JP2019142309A - Vehicle control method, vehicle system and controller of vehicle - Google Patents

Abstract

To provide a vehicle control method for applying deceleration to a vehicle for controlling a vehicle posture when a steering gear is operated in a steering operation, a vehicle system and controller of a vehicle, preventing discomfort felt by a driver even when deceleration applied to a vehicle in finish of a vehicle posture control is reduced.SOLUTION: A vehicle control method comprises: a step for adding assist force to a steering device by a power steering motor (30) when a steering device is operated; a step for determining whether or not, the steering operation of the steering device is performed; and a step for, when it is determined that the steering operation is performed, reducing a generation torque of an engine 4 for adding deceleration to a vehicle (1), then increasing the generation torque of the engine for reducing deceleration applied to the vehicle. In the step for adding assist force to the steering device, when it is determined that the steering operation of the steering device is performed, when deceleration applied to the vehicle is reduced, assist force is reduced.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a vehicle control method, a vehicle system, and a vehicle control device that perform control for adding deceleration to a vehicle in a predetermined situation.

  Conventionally, a technique (for example, a skid prevention device) that controls the behavior of a vehicle in a safe direction when the behavior of the vehicle becomes unstable due to slip or the like is known. Specifically, it is known to detect that understeer or oversteer behavior has occurred in the vehicle during cornering of the vehicle, and to impart appropriate deceleration to the wheels to suppress them. ing.

  On the other hand, unlike the above-described control for improving safety in a driving state where the behavior of the vehicle becomes unstable, a series of operations (braking, The vehicle motion control device adjusts the load applied to the front wheels, which are the steering wheels, by adjusting the deceleration at the cornering so that the steering incision, acceleration, steering return, etc. are natural and stable. It has been known.

  Further, by reducing the torque generated by the engine and motor in accordance with the yaw rate related amount (for example, yaw acceleration) corresponding to the driver's steering operation, a deceleration is quickly generated in the vehicle when the driver starts the steering operation. Therefore, a vehicle behavior control device has been proposed in which a sufficient load is quickly applied to a front wheel that is a steered wheel (see, for example, Patent Document 1). According to this device, a load is quickly applied to the front wheels at the start of the steering operation, whereby the frictional force between the front wheels and the road surface is increased, and the cornering force of the front wheels is increased. And the responsiveness (ie, the operability) to the steering turning operation is improved. As a result, it is possible to realize vehicle attitude control in accordance with the driver's intention. Hereinafter, such control is appropriately referred to as “vehicle attitude control”.

Japanese Patent No. 6229879

  With the conventional vehicle attitude control as described above, when the vehicle is decelerated and a load is applied to the front wheels when the steering turning operation is performed, the lateral force generated on the ground contact surface of the front wheels increases. The reaction torque transmitted from the road surface to the steering wheel via the front wheel increases. After that, if the deceleration applied to the vehicle is reduced with the end of the cutting operation, the reaction force torque decreases as the front wheel load decreases, so the reaction force transmitted to the steering wheel decreases and the driver feels uncomfortable. There is a risk of giving.

  The present invention has been made to solve the above-described problems of the prior art, and a vehicle control method for adding deceleration to the vehicle so as to control the vehicle posture when the steering device is turned. An object of the vehicle system and the vehicle control device is to prevent the driver from feeling uncomfortable even if the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced.

In order to achieve the above object, the present invention provides a steering device for steering a front wheel, a steering assist device for adding assist force to the steering device, and a drive source for generating torque for driving drive wheels. And a steering angle sensor for detecting a steering angle of the steering device, the step of applying assist force to the steering device by the steering assist device when the steering device is operated, and steering Based on the steering angle detected by the angle sensor, the step of determining whether or not the steering device has been operated for cutting, and when it is determined that the steering device has been operated for cutting, the generated torque of the drive source is reduced to reduce the vehicle A step of adding a deceleration and then reducing the deceleration applied to the vehicle by increasing the generated torque of the drive source, and in the step of adding the assist force to the steering device, When the device is determined to be turning operation, when it is to reduce the deceleration added to the vehicle, reducing the assist force, characterized in that.
In the present invention configured as described above, in the step of adding the assist force to the steering device, when it is determined that the steering device has been turned, the deceleration applied to the vehicle is reduced due to the decrease in the generated torque of the drive source. Since the assist force is reduced during the operation, the assist force can be reduced when the front wheel load is reduced due to the decrease in the additional deceleration and the reaction torque transmitted to the steering device is reduced accordingly. As a result, when the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced, it is possible to suppress the reaction force felt by the driver via the steering device from being unnaturally reduced, and the driver feels uncomfortable. Can be prevented.

In another aspect, in order to achieve the above object, the present invention provides a steering device for steering the front wheels, a steering assist device for adding assist force to the steering device, and a braking device for adding braking force to the wheels. And a steering angle sensor for detecting a steering angle of the steering device, the step of applying an assist force to the steering device by the steering assist device when the steering device is operated, The step of determining whether or not the steering device has been turned on the basis of the steering angle detected by the steering angle sensor and the vehicle by increasing the braking force by the braking device when it is determined that the steering device has been turned and turned And adding a deceleration to the vehicle and then reducing the braking force to reduce the deceleration applied to the vehicle. In the step of adding the assist force to the steering device, the steering device is turned off. In case where it is determined that the write operation, when it is to reduce the deceleration added to the vehicle, reducing the assist force, characterized in that.
In the present invention configured as described above, in the step of adding the assist force to the steering device, when it is determined that the steering device has been turned, the deceleration applied to the vehicle is reduced by the braking force of the braking device. Since the assist force is reduced at the time, the front wheel load is reduced due to the decrease in the additional deceleration, and the assist force can be reduced when the reaction torque transmitted to the steering device is reduced accordingly. As a result, when the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced, it is possible to suppress the reaction force felt by the driver via the steering device from being unnaturally reduced, and the driver feels uncomfortable. Can be prevented.

In another aspect, in order to achieve the above object, a steering device for steering the front wheels, a steering assist device for adding assist force to the steering device, a generator that is driven by wheels to generate regenerative power, and steering And a steering angle sensor for detecting a steering angle of the device, the step of applying an assist force to the steering device by the steering assist device when the steering device is operated, and the steering angle sensor. The step of determining whether or not the steering device has been turned on the basis of the steering angle detected by the control method, and when it is determined that the steering device has been turned, the vehicle is decelerated by increasing the regenerative power by the generator. And then reducing the regenerative power to reduce the deceleration applied to the vehicle, and adding assist force to the steering device , In the case where it is determined that the steering device is turning operation, when it is to reduce the deceleration added to the vehicle, reducing the assist force, it is characterized.
In the present invention configured as described above, in the step of applying the assist force to the steering device, when it is determined that the steering device has been turned, the deceleration applied to the vehicle by the regenerative power generation of the generator is reduced. Since the assist force is reduced when the vehicle is in operation, the assist force can be reduced when the front wheel load is reduced due to the decrease in the additional deceleration and the reaction torque transmitted to the steering device is reduced accordingly. As a result, when the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced, it is possible to suppress the reaction force felt by the driver via the steering device from being unnaturally reduced, and the driver feels uncomfortable. Can be prevented.

In the present invention, preferably, in the step of adding assist force to the steering device, the amount of decrease in assist force is determined based on the amount of decrease in deceleration applied to the vehicle.
According to the present invention thus configured, the amount of decrease in the assist force is determined based on the amount of decrease in the additional deceleration. Therefore, the front wheel load is decreased due to the decrease in the additional deceleration, and accordingly, the reaction force transmitted to the steering device. When the torque decreases, an appropriate amount of assisting force can be reduced to suppress a sense of discomfort due to a decrease in the reaction torque. As a result, when the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced, it is possible to suppress the reaction force felt by the driver via the steering device from being unnaturally reduced, and the driver feels uncomfortable. Can be prevented.

  In the present invention, preferably, in the step of applying the assist force to the steering device, the assist force may be increased when the steering device is being turned.

In another aspect, in order to achieve the above object, the present invention provides a steering device for steering the front wheels, a steering assist device for adding assist force to the steering device, and a torque for driving the drive wheels. A vehicle system including a drive source to be generated, a steering angle sensor that detects a steering angle of a steering device, and a processor, wherein the processor is operated by a steering assist device when the steering device is operated. The assist force is applied to the vehicle, and based on the steering angle detected by the steering angle sensor, it is determined whether or not the steering device has been turned. When it is determined that the steering device has been turned, the generated torque of the drive source is determined. Decreasing the braking force applied to the vehicle and then increasing the generated torque of the drive source decreases the deceleration applied to the vehicle, and the steering device is judged to have been turned. In case of, when you are reducing the deceleration added to the vehicle, and is configured to reduce the assist force by the steering assist device, and wherein the.
According to the present invention configured as described above, the reaction force felt by the driver via the steering device is unnaturally reduced when the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced. It is possible to prevent the driver from feeling uncomfortable.

In another aspect, in order to achieve the above object, the present invention provides a steering device for steering the front wheels, a steering assist device for adding assist force to the steering device, and a braking device for adding braking force to the wheels. A steering angle sensor for detecting a steering angle of the steering device, and a processor, wherein the processor applies an assist force to the steering device by the steering assist device when the steering device is operated. In addition, based on the steering angle detected by the steering angle sensor, it is determined whether or not the steering device has been turned, and when it is determined that the steering device has been turned, the braking force is increased by the braking device. When it is determined that the steering device has been turned in by reducing the deceleration applied to the vehicle by adding deceleration to the vehicle and then reducing the braking force, When you are reducing the addition was deceleration, it is configured to reduce the assist force by the steering assist device, and wherein the.
According to the present invention configured as described above, the reaction force felt by the driver via the steering device is unnaturally reduced when the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced. It is possible to prevent the driver from feeling uncomfortable.

In another aspect, in order to achieve the above object, a steering device for steering the front wheels, a steering assist device for adding assist force to the steering device, a generator that is driven by wheels to generate regenerative power, and steering A vehicle system including a steering angle sensor for detecting a steering angle of a device and a processor, wherein the processor adds an assist force to the steering device by the steering assist device when the steering device is operated, Based on the steering angle detected by the steering angle sensor, it is determined whether or not the steering device has been turned, and when it is determined that the steering device has been turned, the regenerative power is increased by the generator to reduce the vehicle. Decrease the deceleration added to the vehicle by adding the speed and then reducing the regenerative power, and determined that the steering device was turned In case, when you are reducing the deceleration added to the vehicle, and is configured to reduce the assist force by the steering assist device, and wherein the.
According to the present invention configured as described above, the reaction force felt by the driver via the steering device is unnaturally reduced when the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced. It is possible to prevent the driver from feeling uncomfortable.

In another aspect, in order to achieve the above object, the present invention is a vehicle control device including a steering device for steering a front wheel and a steering assist device for adding an assist force to the steering device. When the steering device is turned, deceleration adding means for adding a deceleration to the vehicle so as to control the vehicle posture, and when the steering device is turned, the deceleration added to the vehicle is reduced. Steering assist force reducing means for reducing the assist force by the steering assist device when the steering assist device is being operated.
According to the present invention configured as described above, the reaction force felt by the driver via the steering device is unnaturally reduced when the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced. It is possible to prevent the driver from feeling uncomfortable.

In the present invention, it is preferable that the steering assist force reducing means determines the amount of decrease in assist force based on the amount of decrease in deceleration applied to the vehicle.
According to the present invention configured as described above, the steering assist force reducing means determines the amount of decrease in the assist force based on the amount of decrease in the additional deceleration. Therefore, the front wheel load decreases due to the decrease in the additional deceleration. Accordingly, when the reaction force torque transmitted to the steering device decreases, an appropriate amount of assist force can be reduced to suppress a sense of discomfort due to the decrease in the reaction force torque. As a result, when the deceleration applied to the vehicle at the end of the vehicle attitude control is reduced, it is possible to suppress the reaction force felt by the driver via the steering device from being unnaturally reduced, and the driver feels uncomfortable. Can be prevented.

  According to the present invention, in a vehicle control method, a vehicle system, and a vehicle control device for adding deceleration to a vehicle so as to control the vehicle posture when the steering device is turned, the vehicle at the end of the vehicle posture control It is possible to prevent the driver from feeling uncomfortable even if the deceleration applied to the vehicle is reduced.

1 is a block diagram showing an overall configuration of a vehicle equipped with a vehicle control device according to an embodiment of the present invention. It is a block diagram which shows the electric constitution of the control apparatus of the vehicle by embodiment of this invention. It is a flowchart of the vehicle attitude | position control process by embodiment of this invention. It is a flowchart of the additional deceleration setting process by embodiment of this invention. 6 is a map showing the relationship between additional deceleration and steering speed according to an embodiment of the present invention. It is a flowchart of the steering assist process by embodiment of this invention. 5 is a map showing a relationship between a reduction amount of an additional deceleration and an assist torque correction coefficient according to an embodiment of the present invention. It is the time chart which showed the time change of the parameter regarding vehicle posture control when the vehicle carrying the vehicle control device by the embodiment of the present invention turns. It is a flowchart of the vehicle attitude | position control process by the modification of embodiment of this invention. It is the time chart which showed the time change of the parameter regarding vehicle posture control when the vehicle carrying the vehicle control apparatus by the modification of embodiment of this invention turns. It is a block diagram which shows the whole structure of the vehicle carrying the vehicle control apparatus by the modification of embodiment of this invention. It is a block diagram which shows the electric constitution of the control apparatus of the vehicle by the modification of embodiment of this invention. It is a flowchart of the vehicle attitude | position control process by the modification of embodiment of this invention. It is the time chart which showed the time change of the parameter regarding vehicle posture control when the vehicle carrying the vehicle control apparatus by the modification of embodiment of this invention turns.

  Hereinafter, a vehicle control method, a vehicle system, and a vehicle control device according to embodiments of the present invention will be described with reference to the accompanying drawings.

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

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

  The vehicle 1 also includes a power steering motor 30 that assists in steering the steering wheel 6.

  Further, the vehicle 1 is a steering angle for detecting a rotation angle of a steering device (steering wheel 6 or the like) for steering the vehicle 1 and a steering column (not shown) connected to the steering wheel 6 in the steering device. A sensor 8, a steering torque sensor 9 for detecting a steering torque acting on a column shaft connecting the steering wheel 6 and the front wheel 2, a motor angle sensor 10 for detecting a rotation angle of the power steering motor 30, and an opening degree of an accelerator pedal An accelerator opening sensor 11 for detecting the accelerator pedal depression amount corresponding to the above, a brake depression amount sensor 12 for detecting the brake pedal depression amount, a vehicle speed sensor 13 for detecting the vehicle speed, and an acceleration sensor 13 for detecting the acceleration. Have. Each of these sensors outputs a detected value to the controller 14. The controller 14 includes, for example, a PCM (Power-train Control Module).

The vehicle 1 also includes a brake control system 18 that supplies brake fluid pressure to a wheel cylinder and a brake caliper of a brake device (braking device) 16 provided on each wheel. The brake control system 18 includes a hydraulic pump 20 that generates a brake hydraulic pressure necessary to generate a braking force in the brake device 16 provided on each wheel. The hydraulic pump 20 is driven by, for example, electric power supplied from a battery, and generates the brake hydraulic pressure necessary for generating the braking force in each brake device 16 even when the brake pedal is not depressed. It is possible. Moreover, the brake control system 18 is provided in a hydraulic pressure supply line to the brake device 16 of each wheel, and a valve unit 22 for controlling the hydraulic pressure supplied from the hydraulic pump 20 to the brake device 16 of each wheel. (Specifically, a solenoid valve). For example, the opening degree 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 hydraulic pressure sensor 24 that detects the hydraulic pressure supplied from the hydraulic pump 20 to the brake device 16 of each wheel. The hydraulic pressure sensor 24 is disposed, for example, at a connection portion between each valve unit 22 and the hydraulic pressure supply line on the downstream side thereof, detects the hydraulic pressure on the downstream side of each valve unit 22, and outputs the detected value to the controller 14. .
Based on the braking force command value input from the controller 14 and the detection value of the hydraulic pressure sensor 24, the brake control system 18 calculates the hydraulic pressure supplied independently to each wheel cylinder and brake caliper of each wheel, The number of rotations of the hydraulic pump 20 and the opening degree of the valve unit 22 are controlled according to the hydraulic pressure.

  Next, the electrical configuration of the vehicle control apparatus according to the embodiment of the present invention will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of the vehicle control apparatus according to the embodiment of the present invention.

  The controller 14 (vehicle control device) according to the present embodiment serves as a generation torque control mechanism based on detection signals output from various sensors that detect the driving state of the vehicle 1 in addition to the detection signals of the sensors 8 to 13 described above. Each part of the functioning engine 4 (for example, throttle valve, turbocharger, variable valve mechanism, ignition device, fuel injection valve, EGR device, etc.), hydraulic pump 20 and valve unit 22 of the brake control system 18, and power steering motor A control signal is output to control 30.

Each of the controller 14 and the brake control system 18 includes one or more processors, various programs that are interpreted and executed on the processors (a basic control program such as an OS, and an application program that is activated on the OS and implements a specific function). And a computer having an internal memory such as a ROM or RAM for storing programs and various data.
Although details will be described later, the controller 14 corresponds to a vehicle control device in the present invention, and functions as a deceleration adding means and a steering assist force reducing means. The steering angle sensor 8, the steering torque sensor 9, the motor angle sensor 10, the power steering motor 30, and the controller 14 function as a steering assist device in the present invention. Furthermore, the system including the engine 4, the controller 14, and the steering angle sensor 8 corresponds to the vehicle system in the present invention.

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

The vehicle attitude control process of FIG. 3 is started when the ignition of the vehicle 1 is turned on and power is turned on to the vehicle control device, and is repeatedly executed at a predetermined cycle (for example, 50 ms).
When the vehicle attitude control process is started, as shown in FIG. 3, in step S <b> 1, the controller 14 acquires various sensor information related to the driving state of the vehicle 1. Specifically, the controller 14 detects the steering angle detected by the steering angle sensor 8, the accelerator opening detected by the accelerator opening sensor 11, the brake pedal depression amount detected by the brake depression amount sensor 12, and the vehicle speed sensor 13. The detection signals output from the various sensors described above, including the vehicle speed, the hydraulic pressure detected by the hydraulic pressure sensor 24, the gear stage currently set in the transmission of the vehicle 1, and the like are acquired as information related to the driving state.

  Next, in step S2, the controller 14 sets a target acceleration based on the driving state of the vehicle 1 acquired in step S1. Specifically, the controller 14 corresponds to the current vehicle speed and gear stage from acceleration characteristic maps (created in advance and stored in a memory or the like) defined for various vehicle speeds and various gear stages. An acceleration characteristic map is selected, and a target acceleration corresponding to the current accelerator opening is determined with reference to the selected acceleration characteristic map.

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

  In parallel with the processes of steps S2 and S3, in step S4, the controller 14 executes an additional deceleration setting process and should be added to the vehicle 1 to control the vehicle posture based on the steering speed of the steering device. Set the deceleration. Details of this additional deceleration setting process will be described later.

  Next, in step S5, the controller 14 determines a torque reduction amount based on the additional deceleration set in the additional deceleration setting process in step S4. Specifically, the controller 14 sets the torque reduction amount necessary for realizing the additional deceleration due to the decrease in the generated torque of the engine 4 to the current vehicle speed, gear stage, road gradient, etc. acquired in step S1. Determine based on.

  After the processes in steps S3 and S5, in step S6, the controller 14 determines the final target torque based on the basic target torque determined in step S3 and the torque reduction amount determined in step S5. For example, the controller 14 sets the value obtained by subtracting the torque reduction amount from the basic target torque as the final target torque.

Next, in step S7, the controller 14 controls the engine 4 so as to output the final target torque set in step S6. Specifically, the controller 14 determines various state quantities (for example, air filling amount, fuel injection amount) required to realize the final target torque based on the final target torque set in step S6 and the engine speed. , The intake air temperature, the oxygen concentration, etc.) are determined, and each actuator that drives each component of the engine 4 is controlled based on the state quantities. In this case, the controller 14 sets a limit value or a limit range according to the state quantity, sets a control amount of each actuator such that the state value complies with the limit value or the limit range, and executes control.
More specifically, when the engine 4 is a gasoline engine, the controller 14 retards (retards) the ignition timing of the spark plug 24 from the ignition timing when the basic target torque is used as the final target torque. Thus, the generated torque of the engine 4 is reduced.
When the engine 4 is a diesel engine, the controller 14 reduces the generated torque of the engine 4 by reducing the fuel injection amount from the fuel injection amount when the basic target torque is used as the final target torque as it is. .
After step S7, the controller 14 ends the attitude control process.

Next, with reference to FIG.4 and FIG.5, the additional deceleration setting process in embodiment of this invention is demonstrated.
FIG. 4 is a flowchart of the additional deceleration setting process according to the 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 embodiment of the present invention.

When the additional deceleration setting process is started, in step S11, the controller 14 determines whether or not the steering wheel 6 is being turned (that is, the steering angle (absolute value) is increasing).
As a result, when the cutting operation is being performed (step S11: Yes), the process proceeds to step S12, and the controller 14 determines the steering speed based on the steering angle acquired from the steering angle sensor 8 in step S1 of the vehicle attitude control process of FIG. calculate.

Next, in step S13, the controller 14, the 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 (step S13: Yes), the process proceeds to step S14, the controller 14 sets the deceleration with based on the steering speed. This additional deceleration is a deceleration to be applied to the vehicle 1 in accordance with the steering operation in order to control the vehicle posture in accordance with the driver's intention.

Specifically, the controller 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 corresponding additional deceleration is 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.
On the other hand, when the steering speed is the threshold value S ₁ or more, according to the steering speed increases, additional deceleration corresponding to the steering speed is asymptotic to a predetermined upper limit value D _max. That is, the additional deceleration increases as the steering speed increases, and the increase rate of the increase amount decreases. This upper limit value D _max is set to such a deceleration that the driver does not feel that there is a control intervention even if a deceleration is added to the vehicle 1 according to the steering operation (for example, 0.5 m / s ² ≈0). .05G).
Further, when the steering speed is equal to or higher than the threshold value S ₂ larger than the threshold value S ₁ , the additional deceleration is maintained at the upper limit value D _max .

  Next, in step S15, the controller 14 determines whether or not the additional deceleration is decreasing. Specifically, the controller 14 determines that the additional deceleration is decreasing when the additional deceleration set in step S14 has decreased from the additional deceleration set in the previous additional deceleration setting process. To do.

As a result, when the additional deceleration is decreasing (step S15: Yes), the process proceeds to step S16, and the controller 14 acquires the decrease amount of the additional deceleration. Specifically, the controller 14 calculates a difference between the maximum value of the additional deceleration set based on the turning operation of the steering wheel 6 and the current additional deceleration as a decrease amount of the additional deceleration. Maximum value of the additional deceleration is stored in the memory, from the time the steering speed becomes the threshold value S ₁ or more in step S13 turning operation of the steering wheel 6 is started, when a subsequent steering speed is less than the threshold S ₁ Until the additional deceleration set in step S14 exceeds the maximum value thus far. After step S16, the controller 14 ends the additional deceleration setting process and returns to the main routine.

Also, if it is not in operation the cut in step S11 (step S11: No), or when the steering speed is less than the threshold value S ₁ in step S13 (step S13: No), the controller 14 is able to set the additional deceleration If not, the additional deceleration setting process is terminated and the process returns to the main routine.

  If the additional deceleration is not decreasing in step S15 (step S15: No), the controller 14 ends the additional deceleration setting process without acquiring the additional deceleration reduction amount, and returns to the main routine.

Next, a steering assist process in the embodiment of the present invention will be described with reference to FIGS.
FIG. 6 is a flowchart of the steering assist process according to the embodiment of the present invention, and FIG. 7 is a map showing the relationship between the additional deceleration reduction amount and the assist torque correction coefficient according to the embodiment of the present invention.

  The steering assist process in FIG. 6 is started when the ignition of the vehicle 1 is turned on and the power is supplied to the vehicle control device, and is repeatedly executed in a predetermined cycle (for example, 50 ms) in parallel with the vehicle attitude control process. The

  When the steering assist process is started, as shown in FIG. 6, in step S <b> 21, the controller 14 reads the steering torque τ detected by the steering torque sensor 9 and the vehicle speed V detected by the vehicle speed sensor 13.

  Next, in step S22, the controller 14 acquires the assist gain K corresponding to the steering torque τ and the vehicle speed V read in step S21. Specifically, the controller 14 refers to an assist gain map (created in advance and stored in a memory or the like) that defines various steering torques and the relationship between the vehicle speed and the assist gain, and stores the current steering torque τ and An assist gain K corresponding to the vehicle speed V is determined.

  Next, in step S23, the controller 14 determines whether or not the additional deceleration set in the additional deceleration setting process of FIG. 4 is decreasing. Specifically, the controller 14 determines that the additional deceleration is decreasing when it is determined in step S15 of the additional deceleration setting process in FIG. 4 that the additional deceleration is decreasing.

As a result, when the additional deceleration is decreasing (step S23: Yes), the process proceeds to step S24, and the controller 14 acquires the assist torque correction coefficient A corresponding to the decrease amount of the additional deceleration. Specifically, the controller 14 sets the additional deceleration reduction amount acquired in step S16 of the additional deceleration setting process of FIG. 4 based on the relationship between the additional deceleration reduction amount and the correction coefficient A shown in the map of FIG. Get the corresponding correction factor.
As shown in FIG. 7, when the additional deceleration reduction amount is 0, the assist torque correction coefficient A is 1, and the correction coefficient A decreases as the additional deceleration decrease amount increases. That is, when the additional deceleration is not decreasing, the assist torque is not corrected. When the additional deceleration is decreasing, the assist torque is decreased as the amount of decrease is increased.

  After acquiring the assist torque correction coefficient A in step S24 as described above, the controller 14 determines the assist torque corrected by the correction coefficient A in step S25. Specifically, the controller 14 calculates the assist torque by multiplying the steering torque τ acquired in step S21 by the assist gain K acquired in step S22 and the correction coefficient A acquired in step S24 (that is, the assist torque). = K × A × τ).

  If the additional deceleration is not decreasing in step S23 (step S23: No), the process proceeds to step S26, and the controller 14 determines the assist torque. Specifically, the controller 14 calculates the assist torque (that is, assist torque = K × τ) by multiplying the steering torque τ acquired in step S21 by the assist gain K acquired in step S22.

  As described above, the correction coefficient A is 1 when the additional deceleration reduction amount is 0, and the correction coefficient A decreases as the additional deceleration reduction amount increases. Therefore, when the additional deceleration is decreasing, the assist torque is decreased as compared with the case where the additional deceleration is not decreasing.

  After step S25 or S26, the process proceeds to step S27, and the controller 14 outputs an assist torque output command value to the power steering motor 30 based on the assist torque determined in step S25 or S26. The power steering motor 30 outputs the assist torque determined in step S25 or S26 based on the assist torque output command value. After step S27, the controller 14 ends the steering assist process.

  Next, with reference to FIG. 8, the operation of the control device for the vehicle 1 according to the embodiment of the present invention will be described. FIG. 8 is a time chart showing temporal changes of various parameters related to vehicle attitude control when the vehicle 1 equipped with the control device for the vehicle 1 according to the embodiment of the present invention is turned.

  In FIG. 8, chart (a) shows the steering angle, chart (b) shows the steering torque, chart (c) shows the steering speed, chart (d) shows the additional deceleration, and chart (e) shows The final target torque is shown, chart (f) shows the steering assist torque, and chart (g) shows the actual yaw rate.

As shown in the chart (a), the turning operation of the steering wheel 6 is performed from time t11. In this case, during the period from time t11 to time t13, the steering speed as shown in the chart (c) is a threshold value S ₁ or more, additional deceleration is set as shown in chart (d) based on the steering speed. In accordance with this additional deceleration, the final target torque is set as shown in the chart (e). By controlling the engine 4 to generate the final target torque, an actual yaw rate as shown in the chart (g) is generated in the vehicle 1.

  Further, as shown in the charts (a) and (b), the steering torque also increases as the steering angle increases from time t11. As the steering torque increases, the steering assist torque also increases as shown in the chart (f). However, the steering assist torque decreases from time t12 to time t13 when the additional deceleration decreases. That is, when the front wheel load decreases due to the decrease in the additional deceleration and the reaction torque transmitted to the steering column decreases accordingly, the steering assist torque is decreased. As a result, the reaction force felt by the driver via the steering wheel 6 is suppressed from unnaturally decreasing, and the driver can be prevented from feeling uncomfortable.

<Effect>
Next, functions and effects of the vehicle control apparatus according to the embodiment of the present invention will be described.

  According to the present embodiment, when the controller 14 determines that the steering device has been turned, when the deceleration applied to the vehicle 1 is reduced by the vehicle attitude control, the controller 14 reduces the assist torque by the power steering motor. . That is, when the front wheel load decreases due to the decrease in the additional deceleration and the reaction torque transmitted to the steering column decreases accordingly, the steering assist torque is decreased. Can be suppressed, and the driver can be prevented from feeling uncomfortable.

<Modification>
Next, a modification of this embodiment will be described. Hereinafter, the description of the same configuration and processing as those of the above-described embodiment will be omitted as appropriate. That is, configurations and processes not specifically described here are the same as those in the above-described embodiment.

(Modification 1)
In the above-described embodiment, when the steering device is turned, the generated torque of the engine 4 is reduced to control the attitude of the vehicle 1, but in another example, the steering device is turned. In this case, the set additional deceleration may be applied to the vehicle 1 by generating a braking force with the brake device 16.

  First, with reference to FIG. 9, a vehicle attitude control process according to the first modification of the embodiment of the present invention will be described. FIG. 9 is a flowchart of a vehicle attitude control process according to the first modification of the embodiment of the present invention.

  First, in step S31, the controller 14 acquires detection signals output from various sensors as information related to the driving state. Next, in step S32, the controller 14 sets a target deceleration to be added to the vehicle 1 based on the driving state of the vehicle 1 acquired in step S31. Specifically, a deceleration map (not shown) in which deceleration corresponding to the brake pedal depression amount, the brake pedal depression speed, and the vehicle speed is stored in advance in a memory or the like. The controller 14 refers to the deceleration map, and determines the deceleration according to the brake pedal depression amount, the brake pedal depression speed, and the vehicle speed acquired in step S31 as the target deceleration.

  Next, in step S33, the controller 14 sets a basic target braking force by the brake device 16 for realizing the target deceleration set in step S32.

  In parallel with the processes in steps S32 and S33, in step S34, the controller 14 executes an additional deceleration setting process (see FIG. 4), and controls the vehicle 1 to control the vehicle posture based on the steering speed of the steering device. Set the deceleration to be added to.

  Next, in step S35, the controller 14 determines an additional braking force based on the additional deceleration set in the additional deceleration setting process in step S34. Specifically, the controller 14 determines the additional braking force necessary for realizing the additional deceleration by adding the braking force based on the current vehicle speed, the road surface gradient, etc. acquired in step S31.

  After the processes of steps S33 and S35, in step S36, the controller 14 determines the final target braking force based on the basic target braking force determined in step S33 and the additional braking force determined in step S35. For example, the controller 14 sets a value obtained by adding the additional braking force to the basic target braking force as the final target braking force.

Next, in step S37, the controller 14 controls the brake device 16 so as to generate the final target braking force determined in step S36. Specifically, the controller 14 outputs a braking force command value to the brake control system 18 based on the final target braking force determined in step S36.
For example, the brake control system 18 stores in advance a map that defines the relationship between the braking force command value and the rotational speed of the hydraulic pump 20, and by referring to this map, the rotation corresponding to the braking force command value is stored. The hydraulic pump 20 is actuated by a number (for example, by increasing the power supplied to the hydraulic pump 20, the rotational speed of the hydraulic pump 20 is increased to the rotational speed corresponding to the braking force command value).
In addition, the brake control system 18 stores, for example, a map that prescribes a relationship between the braking force command value and the opening degree of the valve unit 22, and corresponds to the braking force command value by referring to this map. The valve unit 22 is individually controlled so as to have an opening (for example, by increasing the power supplied to the solenoid valve, the opening of the solenoid valve is increased to the opening corresponding to the braking force command value). Adjust the braking force of the wheels.
After step S37, the controller 14 ends the vehicle attitude control process.

  Next, with reference to FIG. 10, the operation of the vehicle control apparatus according to the first modification of the embodiment of the present invention will be described. FIG. 10 is a time chart showing temporal changes of various parameters related to vehicle attitude control when the vehicle 1 equipped with the vehicle control apparatus according to the first modification of the embodiment of the present invention is turned.

In FIG. 10, chart (a) shows the steering angle, chart (b) shows the steering torque, chart (c) shows the steering speed, chart (d) shows the additional deceleration, and chart (e) shows The final target braking force is shown, chart (f) shows the steering assist torque, and chart (g) shows the actual yaw rate. 10, charts (a) to (d), (f), and (g) are the same as FIG. 8, and only chart (e) is different from FIG.
Specifically, in the first modification, the final target braking force is set as shown in the chart (e) in accordance with the additional deceleration shown in the chart (d). Then, by controlling the brake device 16 to generate such a final target braking force, an actual yaw rate as shown in the chart (g) is generated in the vehicle 1.

  Even in the first modification described above, the steering assist torque is reduced when the front wheel load is reduced due to the reduction in the additional deceleration due to the vehicle attitude control and the reaction torque transmitted to the steering column is reduced accordingly. The reaction force felt by the driver via the wheel 6 can be suppressed from unnaturally decreasing, and the driver can be prevented from feeling uncomfortable.

(Modification 2)
In the above-described embodiment, when the steering device is turned, the generated torque of the engine 4 is reduced to control the attitude of the vehicle 1, but in another example, the steering device is turned. In this case, the set additional deceleration may be added to the vehicle 1 by causing the generator to be driven by the wheel and generate the regenerative power.

  First, referring to FIGS. 11 and 12, a system configuration of a vehicle equipped with a vehicle control apparatus according to the second modification of the embodiment of the present invention will be described. FIG. 11 is a block diagram showing an overall configuration of a vehicle equipped with a vehicle control device according to a second modification of the embodiment of the present invention, and FIG. 12 is an electrical configuration of the vehicle control device according to the embodiment of the present invention. FIG.

  In Modification 2, as shown in FIGS. 11 and 12, the vehicle 1 has a function of driving the front wheels 2 (that is, a function as an electric motor) and a function of driving by the front wheels 2 to perform regenerative power generation (that is, a generator As a function). The motor generator 3 is transmitted with force from the front wheel 2 via the speed reducer 5, and is controlled by the controller 14 via the inverter 7. Further, the motor generator 3 is connected to the battery 25 via the inverter 7. When the driving force is generated, the electric power is supplied from the battery 25, and when it is regenerated, the electric power is supplied to the battery 25 to charge the battery 25. .

  The controller 14 controls the motor generator 3 and the brake control system 18 based on detection signals output from various sensors that detect the driving state of the vehicle 1. Specifically, when driving the vehicle 1, the controller 14 obtains a target torque (drive torque) to be applied to the vehicle 1 and controls the inverter 7 to generate the target torque from the motor generator 3. Output a signal. On the other hand, when braking the vehicle 1, the controller 14 obtains a target regenerative torque to be applied to the vehicle 1 and outputs a control signal to the inverter 7 so as to generate the target regenerative torque from the motor generator 3. . In addition, when braking the vehicle 1, the controller 14 uses the regenerative torque instead of or uses the regenerative torque and obtains the target braking force to be applied to the vehicle 1 to realize the target braking force. Thus, a control signal may be output to the brake control system 18. In this case, the controller 14 controls the hydraulic pump 20 and the valve unit 22 of the brake control system 18 so that a desired braking force is generated by the brake device 16.

  Next, a vehicle attitude control process performed by the vehicle control device in Modification 2 of the embodiment of the present invention will be described with reference to FIG. FIG. 13 is a flowchart of a vehicle attitude control process according to the second modification of the embodiment of the present invention.

  As shown in FIG. 13, in step S <b> 41, the controller 14 acquires detection signals output from various sensors as information related to the driving state. Next, in step S42, the controller 14 sets a target acceleration or a target deceleration to be added to the vehicle 1 based on the driving state of the vehicle 1 acquired in step S41. Specifically, the controller 14 sets a target acceleration or a target deceleration based on the accelerator pedal depression amount, the brake pedal depression amount, the vehicle speed, and the like.

  Next, in step S43, when the target acceleration is set in step S42, the controller 14 sets the basic target torque of the motor generator 3 for realizing the target acceleration, and on the other hand, in step S42, the target reduction is performed. When the speed is set, the basic target regenerative torque of the motor generator 3 for realizing the target deceleration is set.

  In parallel with the processing in steps S42 and S43, in step S44, the controller 14 executes additional deceleration setting processing (see FIG. 5), and the vehicle is controlled to control the vehicle posture based on the steering speed of the steering device. The deceleration to be added to 1 is set.

  Next, in step S45, the controller 14 determines a torque reduction amount based on the additional deceleration set in the additional deceleration setting process in step S44. Specifically, the controller 14 calculates the torque amount necessary for realizing the additional deceleration due to the decrease in the generated torque of the motor generator 3 or the increase in the regenerative torque, from the current vehicle speed, gear stage acquired in step S41. Determined based on the road gradient.

  Next, in step S46, the controller 14 determines whether or not the vehicle 1 is driven, in other words, whether or not the vehicle 1 is not braked. In one example, when the basic target torque is set in step S43 (that is, when the target acceleration is set in step S42), the controller 14 determines that the vehicle 1 is being driven while in step S43. When the basic target regenerative torque is set (that is, when the target deceleration is set in step S42), it is determined that the vehicle 1 is not driven. In another example, the controller 14 performs the determination based on detection signals from the accelerator opening sensor 11 and the brake depression amount sensor 12.

  When it is determined in step S46 that the vehicle 1 is being driven (step S46: Yes), the controller 14 is based on the basic target torque set in step S43 and the torque reduction amount set in step S45 in step S47. The final target torque is determined. Specifically, the controller 14 sets a value obtained by subtracting the torque reduction amount from the basic target torque as the final target torque. That is, the controller 14 reduces the drive torque applied to the vehicle 1. If the additional deceleration is not set in step S44 (that is, when the torque reduction amount is 0), the controller 14 applies the basic target torque as it is as the final target torque.

  Next, in step S48, the controller 14 sets a command value (inverter command value) for the inverter 7 for realizing the final target torque determined in step S47. That is, the controller 14 sets an inverter command value (control signal) for generating the final target torque from the motor generator 3. In step S49, the controller 14 outputs the inverter command value set in step S48 to the inverter 7. After step S49, the controller 14 ends the vehicle attitude control process.

  On the other hand, when it is determined in step S46 that the vehicle 1 is not driven (step S46: No), that is, when the vehicle 1 is braked, the controller 14 in step S50 determines the basic target determined in step S33. A final target regenerative torque is determined based on the regenerative torque and the torque reduction amount determined in step S45. Specifically, the controller 14 sets the value obtained by adding the torque reduction amount to the basic target regenerative torque as the final target regenerative torque (in principle, the basic target regenerative torque and the torque reduction amount are expressed as positive values). That is, the controller 14 increases the regenerative torque (braking torque) applied to the vehicle 1. When the additional deceleration is not determined in step S44 (that is, when the torque reduction amount is 0), the controller 14 applies the basic target regenerative torque as it is as the final target regenerative torque.

  Next, in step S51, the controller 14 sets a command value (inverter command value) of the inverter 7 for realizing the final target regenerative torque determined in step S50. That is, the controller 14 sets an inverter command value (control signal) for generating the final target regenerative torque from the motor generator 3. In step S49, the controller 14 outputs the inverter command value set in step S51 to the inverter 7. After step S49, the controller 14 ends the vehicle attitude control process.

  Next, with reference to FIG. 14, the operation of the vehicle control apparatus according to the second modification of the embodiment of the present invention will be described. FIG. 14 is a time chart showing temporal changes of various parameters related to vehicle attitude control when the vehicle 1 equipped with the vehicle control apparatus according to the second modification of the embodiment of the present invention is turned. Is illustrated as being driven (that is, step S46 of FIG. 13: No).

In FIG. 14, chart (a) shows the steering angle, chart (b) shows the steering torque, chart (c) shows the steering speed, chart (d) shows the additional deceleration, and chart (e) shows The final target regenerative torque is shown, chart (f) shows the steering assist torque, and chart (g) shows the actual yaw rate. 10, charts (a) to (d), (f), and (g) are the same as FIG. 8, and only chart (e) is different from FIG.
Specifically, in the second modification, the final target regenerative torque is set as shown in the chart (e) in accordance with the additional deceleration shown in the chart (d). Then, by controlling the motor generator 3 to generate such final target regenerative torque, an actual yaw rate as shown in the chart (g) is generated in the vehicle 1.

  Even in the second modification described above, when the front wheel load is reduced due to the reduction in the additional deceleration by the vehicle attitude control, and the reaction torque transmitted to the steering column is reduced accordingly, the steering assist torque is reduced. The reaction force felt by the driver via the wheel 6 can be suppressed from unnaturally decreasing, and the driver can be prevented from feeling uncomfortable.

(Other variations)
In the above-described embodiment, it has been described that the rotation angle of the steering column connected to the steering wheel 6 is used as the steering angle. However, instead of the rotation angle of the steering column or together with the rotation angle of the steering column, various states in the steering system The amount (the rotation angle of the power steering motor 30, the displacement of the rack in the rack and pinion, etc.) may be used as the steering angle.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Front wheel 4 Engine 6 Steering wheel 8 Steering angle sensor 9 Steering torque sensor 10 Motor angle sensor 11 Accelerator opening sensor 12 Brake depression amount sensor 13 Vehicle speed sensor 14 Controller 16 Brake device 18 Brake control system 20 Hydraulic pump 22 Valve unit 24 Hydraulic sensor 3 Motor generator 5 Reducer 7 Inverter 25 Battery 30 Power steering motor A Towing vehicle B Trailer H Coupler

Claims (10)

A steering device for steering the front wheels, a steering assist device for applying assist force to the steering device, a drive source for generating torque for driving the drive wheels, and a steering angle for detecting the steering angle of the steering device A vehicle control method comprising: a sensor;
Applying an assist force to the steering device by the steering assist device when the steering device is being operated;
Determining whether or not the steering device has been turned based on a steering angle detected by the steering angle sensor;
When it is determined that the steering device has been turned, a deceleration is added to the vehicle by lowering the generated torque of the drive source, and then added to the vehicle by increasing the generated torque of the drive source. Reducing the deceleration, and
In the step of adding assist force to the steering device, when it is determined that the steering device has been turned, when the deceleration applied to the vehicle is reduced, the assist force is reduced.
A method for controlling a vehicle. A steering device for steering front wheels, a steering assist device for applying assist force to the steering device, a braking device for applying braking force to wheels, and a steering angle sensor for detecting a steering angle of the steering device. A vehicle control method comprising:
Applying an assist force to the steering device by the steering assist device when the steering device is being operated;
Determining whether or not the steering device has been turned based on a steering angle detected by the steering angle sensor;
When it is determined that the steering device has been turned, the braking force is increased by the braking device to add a deceleration to the vehicle, and then the braking force is decreased to reduce the deceleration applied to the vehicle. And a step of causing
In the step of adding assist force to the steering device, when it is determined that the steering device has been turned, when the deceleration applied to the vehicle is reduced, the assist force is reduced.
A method for controlling a vehicle. A steering device for steering front wheels, a steering assist device for applying assist force to the steering device, a generator driven by wheels for regenerative power generation, a steering angle sensor for detecting a steering angle of the steering device, A vehicle control method comprising:
Applying an assist force to the steering device by the steering assist device when the steering device is being operated;
Determining whether or not the steering device has been turned based on a steering angle detected by the steering angle sensor;
When it is determined that the steering device has been turned, a deceleration is added to the vehicle by increasing the regenerative power by the generator, and then the deceleration applied to the vehicle is decreased by reducing the regenerative power. Reducing, and
In the step of adding assist force to the steering device, when it is determined that the steering device has been turned, when the deceleration applied to the vehicle is reduced, the assist force is reduced.
A method for controlling a vehicle.   4. The vehicle according to claim 1, wherein in the step of adding an assist force to the steering device, a decrease amount of the assist force is determined based on a decrease amount of a deceleration applied to the vehicle. Control method.   5. The vehicle control method according to claim 1, wherein, in the step of applying an assist force to the steering device, the assist force is increased when the steering device is being turned. 5. A steering device for steering the front wheels, a steering assist device for applying assist force to the steering device, a drive source for generating torque for driving the drive wheels, and a steering angle for detecting the steering angle of the steering device A vehicle system comprising a sensor and a processor,
The processor is
When the steering device is operated, an assist force is applied to the steering device by the steering assist device,
Based on the steering angle detected by the steering angle sensor, it is determined whether or not the steering device has been turned.
When it is determined that the steering device has been turned, a deceleration is added to the vehicle by lowering the generated torque of the drive source, and then added to the vehicle by increasing the generated torque of the drive source. Reduce the deceleration,
When it is determined that the steering device has been turned, when the deceleration applied to the vehicle is reduced, the assist force by the steering assist device is reduced.
A vehicle system characterized by that. A steering device for steering front wheels, a steering assist device for applying assist force to the steering device, a braking device for applying braking force to wheels, a steering angle sensor for detecting the steering angle of the steering device, and a processor And a vehicle system comprising:
The processor is
When the steering device is operated, an assist force is applied to the steering device by the steering assist device,
Based on the steering angle detected by the steering angle sensor, it is determined whether or not the steering device has been turned.
When it is determined that the steering device has been turned, the braking force is increased by the braking device to add a deceleration to the vehicle, and then the braking force is decreased to reduce the deceleration applied to the vehicle. Let
When it is determined that the steering device has been turned, when the deceleration applied to the vehicle is reduced, the assist force by the steering assist device is reduced.
A vehicle system characterized by that. A steering device for steering front wheels, a steering assist device for applying assist force to the steering device, a generator driven by wheels for regenerative power generation, a steering angle sensor for detecting a steering angle of the steering device, A vehicle system comprising a processor,
The processor is
When the steering device is operated, an assist force is applied to the steering device by the steering assist device,
Based on the steering angle detected by the steering angle sensor, it is determined whether or not the steering device has been turned.
When it is determined that the steering device has been turned, a deceleration is added to the vehicle by increasing the regenerative power by the generator, and then the deceleration applied to the vehicle is decreased by reducing the regenerative power. Decrease,
When it is determined that the steering device has been turned, when the deceleration applied to the vehicle is reduced, the assist force by the steering assist device is reduced.
A vehicle system characterized by that. A vehicle control device comprising: a steering device for steering front wheels; and a steering assist device for adding assist force to the steering device,
Deceleration adding means for adding a deceleration to the vehicle so as to control a vehicle posture when the steering device is turned;
A steering assist force reducing means for reducing the assist force by the steering assist device when the deceleration applied to the vehicle is reduced when the steering device is turned;
A vehicle control apparatus comprising:   The vehicle control device according to claim 9, wherein the steering assist force reducing unit determines a reduction amount of the assist force based on a reduction amount of deceleration applied to the vehicle.

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