12) corresponding to the increase in steering speed Because it is smaller than the increase rate (the slope of the solid line in FIG. 12) when the steering angle does not change over 0 degrees or not, the additional deceleration set for the same steering speed decreases ( That is, the amount of decrease in generated torque of the engine 4 is reduced).

  As described above, in the fourth embodiment, when the steering angle changes over 0 degrees, and the yaw moment is generated by the second control even after the steering operation is switched to the turning operation, the steering angle is Reduce the amount of reduction in generated torque of the engine 4 by the first control to apply deceleration to the vehicle 1 when it is increasing than the amount of reduction in generated torque when no yaw moment is generated by the second control. ing. That is, when the yaw moment is generated by the second control, the amount of reduction of the generated torque of the engine 4 is smaller than otherwise, so that the vehicle is decelerated when the steering angle is increased. As the whole vehicle, the influence of the first control when the first control to be applied and the second control to apply the yaw moment to the vehicle when the steering angle is decreasing is executed in an overlapping manner. Excessive control intervention can be suppressed.

<Modification>
Finally, further modifications of the embodiment of the present invention will be described.
In the embodiment described above, an example is shown in which the attitude control of the vehicle is performed using the steering angle of the vehicle 1 as the steering angle related value, but instead of the steering angle, attitude control is performed based on the yaw rate or lateral acceleration. You may The steering angle, the yaw rate, and the lateral acceleration correspond to an example of the “steering angle related value” in the present invention.
In the embodiment described above, an example is shown in which the attitude control of the vehicle is executed using the steering speed of the vehicle 1 as the turning state, but instead of the steering speed, attitude control is executed based on the yaw acceleration or the lateral jerk. You may do so. The steering speed, the yaw acceleration, and the lateral jerk are examples of the "turning state" in the present invention.

  In the embodiment described above, the PCM 14 is described as causing the vehicle 1 to decelerate due to the reduction of the generated torque of the engine 4. However, with or without the reduction of the generated torque of the engine 4, the alternator is rotated to generate electric power The braking force of the regenerative brake, the braking force of the engine brake when the accelerator pedal is not depressed by changing the gear ratio of the automatic transmission to the low speed side (the downshift etc.), the clutch 30 inside the automatic transmission 28 And the reduction in the degree of engagement of the brake 32 (more slippage), and the rotational resistance of engine accessories driven by the engine 4 such as the air conditioner compressor 34 etc. It may be generated.

1 vehicle 2 front wheel 4 engine 6 steering wheel 8 steering angle sensor 10 vehicle speed sensor 12 yaw rate sensor 14 PCM
16 brake system 18 brake control system 20 hydraulic pump 22 valve unit 24 hydraulic pressure sensor 26 spark plug 28 automatic transmission 30 clutch 32 brake 34 air conditioner compressor

In order to achieve the above object, a control device of a vehicle according to the present invention includes a steering device provided with a steering wheel, a steering angle sensor for detecting a steering angle corresponding to an operation of the steering wheel, and driving drive wheels. A control device for a vehicle comprising: a drive source generating a torque of 50%; a generation torque control mechanism controlling a generation torque of the drive source; a brake device capable of applying different braking forces to left and right wheels; The brake device is configured to apply a braking force to the wheels using the brake fluid pressure, and the processor determines that the steering wheel is turned back based on the steering angle detected by the steering angle sensor . A braking device is set to set a yaw moment reverse to the yaw rate generated in the vehicle and to cause the vehicle to generate the set yaw moment. Controlling, based on the steering angle detected by the steering angle sensor, when the turning operation of the steering wheel is determined to control the generation torque control mechanism to reduce the generation torque of the driving source, the steering wheel steering back operation In accordance with the above, the steering angle crosses 0 while the braking force is applied by the brake device, so that the generation torque reduction of the drive source is suppressed when the turning operation of the steering wheel is determined. It is characterized by being.
In the present invention configured as described above, a yaw moment in a direction reverse to the yaw rate generated in the vehicle is set according to the turning back operation of the steering wheel, and the set yaw moment is generated in the vehicle. When the steering wheel's turning operation is judged by the steering angle crossing over 0 while the brake device generates braking force, the generation torque decrease of the drive source is suppressed, so the generation torque decreases. inhibiting a control for imparting deceleration to the vehicle, a yaw moment on the basis of the turning state to prevent the control to be applied to the vehicle is performed repeatedly, that the control intervention the entire vehicle becomes excessive state by be able to.

Further, in the present invention, preferably, the processor delays the start of the generation torque decrease of the drive source by the generation torque control mechanism when the braking device generates the braking force by the control based on the set yaw moment. Is configured as.
In the present invention configured as described above, the braking device is configured to set the yaw moment in the reverse direction to the yaw rate generated in the vehicle based on the turning state of the vehicle and cause the vehicle to generate the set yaw moment. Since the start of the generation torque decrease of the drive source is delayed when the braking force is generated, the control to apply the deceleration to the vehicle and the control to apply the yaw moment to the vehicle based on the turning state overlap It is possible to reduce or eliminate the period of time in which the control is performed, and to suppress an excessive state of control intervention as the whole vehicle.

Further, in the present invention, preferably, the processor is configured to reduce the generated torque of the drive source when the steering wheel is turned and the steering speed set based on the steering angle becomes equal to or more than a threshold. The control mechanism is controlled, and when the braking device generates the braking force by the control based on the set yaw moment, the threshold is set larger than otherwise.
In the present invention configured as described above, the braking device is configured to set the yaw moment in the reverse direction to the yaw rate generated in the vehicle based on the turning state of the vehicle and cause the vehicle to generate the set yaw moment. In the case where the braking force is generated, the generation torque of the drive source is reduced by setting the threshold that is the condition for starting the control to reduce the generation torque of the drive source to be larger than the threshold in other cases. Control becomes difficult to execute. This shortens or eliminates the period in which the control for applying deceleration to the vehicle and the control for applying the yaw moment to the vehicle based on the turning state are reduced or eliminated, and the control intervention as a whole becomes excessive. Can be suppressed.

Further, in the present invention, preferably, when the brake device generates the braking force by the control based on the set yaw moment, the processor reduces the generation torque reduction amount of the drive source more than otherwise. Is configured.
In the present invention configured as described above, the braking device is configured to set the yaw moment in the reverse direction to the yaw rate generated in the vehicle based on the turning state of the vehicle and cause the vehicle to generate the set yaw moment. When the braking force is generated, the amount of reduction in generated torque of the drive source is made smaller than in the case other than that, so control for applying deceleration to the vehicle and yaw moment are applied to the vehicle based on turning conditions. It is possible to reduce the influence of the reduction of the generation torque of the drive source when the control is performed in an overlapping manner, and to suppress the control intervention from becoming excessive as the whole vehicle.

Further, in the present invention, preferably, the processor is configured to prohibit a reduction in the generated torque of the drive source when the brake device generates the braking force by the control based on the set yaw moment.
In the present invention configured as described above, the braking device is configured to set the yaw moment in the reverse direction to the yaw rate generated in the vehicle based on the turning state of the vehicle and cause the vehicle to generate the set yaw moment. When the braking force is generated, the generation torque reduction of the drive source is prohibited, so the control to apply deceleration to the vehicle and the control to apply yaw moment to the vehicle based on the turning state are executed together It is possible to prevent the control intervention from becoming excessive as the whole vehicle.

  Further, in the present invention, preferably, the turning state of the vehicle may be a change speed of a difference between an actual yaw rate actually occurring in the vehicle and a target yaw rate set based on a detection value of the steering angle sensor. .

Claims (9)

Steering device, drive source for generating torque for driving drive wheels, generated torque control mechanism for controlling generated torque of the drive source, brake device capable of applying different braking forces to left and right wheels, processor And a control device for a vehicle,
The processor is
Based on the turning state of the vehicle, a yaw moment reverse to the yaw rate generated in the vehicle is set, and the brake system is controlled to cause the vehicle to generate the set yaw moment.
Controlling the generated torque control mechanism to reduce a generated torque of the drive source when a steering angle related value related to a steering angle of the steering device is increased;
When the brake device generates a braking force by the control based on the set yaw moment, it is configured to suppress a decrease in generated torque of the drive source when the steering angle related value is increased. , A control device of a vehicle characterized by the above.   The processor generates torque of the drive source by the generated torque control mechanism when the value related to the steering angle increases when the brake device generates the braking force by control based on the set yaw moment. The control system of a vehicle according to claim 1, configured to delay the start of the decrease. The processor is
The generated torque control mechanism is controlled to reduce the generated torque of the drive source when the steering angle related value increases and the value set based on the steering angle related value becomes equal to or greater than a threshold.
The vehicle according to claim 1 or 2, wherein when the brake device generates a braking force by the control based on the set yaw moment, the threshold value is set to be larger than otherwise. Control device.   When the brake device generates the braking force by the control based on the set yaw moment, the processor reduces the generation torque of the drive source when the steering angle related value increases more than otherwise. Control device of a vehicle according to any one of claims 1 to 3, configured to reduce the amount.   The processor is configured to prohibit a reduction in generated torque of the drive source when the steering angle related value is increased, when the brake device generates a braking force by control based on the set yaw moment. The control device of a vehicle according to claim 1 configured.   The processor according to any one of claims 1 to 5, wherein the processor is configured to control the braking device to cause the vehicle to generate the set yaw moment when the steering angle related value is decreasing. The control apparatus of the vehicle of 1 item.   The vehicle behavior control device according to any one of claims 1 to 6, wherein the turning state of the vehicle is a steering speed acquired based on a detection value of a steering angle sensor that detects a steering angle of the steering device.   The turning state of the vehicle is a change speed of a difference between an actual yaw rate actually occurring in the vehicle and a target yaw rate set based on a detection value of a steering angle sensor that detects a steering angle of the steering device. The behavior control device of a vehicle according to any one of claims 1 to 6.   The processor is configured to increase the steering angle related value when the braking device generates a braking force by the control based on the set yaw moment when the steering device is operated across the neutral position. The control device for a vehicle according to any one of claims 1 to 8, configured to suppress a decrease in generated torque of the drive source.

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