JP5053139B2 - Vehicle behavior control device - Google Patents

Description

  The present invention relates to a vehicle behavior control device that controls the behavior of a vehicle, and in particular, a vehicle behavior control device that controls the behavior of a vehicle by applying a yaw moment to the vehicle by controlling at least the tire longitudinal force by braking or driving of a wheel. It is related to.

  Conventionally, a technique has been known in which yaw moment is applied to a vehicle by distributing and controlling the tire forces (tire lateral force, driving force, braking force) of the front and rear wheels in order to cause the vehicle to perform a desired motion. (See, for example, Patent Document 1). In the distribution of tire force on wheels, a method for stabilizing vehicle behavior by controlling the braking / driving force on the turning outer front wheel and the turning inner rear wheel, which have a large contribution to the yaw moment, is generally used. It is taken.

Also, a method is known in which a plurality of equipped vehicle motion control devices are operated in a coordinated manner in order to cause the vehicle to perform a desired motion. For example, the control limit is calculated from the size of the friction circle of each wheel, the additional tire generation force to each wheel is determined based on that, and the grip margin of each wheel is obtained, and the vehicle according to the state A device that changes the type distribution of the motion control device has been proposed (see Patent Document 2).
JP 09-086203 A JP 2006-264561 A

  However, in the conventional method, it is necessary to individually calculate the size of the friction circle and the grip margin of each wheel, and for that purpose, since the calculation is based on the road surface μ, SAT, etc., these calculations are performed in an environment that changes from moment to moment. Is often not easy. In addition, when changing the type allocation of the control device according to the margin, if it is not easy to calculate the grip margin as a guideline, the tire generation force for each wheel can be allocated or the vehicle motion control device However, the calculation is not easy even when the distribution is performed, and the control may be delayed.

  Therefore, the applicant of the present invention is a vehicle behavior control device that controls the behavior of the vehicle by individually and variably controlling the tire lateral force and the tire longitudinal force of the wheel, and calculates the target momentum from the driving operation amount by the driver. A momentum calculating means and a reference momentum calculating means for calculating a reference momentum from the actual steering angle of the wheel, and the smaller the difference between the calculation result of the target momentum calculation means and the calculation result of the reference momentum calculation means, Japanese Patent Application No. 2007-308251 has been proposed to reduce the control ratio. According to this vehicle behavior control device, in the coordinated control of the tire lateral force and the tire longitudinal force, it is possible to easily calculate the tire generating force for realizing a desired motion according to the tire load state of each wheel. .

  However, also in this vehicle behavior control apparatus, when the yaw moment is generated in the vehicle by controlling the braking / driving force of the wheels, the optimum tire force is applied to the two wheels of the turning outer front wheel and the turning inner rear wheel depending on the situation. Since the distribution is performed, the sum of the distributed tire longitudinal forces may generate braking force or driving force, and the driver may feel a sense of deceleration (braking feeling) or acceleration feeling (driving feeling).

  The present invention has been made in view of such a background, and suppresses the feeling of deceleration or acceleration of the vehicle when controlling the vehicle behavior by generating the yaw moment by controlling the braking / driving force of the wheels. With the goal.

  In order to solve the above-described problems, the present invention provides a vehicle behavior control device that controls the behavior of a vehicle by individually generating a tire longitudinal force by braking or driving at a plurality of wheels, and the tire longitudinal force is applied during turning. Yaw control wheel selection means for selecting a turning outer front wheel and a turning inner rear wheel as wheels to be generated, and a control ratio setting for setting a control ratio between the braking and driving of the tire longitudinal force according to the running state of the vehicle The absolute value of the sum of the tire longitudinal force due to braking and the tire longitudinal force due to driving set by the control ratio setting unit is reduced for at least one of the means and at least one of the rear outer wheel and the inner front wheel during turning. And an adjusting longitudinal force setting means for setting the adjusting longitudinal force.

  In the vehicle behavior control device, the adjustment longitudinal force setting means includes the adjustment longitudinal force so that the sum of the tire longitudinal force due to braking and the tire longitudinal force due to driving set by the control ratio setting unit becomes zero. It is good to set the force. Further, in these vehicle behavior control devices, the adjustment longitudinal force setting means is provided for the wheels positioned on the left and right of the wheels having a large absolute value of the tire longitudinal force among the wheels selected by the yaw control wheel selection means. It is recommended to set the adjustment longitudinal force.

  According to the vehicle behavior control device of the present invention, when the yaw moment is variably controlled by separately generating braking / driving force on the front, rear, left and right wheels, the yaw control wheel selection means selects the turning outer front wheel and the turning inner rear wheel. Thus, the yaw moment is efficiently variably controlled with a relatively small tire longitudinal force, and the adjustment longitudinal force on the side that cancels the tire longitudinal force generated from the setting by the control ratio setting means is set to at least one of the remaining two wheels. By generating it, acceleration / deceleration of the vehicle can be suppressed.

  Further, the acceleration / deceleration of the vehicle can be eliminated by setting the adjustment longitudinal force equal to the tire longitudinal force generated from the setting by the control ratio setting means. Further, as the wheel for generating the adjustment longitudinal force, it is generated by the adjustment longitudinal force setting by selecting the wheel located in the left-right direction of the wheel having the larger tire longitudinal force among the wheels selected by the yaw control wheel selection means. The yaw moment can be reduced.

<< Configuration of Embodiment >>
Hereinafter, an embodiment of a vehicle behavior control device according to the present invention will be described in detail with reference to the drawings. In the description, for the four wheels, tires, etc., suffixes indicating the front, rear, left and right are attached to the numerals, respectively, for example, left front wheel 3fl, right front wheel 3fr, left rear wheel 3rl, right rear wheel 3rr When referring generically, for example, the front wheel 3f, the rear wheel 3r, the wheel 3 and the like are described.

  FIG. 1 is a schematic configuration diagram of an automobile 1 to which a vehicle behavior control device 10 according to the embodiment is applied. The automobile 1 includes front, rear, left and right wheels 3 on which tires 4 are mounted, and these wheels 3 are suspended from the vehicle body 2 by suspensions (not shown). A steering wheel 5, an accelerator pedal 6, and a brake pedal 7 that are used for a driving operation by the driver are installed in the driver's seat of the automobile 1.

  The steering shaft 8 to which the steering wheel 5 is connected is provided with a steering angle sensor 11 that detects the steering angle of the steering wheel 5, and the accelerator pedal 6 and the brake pedal 7 have an accelerator sensor 12 that detects the depression amount of each pedal. And a brake sensor 13 are provided to detect the amount of operation by the driver. Further, an acceleration sensor 14 that detects longitudinal and lateral acceleration acting on the automobile 1, a yaw rate sensor 15 that detects the yaw rate of the automobile 1, a vehicle speed sensor 16 that detects the vehicle speed, and the like are provided at appropriate positions on the vehicle body 2. It has been.

  The vehicle 1 is mechanically separated from the steering wheel 5 as a front wheel steering angle control means, and drives the actuator (not shown) according to the driver's steering operation to individually change the steering angle of the front wheel 3f. A wire front wheel rudder angle control device 21 is provided, and as a rear wheel rudder angle control unit, a rear wheel rudder angle control device 22 that drives an actuator (not shown) and individually changes the rudder angle of the rear wheel 3r is provided. . Each wheel 3 is provided with a stroke sensor 17 for detecting the stroke amount of the actuator, and the detection result is fed back to enable accurate steering angle control of the wheel 3, which will be described later. The actual steering angle of the wheel, which is the basis for calculating the standard yaw rate, can be grasped.

  The automobile 1 is mechanically separated from the brake pedal 7 as a braking control means, and controls the braking force of each wheel 3 according to the driver's braking operation, so-called brake-by-wire braking control device. 23, and is mechanically separated from the accelerator pedal as a drive control means, and controls engine output by controlling throttle opening, fuel injection amount, etc. according to the driver's accelerator operation, and controls torque transfer Thus, a drive control device 24 for controlling the driving force of the front, rear, left and right wheels is provided.

  The automobile 1 is provided with an ECU (Electronic Control Unit) 25 composed of a microcomputer, ROM, RAM, peripheral circuits, input / output interfaces, various drivers, and the like. The system controls the various systems such as the steering angle control device 22, the braking control device 23, and the drive control device 24. The ECU 25 is connected to the sensors 11 to 17, and detection signals from these sensors are used for overall control of the system.

  According to the vehicle 1 configured as described above, the tire lateral force is individually variably controlled by changing the steering angle of each wheel 3, and the tire longitudinal force is individually controlled by changing the braking / driving force of each wheel. The vehicle 1 can be variably controlled, and the behavior of the automobile 1 can be controlled by total control of the four wheels.

  FIG. 2 is a block diagram illustrating a schematic configuration of the vehicle behavior control apparatus 10 according to the embodiment. As shown in FIG. 2, the vehicle behavior control device 10 includes an ECU 25 to which detection signals from the steering angle sensor 11, the accelerator sensor 12, the brake sensor 13, the vehicle speed sensor 16, the stroke sensor 17, and the like are input via an input interface 26. The front wheel steering angle control device 21, the rear wheel steering angle control device 22, the braking control device 23, and the drive control device 24 are operated based on a control signal generated by the ECU 25 and output via the output interface 32. ing.

  The ECU 25 calculates a target yaw rate calculation unit 27 (target exercise amount calculation means) that calculates a target yaw rate (target exercise amount) based on various signals input via the input interface 26, and a reference yaw rate (reference exercise amount) based on various signals. The tire lateral force and the tire longitudinal force are calculated from the normative yaw rate calculating unit 28 (normative momentum calculating means) to calculate, the target yaw rate calculated by the target yaw rate calculating unit 27, and the normative yaw rate calculated by the normative yaw rate calculating unit 28. A yaw control wheel selection unit 29 that selects a wheel to be variably controlled, a control ratio setting unit 30 that sets a control ratio of the tire lateral force and the tire longitudinal force with respect to the wheel 3 selected by the yaw control wheel selection unit 29, and an automobile An adjustment longitudinal force setting unit 31 for setting an adjustment longitudinal force to adjust the acceleration / deceleration of 1. It is provided.

  The yaw control wheel selection unit 29 selects only the front wheel 3f on the outside of the turn and the rear wheel 3r on the inside of the turn as wheels for variably controlling the yaw moment when the vehicle 1 is in a turning state based on the detection results of various sensors. The control ratio setting unit 30 decreases the control ratio of the tire longitudinal force with respect to the tire lateral force as the difference between the calculated target yaw rate and the calculated standard yaw rate for the selected wheel 3 is smaller (in other words, , Increase the tire lateral force control ratio). Further, the adjustment longitudinal force setting unit 31 selects one of the outer turning rear wheel and the inner turning front wheel, and the tire longitudinal force generated from the braking force and the driving force set by the control ratio setting unit 30. The acceleration / deceleration of the automobile 1 is suppressed by setting the adjustment longitudinal force on the canceling side.

  In order to realize the control ratio set by the control ratio setting unit 30 and the acceleration / deceleration control set by the adjustment longitudinal force setting unit 31, the front wheel steering angle control device 21, the rear wheel steering angle control device 22, and the braking control device 23 and the drive control device 24 control the tire lateral force and the tire longitudinal force of the front and rear wheels 3. Thus, the automobile 1 is controlled so that the behavior is stabilized.

<< Effects of Embodiment >>
Next, a vehicle control procedure performed by the vehicle behavior control device 10 will be described with reference to FIG. FIG. 3 is a flowchart showing a vehicle control procedure. The symbols used here are defined as follows.
γT (t): target yaw rate at time t γT0 (t): reference yaw rate that can be originally generated from parameters such as steering angle and vehicle speed at time t γ (t): actual yaw rate at time t As shown in FIG. 5, if the suffix is 1, 2, 3, 4 counterclockwise from the right front,
Fxi (t): Required tire longitudinal force Fyi (t) of tire i at time t: Required lateral force Ki (t) of tire i at time t: Load distribution coefficient G1 (t) of tire i at time t: Time t Lateral acceleration Glg (t) acting on the car at: The longitudinal acceleration acting on the car at time t.

First, in step 1, the ECU 25 calculates a barycentric point vector of the automobile 1. This is calculated as G → = Gl (t) → + Glg (t) → etc. This ratio is the load ratio of the four wheels, which is replaced with the relative ratio of the tire friction circles of the four wheels. For example, light braking while turning left and Gl (t) = 0.3
Glg (t) = 0.2
In this case, a number of relative ratio calculation methods are conceivable. However, when the weight distribution of the front and rear of the automobile 1 is set as front: rear = m: n,
K1 (t) = q × {l × m / ((m + n) / 2) + (Gl (t) + GLg (t))}
K2 (t) = q × {l × m / ((m + n) / 2) + (− Gl (t) + GLg (t))}
K3 (t) = q × {l × m / ((m + n) / 2) + (Gl (t) −GLg (t))}
K4 (t) = q × {l × m / ((m + n) / 2) + (− Gl (t) −GLg (t))}
It becomes. Where q is a coefficient.

Next, in step 2, an index ε is calculated in order to determine what kind of situation the tire 4 that exercises the vehicle 1 is in. Here, the index ε can be expressed as follows.
ε = γT (t) −γT0 (t)
This is an amount indicating how far the target yaw rate γT (t) desired by the driver is far from the standard yaw rate γT0 (t) that can be generated, in other words, the vehicle behavior in the linear region in the tire characteristics. Desiring a target value that is significantly different from the simulated standard yaw rate means that a control amount in the nonlinear region or a large control amount close to the nonlinear region in tire characteristics is required. In this way, it is possible to determine whether or not the operation is in the linear region in the tire characteristics by using the standard yaw rate of the vehicle that has been used in the past without estimating the friction circle having a high degree of difficulty and the usage situation thereof. It can be judged to some extent.

  Further, in step 3, the braking / driving side distribution coefficient b and the steering side distribution coefficient c are obtained from the index ε with reference to the map, and the distribution policy of the tire longitudinal force and the tire lateral force is determined. For example, regarding the yaw rate, the steering force is controlled as much as possible in the linear region of the tire with emphasis on the natural behavior of the vehicle, that is, the distribution to the tire lateral force is increased, and the target value is higher than the natural behavior in the non-linear region of the tire. The braking / driving force control is performed with emphasis on the restraint on the tire, that is, the distribution to the tire longitudinal force is increased.

  Therefore, as shown in FIG. 6, if the distribution of the tire lateral force and the tire longitudinal force is divided when the tire generation force is distributed, and the sum thereof does not exceed a certain value, the tire friction circle Thus, it is possible to avoid making excessive demands on the tire longitudinal force and the tire lateral force. If the braking / driving side distribution coefficient b is s, the steering side distribution coefficient c can be expressed as 1-s, thereby preventing the total force of the tire from becoming excessive even if either one makes an excessive request. it can.

  Next, in step 4, the yaw rate difference Δγ between the reference yaw rate γT0 (t) and the actual yaw rate γ (t) is calculated (Δγ = γT0 (t) −γ (t)). In step 5, another map is calculated. With reference to the yaw rate difference Δγ, the braking coefficient d and the driving coefficient e are obtained. This means that even if the tire front-rear force is the same, the reference yaw rate γT0 (t) and the actual yaw rate γ (t) do not coincide with each other (in the case of countersteering), emphasizing braking force. This is to implement a control guideline that places importance on the driving force when the signs of the standard yaw rate and the actual yaw rate match and the difference is small. A guideline is necessary to determine how much power is output for power that is important and how much power is output for power that is not important. It may cause a force that exceeds the friction circle of a tire. However, if the tire generation force is distributed while calculating the tire friction circle each time, the calculation becomes very complicated and the load of the vehicle behavior control increases.

  Even when braking / driving force control of the same displacement amount is performed, it is necessary to select whether to use the drive control device 24 for the purpose of drive control or to use the brake control device 23 for the purpose of brake control. As shown in the figure, for example, when countersteering or when the target yaw rate γT (t) and the actual yaw rate γ (t) are significantly different, a guideline for performing with the braking force can be determined. That is, when the braking coefficient d is w from the vehicle behavior, the driving coefficient e can be represented by 1-w.

Next, in step 6, the tire generating force required for each wheel is calculated. The tire longitudinal force and tire lateral force of each wheel are expressed as follows.
Fx1 = K1, F, s, (1-w)
Fx2 = K2, F, s, (-1) x w
Fx3 = K3 · F · s · (−1) × w
Fx4 = K4 · F · s · (1-w)
Fy1 = K1 · F · (1-s)
Fy2 = K2 · F · (1-s)
Fy3 = K3 · F · (−1) × (1-s)
Fy4 = K4 · F · (−1) × (1-s)

  Further, in step 7, based on the tire generation force obtained in step 6, the tire generation force distribution process to be actually controlled, which will be described in detail later, is performed, and the series of processes ends.

  Next, the tire generated force distribution process will be described with reference to FIG. In this process, the turning front and rear wheels that will most contribute to the yaw moment are determined by the distribution ratio of the tire longitudinal force and the tire lateral force for the turning inner front wheel and the turning outer rear wheel. By focusing on the control by the inner rear wheel or by limiting the wheels that control the tire generating force only to the front outer wheel and the inner rear wheel, the energy loss due to the tire generating force control can be suppressed and the vehicle efficiently It is possible to control behavior.

  First, in step 11, it is determined whether the yaw rate difference Δγ between the reference yaw rate γT0 (t) and the actual yaw rate γ (t) is greater than zero. This is to determine whether a moment in the right turning direction should be generated or a moment in the left turning direction should be output from the yaw rate difference Δ. If the yaw rate difference Δγ is greater than 0, i is set to 1 and k is set to 2 (step 12). If the yaw rate difference Δγ is 0 or less, i is set to 2 and k is set to 1 (step 13). ). Then, it is determined whether the value w of the braking coefficient d is 0 (step 14), and then it is determined whether the value w of the braking coefficient d is 1 (step 15).

When the value w of the braking coefficient d is 0, in step 16, the tire longitudinal force and the tire lateral force are determined as follows for two of the four wheels located diagonally (that is, the turning outer front wheel and the turning inner rear wheel): Set as follows.
Fxi = F · s · (1-w)
Fyi = F / (1-s)
Fx (i + 2) = F · 0
Fy (i + 2) = − F

On the other hand, when the value w of the braking coefficient d is 1, in step 18, the tire longitudinal force and the tire lateral force are set as follows for the two wheels.
Fxi = F · 0
Fyi = F
Fx (i + 2) = F · s · W
Fy (i + 2) = − F · (1-s)

If the value w of the braking coefficient d is neither 0 nor 1, in step 17, the tire longitudinal force and the tire lateral force are set as follows for the two wheels.
Fxi = F · s · (1-w)
Fyi = F / (1-s)
Fx (i + 2) = F · s · W
Fy (i + 2) = − F · (1-s)

  Next, in step 19, the sum A of the tire longitudinal force of the turning outer front wheel and the tire longitudinal force of the turning inner rear wheel is obtained (A = Fxi + Fx (i + 2)). In step 20, it is determined whether or not the sum A of the tire longitudinal force is greater than 0, that is, whether the sum A of the tire longitudinal force is the driving force a or the braking force -a.

  If it is determined in step 20 that the sum A of the tire longitudinal force is the driving force a, it is determined in step 21 whether i is set to 2, that is, whether a moment in the right turning direction is added. judge. When it is determined that the vehicle is turning right, in step 22, the right front wheel 3fr, that is, the turning inner front wheel positioned in the left-right direction of the left front wheel 3fl generating a larger tire longitudinal force (driving force a), A tire longitudinal force -a (adjusted longitudinal force: braking force) that cancels the sum A of the tire longitudinal force is generated (Fx (i-1) =-a) (see FIG. 8). On the other hand, if it is determined in step 21 that a moment in the left turning direction is added, in step 23, left and right front wheels 3fl, that is, right and left front wheels 3fr generating a larger tire longitudinal force (driving force) are generated. A tire front / rear force -a (adjusted front / rear force: braking force) that cancels the sum A of the tire front / rear force is generated on the turning inner front wheel located in the direction (Fx (i + 1) =-a) (see FIG. 9).

  On the other hand, when it is determined in step 20 that the sum A of the tire longitudinal force is braking force -a, it is determined in step 24 whether i is set to 1, that is, whether the vehicle is turning left. . If it is determined that a moment in the left turning direction is added, in step 25, the right rear wheel 3rr, that is, the left rear wheel 3rl generating a larger tire longitudinal force (braking force) is positioned in the left-right direction. A tire front / rear force (adjusted front / rear force: driving force a) that cancels the sum A of the tire front / rear force is generated (Fx (i + 3) = a) (see FIG. 10). If it is determined in step 24 that a moment in the left turning direction has been added, in step 26 the left and right rear wheels 3rl, that is, the right and left rear wheels 3rr generating a greater tire longitudinal force (braking force) A tire longitudinal force (adjusted longitudinal force: driving force a) that cancels the sum A of the tire longitudinal force is generated on the rear outer wheel located in the direction (Fx (i + 2) = a) (see FIG. 11).

  Thus, according to the vehicle behavior control apparatus 10 according to the present invention, the yaw control wheel selection unit 29 turns when controlling the behavior of the automobile 1 by generating braking / driving forces on the front and rear wheels 3 separately. By selecting the outer front wheel and the turning inner rear wheel, the yaw moment can be efficiently variably controlled with a relatively small tire longitudinal force, and the adjustment longitudinal force (tire longitudinal force a or − It is possible to suppress acceleration / deceleration of the automobile 1 by generating a) on the wheel 3 positioned in the left-right direction of the wheel having the greater tire longitudinal force among the wheels selected by the yaw control wheel selection unit 29. It has become.

  Further, the acceleration / deceleration of the automobile 1 can be eliminated by setting the adjustment longitudinal force to be equal in the direction in which the sum A of the tire longitudinal force is canceled, that is, a or -a.

  Although the description of the specific embodiment is finished as described above, the present invention is not limited to the above embodiment and can be widely modified. For example, the vehicle according to the above embodiment includes various motion control devices so that the tire longitudinal force and the tire lateral force can be controlled for all four wheels, but only the front wheels can variably control the tire lateral force. It is good also as a form provided with. In the above embodiment, the yaw moment is generated by distributing the tire generating force between the steering side and the braking / driving side, but the yaw moment may be generated only by the braking / driving force. Further, it is not necessary to use the target yaw rate and the reference yaw rate as the target exercise amount and the reference exercise amount, and longitudinal acceleration, lateral acceleration, and the like may be used as the exercise amount. Furthermore, other than these changes, such as tire generation force distribution using formulas other than those described above, any change can be made as long as it does not depart from the spirit of the present invention.

Schematic configuration diagram of an automobile to which a vehicle behavior control device is applied Block diagram showing schematic configuration of vehicle behavior control device Flow chart showing vehicle control procedure Flow chart showing tire generation force distribution processing procedure Schematic diagram of a car model showing tire generation force A graph showing the distribution relationship between the index and wheel tire force Graph showing the distribution relationship between yaw rate difference and braking / driving force Explanatory drawing showing the concept of acceleration / deceleration control during right turn acceleration Explanatory drawing showing the concept of acceleration / deceleration control during left turn acceleration Explanatory drawing showing the concept of acceleration / deceleration control during right turn deceleration Explanatory drawing showing the concept of acceleration / deceleration control during left turn deceleration

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car 2 Car body 3 Wheel 4 Tire 5 Steering wheel 6 Accelerator pedal 7 Brake pedal 10 Vehicle behavior control device 21 Front wheel rudder angle control device 22 Rear wheel rudder angle control device 23 Braking control device 24 Drive control device 25 ECU
27 Target yaw rate calculation unit 28 Reference yaw rate calculation unit 29 Yaw control wheel selection unit 30 Control ratio setting unit 31 Adjustment longitudinal force setting unit A Sum of tire longitudinal force of turning outer front wheel and tire longitudinal force of turning inner rear wheel γT Target yaw rate γT0 standard yaw rate γ actual yaw rate

Claims (3)

A vehicle behavior control device that controls the behavior of a vehicle by individually generating tire longitudinal force by braking or driving on a plurality of wheels,
Yaw control wheel selection means for selecting a turning outer front wheel and a turning inner rear wheel as wheels for generating the tire longitudinal force during turning,
Control ratio setting means for setting a control ratio between the braking and the driving of the tire longitudinal force according to the running state of the vehicle;
Before and after adjustment to reduce the absolute value of the sum of the tire longitudinal force by braking and the tire longitudinal force by driving set by the control ratio setting unit for at least one of the rear outer wheel and the inner front wheel during turning A vehicle behavior control device comprising: an adjustment longitudinal force setting means for setting a force.   The adjustment longitudinal force setting means sets the adjustment longitudinal force so that the sum of the tire longitudinal force due to braking and the tire longitudinal force due to driving set by the control ratio setting unit is zero. The vehicle behavior control device according to claim 1.   The adjustment longitudinal force setting means sets the adjustment longitudinal force for wheels located on the left and right of the wheels having a large absolute value of the tire longitudinal force among the wheels selected by the yaw control wheel selection means. The vehicle behavior control device according to claim 1 or 2.

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