JPH06191313A - Drive force control device for vehicle - Google Patents

Abstract

PURPOSE:To achieve an optimum maneuverability even if a vehicle is under a travel condition where the engine drive force is near zero by providing a drive force control means to control a generated drive force from a drive source so that a shortage of a detected drive force can be compensated, when it is judged that the detected drive force is short of a reference drive force based on a required yaw moment. CONSTITUTION:A drive force distribution control means (e) to control the distribution of a drive force into wheels (c) and (d) which produces a drive source (b) so that a yaw moment set by a yaw moment set means (a) required by a vehicle can be obtained. Also a drive force judgment means (h) to judge whether or not a detected drive force from a drive force detecting means (f) which detects a generated drive force of the drive source (b) meets the reference drive force from a reference drive force setting means (g). Then, a drive force control means (i) which controls, when it is judged by the drive force judgment means (h) that the detected drive force is short, the generated drive force of the drive source (b) so that the shortage can be compensated. Thus, even if a vehicle is under a travel condition where the engine drive force is near zero, on optimum maneuverability can be achieved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving force control device for controlling driving force distribution to wheels so as to obtain a yaw moment required for a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a vehicle drive force control device using a pair of rotation difference sensitive joints, which independently controls the drive force distribution to the left and right wheels by adjusting the openings of the left and right orifices, for example, Japanese Patent Laid-Open No. No. 4-18539 (Japanese Patent Application No. 2-31)
No. 4814) is known.

[0003]

However, in the above-mentioned conventional vehicle drive force control device, a device for distributing the drive force to the left and right drive wheels on the assumption that a predetermined drive force is transmitted from the engine. Therefore, in a driving state where the driving force from the engine is near zero, when the steering wheel is turned to make a turn, even if an attempt is made to distribute the left-right driving force to assist the turn, the input torque is zero. There was a problem that it could not be allocated.

As a result, when the engine driving force is near zero, control cannot be performed even if the actual yaw moment is far from the yaw moment required for the vehicle, and the desired turning performance is achieved by the lateral driving force distribution control. The possible traveling state is limited to when the engine driving force is equal to or more than a predetermined value.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle driving force control device for controlling driving force distribution to wheels in order to obtain a yaw moment required for the vehicle. In order to achieve optimum turning performance even when the engine driving force is near zero.

[0006]

In order to achieve the above object, in the vehicle driving force control device of the present invention, when it is determined that the detected driving force is insufficient with respect to the reference driving force based on the required yaw moment, the insufficient amount is detected. The driving force control means for controlling the generated driving force of the driving source is provided in the supplementing direction to ensure the driving force distribution control for obtaining the required yaw moment even when the engine driving force is near zero.

That is, as shown in the claim correspondence diagram of FIG. 1, the required yaw moment setting means a for setting the required yaw moment of the vehicle and the yaw moment set by the required yaw moment setting means a are obtained. The driving force distribution control means e for controlling the distribution of the driving force generated by the driving source b to the wheels c, d, the driving force detection means f for detecting the driving force generated by the driving source b, and the required yaw moment. Reference drive force setting means g for setting a reference drive force based on the drive force, and drive for determining whether or not the detected drive force from the drive force detection means f satisfies the reference drive force from the reference drive force setting means g. Force determining means h and the driving force determining means h
When it is determined that the detected driving force is insufficient, the driving force control means i for controlling the generated driving force of the driving source b in a direction to compensate for the insufficient amount is provided.

[0008] Examples of modes will be listed below.

(1) An engine and a transmission are used as the driving source b, and the driving force control means i is a means for controlling at least one of an engine output and a transmission gear ratio.

(2) The driving force detecting means f is a means for detecting an engine braking state, and the driving force control means i is
Is a means for controlling the engine braking force when the engine braking state is detected.

(3) An automatic transmission is used as the transmission, and when the driving force control means i detects an engine braking state, the automatic transmission shifts down to generate a larger engine braking force. It is a means of controlling.

(4) The driving force distribution control means e uses a pair of rotation difference sensitive joints for independently controlling the driving force distribution to the left and right wheels by adjusting the opening of the left and right orifices. , The outer ring orifice is locked to compensate the turning moment, and the driving force distribution is controlled by adjusting the inner ring orifice opening.In the high speed range, the inner ring orifice is locked to generate an under moment and the outer ring orifice is opened. This is a means for controlling the driving force distribution by adjusting the degree.

(5) The required yaw moment setting means a
Is a means for estimating the yaw moment M required by the driver from the steering angle and the steering angular velocity, and the reference drive force setting means g is used as a reference drive force from the yaw moment M and the inner wheel torque Ti in the medium and low speed ranges. Ts is Ts = 2 × (Ti + r · M / L) r; tire radius,
L; Tread, and in the high speed range, the reference driving force Ts is calculated from the yaw moment M and the outer wheel torque To as Ts = 2 × (To + r · M / L).

[0014]

When the vehicle is running, the driving force detecting means f detects the generated driving force of the driving source b, and the reference driving force setting means g uses the required yaw moment setting means a for setting the yaw moment required for the vehicle. The reference driving force is set based on the required yaw moment of.

Then, the detected driving force is sufficient in the driving force judging means h for judging whether or not the detected driving force from the driving force detecting means f satisfies the reference driving force from the reference driving force setting means g. If it is determined that the driving force distribution control means e is not controlled by the driving force control means i.
At, the distribution of the driving force generated by the driving source b to the wheels c and d is controlled so as to obtain the yaw moment set by the required yaw moment setting means a.

On the other hand, when the driving force determining means h determines that the detected driving force is insufficient, the driving force control means i causes the driving force generated by the driving source b to compensate for the insufficient driving force. The driving force distribution control means e controls the distribution of the driving force generated by the driving source b to the wheels c and d so as to obtain the yaw moment set by the required yaw moment setting means a.

Therefore, even when the engine driving force is in the vicinity of zero, the driving force distribution control for obtaining the required yaw moment is ensured by the control for compensating the driving force generated by the driving source b. .

[0018]

Embodiments of the present invention will be described below with reference to the drawings.

First, the structure will be described.

FIG. 2 is an overall system diagram showing a vehicle driving force control apparatus according to an embodiment of the present invention.

In FIG. 2, reference numeral 1 denotes an engine, and the engine driving force is transmitted to the automatic transmission 2, the propeller shaft 3, the drive gear 4 and the ring gear 5, and the left rear wheel 6L.
To the (corresponding to the wheel c), the first control type rotation difference sensing joint 7L
→ Transmitted via the left drive shaft 8L, the right rear wheel 6
R (corresponding to the wheel d) is connected to the second control type rotation difference sensing joint 7
R → Transmitted through the right drive shaft 8R. The left and right front wheels 9L and 9R are driven wheels and are steered by operating the steering wheel 10. The engine 1 and the automatic transmission 2 correspond to the drive source b.

The intake system of the engine 1 includes a main intake pipe 2
1 is provided with a mechanical throttle valve 23 that opens and closes according to the amount of depression on the accelerator pedal 22, and a motor throttle valve 26 whose valve opening can be controlled by a throttle motor 25 driven by a control command from the outside to a bypass intake pipe 24. Is provided.

The control type rotation difference sensitive joints 7L and 7R are
Propeller shaft 3 and left and right drive shafts 8L, 8
R is a joint that is provided between each of the R and that reciprocates the drive piston when an input / output rotation difference occurs, and that regulates the outflow of the hydraulic oil discharged with this reciprocation by the orifice to generate a transmission torque. The orifice opening area can be independently controlled by the stepping motors 27L and 27R driven by the control command from the control command. You can do it independently in a circle.

The throttle motor 25 and the stepping motors 27L and 27R are drive-controlled by a control command from a controller 28, and the controller 28 has an engine speed sensor 40, a throttle opening sensor 41, an AT controller 42, a steering angle. From the sensor 43, vehicle speed sensor 44, input shaft rotation speed sensor 45, left rear wheel rotation speed sensor 46, right rear wheel rotation speed sensor 47, left orifice opening sensor 48, right orifice opening sensor 49, lateral acceleration sensor 50, etc. Input information is provided.

FIG. 3 is a sectional view showing the control type rotation difference sensitive joints 7L and 7R.

In FIG. 3, 11 is a common cam housing, to which the ring gear 5 is fixed, and the cam surfaces 11 on the left and right inner surfaces.
L and 11R are formed. Rotors 12L and 12R are spline-coupled to the left and right drive shafts 8L and 8R, respectively. Drive pistons 13L and 13R reciprocate while slidingly contacting the cam surfaces 11L and 11R as the rotors 12L and 12R and the cam housing 11 rotate relative to each other. 14L and 14R are cylinder chambers, and their volumes are changed by the reciprocating movements of the drive pistons 13L and 13R. Discharge oil passages 15L and 15R are provided in the cylinder chamber 14
It communicates with L and 14R. 16L and 16R are spools,
It is arranged at the ends of the discharge oil passages 16L and 16R. 17L,
Reference numeral 17R is a variable orifice, and the opening degree of the orifice is changed depending on the stroke positions of the spools 16L and 16R. 1
8L and 18R are regulator oil passages, and the cylinder chamber 14
It communicates with L and 14R via a one-way valve. 1
9L and 19R are spool chambers, and spools 16L and 16R
Is provided. 20L and 20R are accumulator rooms,
Regulator oil passages 18L, 18R and spool chamber 19
It communicates with L and 19R. Further, 30L and 30R are motor shafts of the stepping motors 27L and 27R, and 31L and 31R.
R is a fork, 32L and 32R are sliders, and 33L and 3
3R is a needle bearing, 34L and 34R are thrust plates, 35L and 35R are pins, and 36L and 36R are push rods.

Next, the operation will be described.

[Driving Force Control Operation] FIG. 4 shows the controller 2
Each step will be described below with a flowchart showing the flow of the driving force control operation performed at a predetermined control cycle in 8.

In step 60, the engine speed Ne,
Throttle opening Th, gear position Gp, steering angle θs, vehicle speed V, input shaft speed N1, left rear wheel speed NL, right rear wheel speed NR, left orifice opening θL, right orifice opening θR
Is read.

In step 61, the engine speed Ne, the throttle opening Th, and the engine torque Te are detected from the engine map. From the engine torque Te, the transmission gear ratio im (gear position Gp), and the final gear ratio if, the following is calculated. The input torque T1 is calculated by the formula (corresponding to the driving force detecting means f).

In step 62, the steering angle θs and the steering angle θ
The required yaw moment M is estimated by the calculation based on the steering angular velocity dθs which is the time differential value of s. The required yaw moment M increases as the steering angle θs increases and the steering angular velocity d increases.
The larger θs is, the larger value is given (corresponding to the required yaw moment setting means a).

In step 63, it is judged whether or not the vehicle speed V is equal to or lower than a set vehicle speed V0 which is a threshold value between a medium speed range and a low speed range.

In step 64, the inner wheel torque Ti is estimated based on the judgment that the vehicle speed is in the low speed range of V≤V0 and the turning direction. The estimation of the inner ring torque Ti is performed by input / output rotation difference (NL) of the control type rotation difference sensing joint 7L or 7R on the inner ring side.
-N1 or NR-N1) and the orifice opening degree θL or θR are detected, so that they can be accurately estimated from these detected values and the transmission torque characteristics of the joint.

In step 65, the required input torque Ts
Is calculated by the following formula from the inner wheel torque Ti, the required yaw moment M, the tire system r, and the tread L (corresponding to the reference driving force setting means g).

Ts = 2 × (Ti + r · M / L) (1) In step 66, the outer wheel torque To is determined by the same method as the inner wheel torque Ti based on the judgment that the vehicle is in the high speed region of V> V0 and the turning direction. Estimated accurately.

In step 67, the required input torque Ts
Is calculated by the following formula from the outer wheel torque To, the required yaw moment M, the tire system r, and the tread L (corresponding to the reference driving force setting means g).

Ts = 2 × (To + r · M / L) (2) Here, the generated moment M due to the difference between the left and right driving forces is the outer wheel driving force Fo (outer wheel torque To) and the inner wheel driving force Fi (inner wheel torque Ti). Then, M = L / 2 (Fo-Fi) = L / 2 (To / r-Ti / r) Since Ts = To + Ti, the formula (1) above is obtained by deleting To from these two formulas. , When Ti is erased
Equation (2) is obtained.

At step 68, it is judged whether or not the input torque T1 is equal to or larger than the required input torque Ts (corresponding to the driving force judging means h).

In step 69, when it is determined that T1 <Ts, the torque difference ΔT between the required input torque Ts and the input torque T1 is calculated.

In step 70, a control command for obtaining the torque difference ΔT is output to the throttle motor 25, the motor throttle valve 26 is opened, and the insufficient engine driving force is supplemented (corresponding to the driving force control means i).

In step 71, when it is determined that T1 ≧ Ts, the normal left / right driving force distribution control is performed according to the flowchart shown in FIG. 5 (driving force distribution control means e).
Equivalent to).

[Left / Right Wheel Driving Force Distribution Control Operation] FIG. 5 is a flow chart showing the flow of the left / right driving force distribution control operation by the subroutine performed in step 71 of FIG. 4 which is the main routine. Each step will be described below.

At step 80, the steering angle θs, lateral acceleration Yg, vehicle speed V, left orifice opening θL, and right orifice opening θR are read.

In step 81, it is judged whether the vehicle is traveling straight or not based on the steering angle θs and the lateral acceleration Yg.

At step 82, a control command for fully closing both orifice openings θL, θR is output to the stepping motors 27L, 27R based on the straight-ahead judgment at step 81.

In step 83, the turning direction is determined based on the steering angle θs and the lateral acceleration Yg in order to determine the turning inner wheel and the turning outer wheel.
L and the right orifice opening degree θR are set as the inner ring orifice opening degree θi and the outer wheel orifice opening degree θo. For example, when turning left, θi = θL and θo = θR.

In step 84, the lateral acceleration Yg and the vehicle speed V
The turning radius R is calculated by the following equation.

R = V ² / Yg In step 85, the left / right wheel rotation difference ΔNS is referred to by the map of FIG. 6 based on the turning radius R calculated in step 84, and the left / right wheel rotation difference ΔNS allowed during turning is set. To be done. For example, in FIG. 6, when the turning radius is R1, Δ
NS = ΔNS1 is set.

In step 86, it is judged whether the vehicle speed V is equal to or lower than the set vehicle speed V0 which is a threshold value between the medium speed range and the low speed range.

In step 87, the outer wheel orifice opening degree θo is fully closed based on the judgment of the low speed range when V ≦ V0, and the inner wheel orifice opening degree θi is 1/2 of the input torque T1 when the left and right wheel rotation difference ΔNS. A control command for setting the orifice opening that provides torque is output to the stepping motors 27L and 27R. For example, in FIG. 7, when the left / right wheel rotation difference ΔNS, θi = θ ₃ .

That is, during medium and low speed running, the turning outer wheel side orifice is locked, and the moment in the oversteer direction is applied around the center of gravity of the vehicle by the torque difference between the inner and outer wheels in a transient state for a short time when the left and right wheel rotation difference ΔNS occurs. ,
Over-moment control is performed to compensate for turning.

At step 88, based on the judgment of the high speed region of V> V0, the inner-ring orifice opening θi is fully closed, and the outer-ring orifice opening θo is 1/2 the input torque T1 when the left / right wheel rotation difference ΔNS. A control command for the obtained orifice opening is output to the stepping motors 27L and 27R.

That is, the orifice on the turning inner wheel side is locked during high speed running, and a moment in the understeer direction is applied about the vehicle center of gravity position due to the torque difference between the inner and outer wheels in a transient state for a short time in which a left / right wheel rotation difference ΔNS occurs. Undermoment control is performed to enhance stability.

[Driving with Sufficient Engine Driving Power] When driving with a sufficient engine driving force and the input torque T1 is equal to or greater than the required input torque Ts, steps 60 to 67 → in the flowchart of FIG. The flow proceeds from step 68 to step 71, and the normal left-right driving force distribution control shown in FIG. 5 is performed in step 71 without controlling the engine driving force.

The left-right driving force distribution control exerts a differential function of allowing the left-right wheel rotation difference ΔNS depending on the turning radius R, and at the time of medium or low speed turning, the over-moment control for locking the outer wheel side orifice is performed. The turning performance is improved, and during high speed turning, the under-moment control that locks the orifice on the inner wheel side achieves turning stability, so that high turning performance is achieved by independent control of left and right driving force distribution. .

[Running When Engine Driving Force is Near Zero] When the engine driving force is running near zero and the input torque T1 is less than the required input torque Ts, steps 60 to 67 in the flowchart of FIG. → step 68 → step 69 → step 70 → step 71
In Steps 69 and 70, the engine driving force for increasing the input torque T1 to at least the required input torque Ts is controlled.
In 1, the normal left / right driving force distribution control shown in FIG. 5 is performed.

Therefore, even when the engine driving force is running near zero, the control for increasing the engine driving force is performed, so that the normal left / right driving force distribution control is ensured.
As described above, high turning performance is achieved by the independent control of the left-right driving force distribution.

Here, increasing the engine driving force while the engine driving force is running near zero is against the driver's intention (i.e., the accelerator pedal is not depressed). Since the vehicle is in the state of being subjected to the above, and the vehicle resistance is large and the vehicle speed decreases, there is no problem that an increase in the engine driving force to some extent does not cause a feeling of strangeness.

Next, the effect will be described.

(1) When it is determined that the input torque T1 is insufficient with respect to the required input torque Ts based on the required yaw moment M, the driving force control for increasing the generated driving force of the engine 1 is performed in a direction to compensate for the insufficient amount. Since the device for ensuring the left-right driving force distribution control that obtains the required yaw moment M is provided even when the engine driving force is near zero, optimal turning performance can be achieved even when the engine driving force is near zero.

(2) In the drive force distribution control, a pair of control type rotation difference sensitive joints 7L, 7R are used which independently control the drive force distribution to the left and right rear wheels 6L, 6R by adjusting the opening of the left and right orifices. In the middle and low speed range, the orifice of the outer ring is locked to compensate for the turning moment, and the driving force distribution is controlled by adjusting the orifice opening of the inner ring.
The inner ring orifice is locked to generate an under moment, and the drive force distribution is controlled by adjusting the orifice opening of the outer ring. This improves the turning performance in the middle and low speed ranges and the turning stability in the high speed range. It is possible to achieve both improvement and

In addition, as the driving force distribution means, the control type rotation difference sensitive joint 7 having small temperature dependence and accurate characteristic prediction is used.
Since L and 7R are used, the inner ring torque Ti and the outer ring torque To, which are information necessary for the orifice opening adjustment control, are
Accurate estimation can be performed without using a torque sensor.

(3) The required yaw moment M is estimated from the steering angle θs and the steering angular velocity dθs, and in the medium and low speed regions, the required input torque Ts is obtained from the required yaw moment M and the inner wheel torque Ti, Ts = 2 × (Ti + r · M / L), and in the high speed range, the required input torque Ts is calculated from the required yaw moment M and the outer ring torque To as Ts = 2 × (To + r · M /
Since the device is calculated in L), it is possible to obtain the required yaw moment M and the required input torque Ts that reflect the driver's demand.

Although the embodiments have been described above with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

For example, in the embodiment, as the driving force distribution control means, an example in which the left and right driving force distribution control is performed has been shown. However, even when the left and right braking force (negative driving force) distribution control is performed, the front and rear driving force distribution control is performed. It can also be applied to things that do. In the case of the front-rear driving force distribution control, the steer characteristic is understeer as the driving force distribution to the front wheels is larger, and is oversteer as the driving force distribution to the rear wheels is larger.

In the embodiment, the driving force control example for the positive driving force associated with the accelerator operation is shown, but engine braking, that is, the driving force control for the negative driving force may be used. Specifically, when the brake ON is detected by the brake switch (engine braking state detecting means), the required engine braking force is calculated, and engine torque down control and downshift control of the automatic transmission are performed so as to achieve this. At least one of them is performed, and any one of the above driving force distribution control is performed.

The engine braking force control may be executed when the accelerator switch is detected by the idle switch (engine braking state detecting means) instead of the brake on. Further, the accelerator opening sensor may detect the accelerator opening speed, and the engine braking force control may be performed when the opening speed is high, and the engine torque increase control may be performed when the opening speed is low.

In the embodiment, the example of the auxiliary throttle control is shown as the driving force control, but the fuel control, the ignition timing control and the A
It may be performed by AC valve control or the like.

In the embodiment, the increase control of the engine drive force is not limited, but the increase amount of the engine drive force is limited or the required input torque Ts is set in order to eliminate the possibility that the driver feels uncomfortable. In calculating, the value obtained by subtracting a predetermined value from the calculated value may be used as the required input torque Ts to reduce the frequency of the increase control of the engine driving force.

[0070]

As described above, according to the present invention as set forth in claim 1, there is provided a vehicle driving force control device for controlling driving force distribution to wheels in order to obtain a yaw moment required for the vehicle. When the detected driving force is judged to be insufficient with respect to the reference driving force based on the required yaw moment, a driving force control means is provided to control the generated driving force of the driving source in a direction to compensate for the insufficient amount, and the engine driving force is near zero. Since the driving force distribution control for obtaining the required yaw moment is ensured even in the traveling state of, the optimum turning performance can be achieved even in the traveling state where the engine driving force is near zero.

According to the second aspect of the present invention, the engine and the transmission are used as the drive source, and the driving force control means is a means for controlling at least one of the engine output and the gear ratio of the transmission. Therefore, the driving force can be easily controlled.

According to the third aspect of the present invention, the driving force detecting means is a means for detecting the engine braking state, and the driving force control means controls the engine braking force when the engine braking state is detected. As a means,
Optimal turning performance can be obtained even in a turning traveling state where the engine brake is applied.

According to the fourth aspect of the present invention, an automatic transmission is used as the transmission, and when the driving force control means detects an engine braking state, the automatic transmission is downshifted to make a larger transmission. Since the means for controlling the engine braking force is used, the engine braking control can be performed using the existing automatic transmission control system.

According to the fifth aspect of the present invention, a pair of rotation-difference sensitive joints for controlling the driving force distribution control means independently controlling the driving force distribution to the left and right wheels by adjusting the opening of the left and right orifices. In the middle and low speed range, the orifice of the outer ring is locked to compensate the turning moment, the driving force distribution is controlled by adjusting the orifice opening of the inner ring, and in the high speed range, the orifice of the inner ring is adjusted so as to generate an under moment. Since the means for locking and controlling the driving force distribution by adjusting the orifice opening of the outer wheel is used, it is possible to improve both the turning ability in the middle and low speed range and the turning stability in the high speed range. The inner ring torque and the outer ring torque, which are information necessary for the orifice opening adjustment control, can be accurately estimated without using the torque sensor.

According to the sixth aspect of the present invention, the required yaw moment setting means is a means for estimating the yaw moment M required by the driver from the steering angle and the steering angular velocity, and the reference driving force setting means is used. In the middle and low speed ranges, the reference driving force Ts is calculated from the yaw moment M and the inner wheel torque Ti, Ts = 2 × (Ti + r · M / L) r; tire radius,
L; calculated by tread, and in the high speed range, the standard driving force Ts is calculated from the yaw moment M and the outer wheel torque To by Ts = 2 × (To + r · M / L), so the driver's request is reflected. The required yaw moment M and the reference driving force Ts can be obtained.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a vehicle driving force control device of the present invention.

FIG. 2 is an overall control system diagram showing a rear-wheel drive vehicle to which the vehicle drive force control device of the embodiment is applied.

FIG. 3 is a cross-sectional view showing a rear differential portion in which a control type rotational differential responsive joint of a vehicle driving force control device of an embodiment is incorporated.

FIG. 4 is a flowchart showing a flow of driving force control operation performed by a controller of the vehicle driving force control device of the embodiment.

FIG. 5 is a flowchart showing a flow of a left-right driving force distribution control operation performed by a controller of the vehicle driving force control device of the embodiment.

FIG. 6 is a left / right wheel rotation difference characteristic map diagram with respect to a turning radius.

FIG. 7 is a transmission torque map diagram for input / output rotation difference using the orifice opening as a parameter.

[Explanation of symbols]

 a required yaw moment setting means b driving source c wheels d wheels e driving force distribution control means f driving force detection means g reference driving force setting means h driving force determination means i driving force control means

Claims (6)

[Claims] 1. A required yaw moment setting means for setting a yaw moment required for a vehicle, and a distribution of a driving force generated by a drive source to wheels so as to obtain a yaw moment set by the required yaw moment setting means. Drive force distribution control means for controlling, drive force detecting means for detecting the drive force generated by the drive source, reference drive force setting means for setting a reference drive force based on the required yaw moment, and the drive force detecting means. A driving force determining means for determining whether or not the detected driving force from the driving force determining means satisfies the reference driving force from the reference driving force setting means; A driving force control device for a vehicle, comprising: a driving force control means for controlling the generated driving force of the driving source in a direction of compensating for the shortage. 2. The vehicle driving force control device according to claim 1, wherein an engine and a transmission are used as the driving source, and the driving force control means is at least one of an engine output and a transmission gear ratio. A driving force control device for a vehicle, which is a means for controlling 3. The vehicle driving force control device according to claim 1, wherein the driving force detecting means is means for detecting an engine braking state, and the driving force controlling means is for detecting an engine braking state. A drive force control device for a vehicle, characterized in that the drive force control means controls the engine braking force at the time. 4. The vehicle drive force control device according to claim 3, wherein an automatic transmission is used as the transmission, and when the drive force control means detects an engine braking state, the automatic transmission shifts down. A driving force control device for a vehicle, characterized in that it is a means for performing a control for generating a larger engine braking force. 5. The vehicle driving force control device according to claim 1, wherein the driving force distribution control means independently controls the driving force distribution to the left and right wheels by adjusting the openings of the left and right orifices. Using a pair of rotation difference sensitive joints, in the middle and low speed range, the orifice of the outer ring is locked to compensate the turning moment, and the driving force distribution is controlled by adjusting the orifice opening of the inner ring. A driving force control device for a vehicle, wherein the orifice of the inner ring is locked so as to be generated, and the driving force distribution is controlled by adjusting the orifice opening degree of the outer ring. 6. The vehicle driving force control device according to claim 1, wherein the required yaw moment setting means estimates the yaw moment M requested by the driver from the steering angle and the steering angular velocity. In the medium and low speed ranges, the reference driving force setting means sets the reference driving force Ts based on the yaw moment M and the inner wheel torque Ti: Ts = 2 × (Ti + r · M / L) r; tire radius,
L; a vehicle drive characterized in that it is a means for calculating the reference driving force Ts from the yaw moment M and the outer wheel torque To by Ts = 2 × (To + r · M / L) in the high speed range. Force control device.