JPH0624251A - Integrated control device for four-wheel steering and drive power distribution - Google Patents

Abstract

PURPOSE:To ensure controllability and stability of vehicle action by calculating target action of a vehicle by steering, feedback controlling an assist steering angle given to each wheel by a deviation from the actual action, fixing an assist steering angle degree when the deviation is a predetermined value or more, and changing drive power distribution so as to eliminate the deviation. CONSTITUTION:Actual action of a vehicle is detected from a yaw rate, cross acceleration, slip angle, etc., to the vehicle by an actual action detecting means (a), to calculate target action of steering by a target action arithmetic means (b). By a deviation between both the actual and target actions, an assist steering angle given to at least one of front/rear wheels is feedback-controlled by a four-wheel steering control system (c), to calculate the deviation by a deviation value arithmetic means (e). An assist steering angle degree of the four-wheel steering control system (c) is fixed by an integrated control means (f) when the deviation is a predetermined value or more, to control drive power distribution changed to a drive power distribution control system (d) of each wheel so as to negate the deviation. Accordingly, controllability and stability of the vehicle action can be ensured.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is applied to a vehicle equipped with a four-wheel steering control system based on yaw rate feedback control and a driving force distribution control system based on differential limiting torque control. It relates to an integrated control device with distribution.

[0002]

2. Description of the Related Art Conventionally, as a four-wheel steering control system by yaw rate feedback control, which detects a yaw rate generated in a vehicle body and controls a rear wheel steering angle so that the yaw rate matches a target yaw rate which should be naturally caused by steering, For example, the device described in Japanese Patent Laid-Open No. 3-92482 is known.

Further, as a general control device for a vehicle equipped with both a four-wheel steering control system and a driving force distribution control system, the device described in Japanese Patent Laid-Open No. 1-95936 is known. According to the conventional source, when an auxiliary steering angle is given to the four-wheel steering control system in a direction that promotes the turning ability, the driving force distributed to the front wheels is relatively reduced so as not to impair the turning ability. Technology is shown.

[0004]

However, in the former four-wheel steering control system based on the yaw rate feedback control, considering the influence of the side slip angle on the side force in the tire characteristics, as shown in FIG. In a small region, the side force increases in proportion to the increase of the sideslip angle, but in the region where the sideslip angle is large, the side force decreases with the increase of the sideslip angle. In the limit turning where the sideslip angle enters from the linear characteristic region to the non-linear characteristic region, the yaw control of the vehicle can be performed by the four-wheel steering control system in the linear characteristic region, but the yaw control becomes impossible in the non-linear characteristic region. Become.

In the latter prior art, the front-rear wheel drive force distribution control system side controls the steering at the initial stage of steering when the four-wheel steering control system performs control that promotes turning performance during steady-state turning, which shows a linear characteristic region. This is a technique for correcting so as to improve the turning response.

Therefore, at the time of critical turning such as high lateral acceleration turning, it becomes difficult to perform yaw control by the four-wheel steering control system. For example, when the actual yaw rate deviates from the target yaw rate and the vehicle is already oversteering. When the driving force distributed to the front wheels is relatively decreased and the driving force distributed to the rear wheels is relatively increased, the oversteer characteristic due to the distribution of the driving force to the rear wheels is further added to stabilize the vehicle behavior. It's harder to keep.

The present invention has been made in view of the above problems, and is a vehicle equipped with both a four-wheel steering control system such as yaw rate feedback control and a driving force distribution control system such as differential limiting torque control. In a comprehensive control system for four-wheel steering and driving force distribution applied to, the four-wheel steering control achieves controllability and stability of vehicle behavior with high response in the linear region of tire characteristics, and in the non-linear region of tire characteristics. It is an object of the present invention to secure controllability and stability of vehicle behavior by driving force distribution control with a wide control area instead of four-wheel steering control.

[0008]

In order to solve the above-mentioned problems, an integrated control system for four-wheel steering and driving force distribution according to the present invention is
The four-wheel steering control limit range is predicted when the deviation between the target behavior calculation value and the actual behavior detection value exceeds a predetermined value, and when the control limit range is predicted, the four-wheel steering control system side determines the auxiliary steering angle amount. In addition to fixing, the driving force distribution control system side is provided with a total control means for controlling the change of the driving force distribution so as to cancel the deviation.

That is, as shown in the claim correspondence diagram of FIG. 1, the actual behavior detecting means a for detecting the actual behavior of the vehicle represented by the yaw rate applied to the vehicle, the lateral acceleration and the slip angle, and the steering should naturally occur. A target behavior calculation means b for calculating a target behavior of the vehicle, a four-wheel steering control system c for feedback-controlling an auxiliary steering angle given to at least one of the front and rear wheels based on a deviation between a detected actual behavior value and a calculated target behavior value, and left and right wheels. A driving force distribution control system d for controlling the driving force distribution of the wheels or the front and rear wheels by an external command,
A deviation calculating means e for calculating a deviation between the target behavior calculation value and the actual behavior detection value, and a command for fixing the auxiliary steering angle amount in the four-wheel steering control system c when the deviation is a predetermined value or more. In addition to outputting, a total control means f is provided for outputting a command to the driving force distribution control system d for controlling the change of the driving force distribution so as to cancel the deviation.

[0010]

Operation When the vehicle is turning at high lateral acceleration, the deviation calculating means e
When the deviation calculated by the target behavior calculation value from the target behavior calculation means b and the actual behavior detection value from the actual behavior detection means a is equal to or more than a predetermined value, the total control means f causes the four-wheel steering control system to operate. A command for fixing the auxiliary steering angle amount at c is output, and a command for changing control of the driving force distribution is output to the driving force distribution control system d so as to cancel the deviation.

Therefore, the control limit range of the four-wheel steering control is predicted when the deviation between the target behavior calculation value and the actual behavior detection value becomes equal to or more than a predetermined value. When the actual vehicle behavior is controlled by the high four-wheel steering control system c so as to be the target behavior and the control limit range is predicted, the four-wheel steering control system c is replaced with a driving force distribution control system d with a wide control range. By controlling the actual behavior of the vehicle to the target behavior, the vehicle behavior responsiveness and vehicle behavior stability corresponding to the steering operation are secured in a wide range until the tire characteristics reach the non-linear characteristic range. It will be.

When the control limit range is predicted, the auxiliary steering angle amount in the four-wheel steering control system c is fixed by controlling the auxiliary steering angle amount by returning or increasing the auxiliary steering angle amount and continuing the control. This is because the controllability of the vehicle behavior due to the driving force distribution control is impaired due to the interference.

[0013]

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

The configuration will be described.

FIG. 2 is an overall view of a system to which an integrated control device for four-wheel steering and driving force distribution according to an embodiment of the present invention is applied.

The rear-wheel drive vehicle to which the embodiment apparatus is applied is an engine 1, a transmission 2, a propeller shaft 3, a differential 4, drive shafts 5, 6 ,.
The rear wheels 7 and 8 and the front wheels 9 and 10 are provided.

The four-wheel steering control system is a system for variably controlling the steering angles of the left and right rear wheels 7, 8 by hydraulically controlling a rear wheel steering angle actuator 17 provided between the left and right rear wheels 7, 8. In the piston oil chamber of the rear wheel steering angle actuator 17, a hydraulic pressure control valve 19 is supplied from an external hydraulic pressure source 18.
The control oil passage 20 is connected via the control oil passage 20 and the hydraulic pressure control valve 19 is driven by the command current si from the 4WS solenoid drive circuit 21 to control the piston hydraulic pressure that determines the rear wheel steering angle amount.

The left and right wheel driving force distribution control system is a differential limiting device which applies hydraulic pressure to a differential limiting clutch 11 incorporated in the differential 4 provided between the left and right rear wheels 7 and 8 to provide the left and right rear wheels 7 and 8 with differential limiting. In a system for variably controlling torque, a control oil passage 13 is connected to a piston oil chamber of the differential limiting clutch 11 from an external hydraulic source 18 via a hydraulic control valve 12, and a CSD solenoid is connected to the hydraulic control valve 12. The piston hydraulic pressure that determines the magnitude of the differential limiting torque is controlled by the drive control by the command current mi from the drive circuit 16.

CSD solenoid drive circuits 16 and 4
The control command to the WS solenoid drive circuit 21 is output from the 4WS / CSD control unit 22 that performs both four-wheel steering control and driving force distribution control.
In the S / CSD control unit 22, the right front wheel speed VFR from the right front wheel speed sensor 23, the left front wheel speed VFL from the left front wheel speed sensor 24, the right rear wheel speed VRR from the right rear wheel speed sensor 25, The left rear wheel speed VRL from the left rear wheel speed sensor 26,
The lateral acceleration YG from the lateral acceleration sensor 27, the front wheel steering angle θ from the steering angle sensor 28, the actual yaw rate ψ ′ from the yaw rate sensor 29 (corresponding to the actual behavior detecting means), and the accelerator from the accelerator opening sensor 30. The opening A and the like are input as sensor information.

The operation will be described.

(A) Comprehensive control operation of four-wheel steering and left / right wheel drive force distribution FIG. 3 shows a total control operation of four-wheel steering and left / right wheel drive force distribution performed by the general control section of the 4WS / CSD control unit 22. Each step will be described below (corresponding to the total control means) in the flowchart showing the flow of FIG.

At step 50, the target yaw rate ψ ' ^* and the actual yaw rate ψ'are read from the four-wheel steering control section.

In step 51, the yaw rate deviation ψe 'is calculated from the difference between the target yaw rate ψ' ^* and the actual yaw rate absolute value | ψ '| (corresponding to deviation calculating means).

In step 52, the yaw rate deviation differential value ψe "is calculated.

In step 53, it is determined whether the absolute yaw rate deviation value | ψe '| exceeds the set value a and the yaw rate deviation differential value ψe "is positive.

At step 54, t ₁ msec (eg, t ₁ msec after the absolute value of the yaw rate deviation | ψe '| exceeds the set value a).
= 150msec) or more is judged.

In step 55, the differential limiting torque correction value Te is set to Te = 0.

At step 56, the limit prediction flag F is set to F.
Is set to = 0.

In step 57, the differential limiting torque correction value Te is set by the following equation.

Te = Ke · ψe ′ Ke; constant In step 58, the limit prediction flag F is set to F = 1.

(B) Four-wheel steering control operation FIG. 4 is a flowchart showing the flow of four-wheel steering control operation performed by the four-wheel steering control section of the 4WS / CSD control unit 22, and each step will be described below.

In step 70, the right front wheel speed VFR, the left front wheel speed VFL, the front wheel steering angle θ, and the actual yaw rate ψ'are read from the respective sensors, and the limit prediction flag F is read from the integrated control section.

In step 71, the vehicle speed VF is the right front wheel speed V.
It is calculated by the average value of FR and the front left wheel speed VFL.

In step 72, the front wheel steering angle θ and the vehicle speed V
The target yaw rate ψ ' ^* is calculated by F (corresponding to target behavior calculation means).

At step 73, the limit prediction flag F is set to F.
= 0 is determined.

In step 74, the rear wheel steering angle δr (s) is a control formula based on the sum of the formula (secondary / first order main steering angle term and feedback steering angle term corresponding to the yaw rate deviation) described in the step frame. ) Is calculated.

In step 75, a control command for obtaining the rear wheel steering angle δr (s) obtained in step 74 or step 78 is output to the 4WS solenoid drive circuit 21.

At step 76, the limit prediction flag F is set to F.
When it changes from = 0 to F = 1, the previous control cycle F
Fixed to the rear wheel steering angle δr (s) when = 0, then F = 1
The fixed value is maintained as long as.

(C) Left and right wheel drive force distribution control operation FIG. 5 is a flow chart showing the flow of the left and right wheel drive force distribution control operation performed by the left and right wheel drive force distribution control section of the 4WS / CSD control unit 22. The steps will be described.

In step 80, the right front wheel speed VFR, the left front wheel speed VFL, the right rear wheel speed VRR, the left rear wheel speed VRL, the lateral acceleration YG, and the accelerator opening A are read from the respective sensors and differentially read from the general control section. The limit torque correction value Te is read.

In step 81, the front wheel speed VF is calculated from the average value of the right front wheel speed VFR and the left front wheel speed VFL.

In step 82, the left / right rear wheel speed difference Δn is calculated by the absolute value of the difference between the right rear wheel speed VRR and the left rear wheel speed VRL.

At step 83, the initial torque TI
Is calculated by a function of lateral acceleration YG and accelerator opening A. For example, the initial torque TI is calculated to have a larger value as the lateral acceleration YG increases and as the accelerator opening A increases.

In step 84, the vehicle speed sensitive torque TV is calculated according to the front wheel speed VF. For example, the vehicle speed sensitive torque TV is calculated to have a larger value as the front wheel speed VF is higher in the high speed range.

In step 85, the left / right rear wheel speed difference sensitive torque TΔn is calculated according to the left / right rear wheel speed difference Δn. For example, the left / right rear wheel speed difference sensitive torque TΔn is the left / right rear wheel speed difference Δn.
Is calculated so that the larger is, the larger value is.

At step 86, the differential limiting torque basic value Tα is set by the select high of the initial torque TI, the vehicle speed sensitive torque TV and the left and right rear wheel speed differential sensitive torque TΔn.

In step 87, the limited differential torque T _CSD
Is the differential limiting torque basic value Tα and the differential limiting torque correction value T
It is calculated by the sum with e.

In step 88, the limited differential torque T _CSD
Is output to the CSD solenoid drive circuit 16.

(D) Turning when the four-wheel steering control limit range is not reached When the four-wheel steering control limit range is not reached due to steady turning or the like,
By the yaw rate feedback control on the side of the four-wheel steering control system, the actual yaw rate ψ'is controlled so as to converge to the target yaw rate ψ ' ^* well, which is a step of determining the limit prediction in the flowchart of FIG. Without satisfying the conditions of step 53 and step 54, step 50 → step 51 → step 52 → step 53 → step 54 → step 55 → step 56
In step 55, the differential limiting torque correction value Te is set to Te = 0, and in step 56, the limit prediction flag F is set to F = 0.

Therefore, in the flow chart of the four-wheel steering control of FIG. 4, by setting F = 0, step 70 → step 71 → step 72 → step 73 → step 7
The flow proceeds from 4 to step 75, and normal four-wheel steering control is performed. In the flowchart of the left and right wheel drive force distribution control of FIG. 5, the differential limiting torque T _CSD calculated in step 87 is set to the differential limiting torque basic value Tα by setting Te = 0. The driving force distribution control will be performed. By this normal left / right wheel drive force distribution control, for example, the initial torque T
When I is given, oversteer response at the initial stage of acceleration is improved and turning acceleration and accelerator control are improved. For example, when the vehicle speed sensitive torque TV is given,
Improvement of straightness against disturbance such as cross wind, for example,
When the left / right rear wheel speed difference sensitive torque TΔn is given, low μ
The startability, acceleration and stability on roads and split μ roads can be improved.

(E) When turning in the four-wheel steering control limit range When the vehicle is in the four-wheel steering control limit range such as during high lateral acceleration turning, the four-wheel steering control system side yaw rate feedback control by the yaw rate feedback control becomes ineffective. , The actual yaw rate ψ ′ deviates from the target yaw rate ψ ′ ^*, and the yaw rate deviation ψe ′ increases, and the condition of step 53 or step 54, which is the judgment step of the limit prediction in the flowchart of FIG. 3, is satisfied. 50 → step 51 → step 52 → step 53
The flow proceeds from (→ step 54) → step 57 → step 58. In step 57, the differential limiting torque correction value Te is set by Te = Ke · ψe ′, and in step 58, the limit prediction flag F is F. = 1 is set.

Therefore, in the flowchart of the four-wheel steering control of FIG. 4, by setting F = 1, step 70 → step 71 → step 72 → step 73 → step 7
The rear wheel steering angle given by the four-wheel steering control is fixed when F = 0 to F = 1 and the subsequent four-wheel steering control is prohibited as long as F = 1. Will be done.

Further, in the flowchart of the left and right wheel driving force distribution control of FIG. 5, the differential limiting torque T _CSD calculated in step 87 is increased or decreased by the differential limiting torque correction value Te, and the differential limiting torque is corrected. The yaw control of the vehicle is performed by the left and right wheel driving force distribution control.

That is, when the yaw rate deviation ψe 'is positive, the target yaw rate ψ' ^* is in an understeer state larger than the actual yaw rate absolute value │ψ '| The torque T _CSD is increased, and the oversteer moment is generated due to the increase in the driving force to the outer wheel turning, so that the understeer characteristic of the vehicle is corrected. Further, when the yaw rate deviation ψe 'is negative, the target yaw rate ψ' ^* is in an oversteer state smaller than the actual yaw rate absolute value | ψ '|, and at this time, the differential limit torque T _CSD is changed by the negative differential limit torque correction value Te. Is increased, and an understeer moment is generated due to an increase in the driving force toward the turning inner wheel side, whereby the oversteer characteristic of the vehicle is corrected.

In this way, it is judged that the yaw rate is diverging depending on whether the yaw rate deviation absolute value | ψe '| in step 53 exceeds the set value a and the yaw rate deviation differential value ψe "is positive. And the yaw rate deviation absolute value | ψe '| in step 54 exceeds t ₁ msec after exceeding the set value a, it is judged that the yaw rate has not converged. When predicted, the yaw control of the vehicle is performed on the left and right wheel drive force distribution control system instead of the yaw control of the vehicle on the side of the four-wheel steering control system. Will be secured.

That is, considering the influence of the side slip angle on the side force in the tire characteristics, as shown in FIG. 6, in a region where the side slip angle is small, the side force increases in proportion to the increase of the side slip angle, but shows a linear characteristic. In the region where the side slip angle is large, the side force decreases with the increase of the side slip angle, which shows a non-linear characteristic.Therefore, when the lateral slip angle enters from the linear characteristic region to the non-linear characteristic region as in the case of high lateral acceleration turning, it is linear In the characteristic area, the yaw control of the vehicle is performed by the four-wheel steering control system,
In the non-linear characteristic region, the yaw control region of the vehicle is controlled by the left and right wheel drive force distribution control system, which has a wide control region, so that the yaw control region of the vehicle is expanded.

Further, on the side of the left and right wheel drive force distribution control system, the larger the yaw rate deviation absolute value | ψe '| is, the larger the differential limiting torque correction value Te is set.
When the absolute yaw rate deviation | ψe '| is large and there is a large amount of oversteer or understeer in the vehicle behavior, the moment in the left and right wheel drive force distribution control that cancels this is increased to ensure stability.

When the control limit range is predicted, the auxiliary steering angle amount given to the rear wheels 7 and 8 in the four-wheel steering control system is fixed by returning or increasing the auxiliary steering angle amount. If it continues, the yaw controllability of the vehicle due to the left and right wheel drive force distribution control is impaired due to the control interference between the two.

The effect will be described.

(1) Comprehensive control of four-wheel steering and driving force distribution applied to a vehicle equipped with both a four-wheel steering control system by yaw rate feedback control and a left and right wheel driving force distribution control system by differential limiting torque control In the device, the four-wheel steering control limit region is predicted by the absolute yaw rate deviation value | ψe '| between the target yaw rate ψ' ^* and the actual yaw rate ψ'exceeding the set value a.
The four-wheel steering control system side fixed the amount of auxiliary steering angle, and the left and right wheel drive force distribution control system side was a device that performs comprehensive control to change the left and right wheel drive force distribution so as to cancel the yaw rate deviation ψe '. In the linear region of tire characteristics, four-wheel steering control achieves controllability and stability of vehicle behavior with high response, and in the nonlinear region of tire characteristics, four-wheel steering control is replaced by left and right wheel drive force distribution control with a wide control range. It is possible to secure controllability and stability of vehicle behavior.

(2) Whether or not the yaw rate deviation absolute value | ψe '| exceeds the set value a and the yaw rate deviation differential value ψe "is positive, or the yaw rate deviation absolute value Since the value | ψe '| exceeds t ₁ msec after the set value a is exceeded, the absolute yaw rate deviation | ψe' | is determined only by whether or not it exceeds a set value. Compared with the case, the size of the set value a can be set smaller, and the limit prediction of the four-wheel steering control can be performed quickly and accurately.

(3) When the limit prediction of the four-wheel steering control is made, the yaw rate deviation is given because the differential limiting torque correction value Te that determines the magnitude of the moment that cancels the deviation is given by Te = Ke.ψe '. The larger ψe 'is, the larger the moment for canceling the deviation is given, and high yaw controllability and stability can be secured in all situations where the limit prediction of the four-wheel steering control is made.

Although the embodiment has been described above with reference to the drawings, the specific configuration is not limited to this embodiment.

For example, in the embodiment, as the four-wheel steering control system, the example by the yaw rate feedback control is shown, but the one by the lateral acceleration feedback control or the vehicle body slip angle feedback control is also included.

In the embodiment, as the driving force distribution control system, the example of the left and right wheel driving force distribution control system by the differential limiting torque control is shown, but the left and right wheel driving force distribution control system by the brake control may be used. Alternatively, a front / rear wheel driving force distribution control system may be used. In the case of the front and rear wheel drive force distribution control system, an understeer moment is obtained by controlling the distribution direction of the front and rear wheels when the vehicle is in the oversteer state when the four-wheel steering control limit is reached, and the rear wheel is obtained when the vehicle is in the understeer state. The oversteer moment can be obtained by controlling in the drive distribution direction.

In the embodiment, the example in which the four-wheel steering control limit prediction is performed by using the deviation and the deviation differential value is shown. However, it may be an example using only the deviation, or the lateral acceleration is determined to be a predetermined value or more. It may be a prediction with the addition of.

In the embodiment, the example in which the magnitude of the moment given by the left and right wheel drive force distribution control is made variable according to the magnitude of the deviation has been shown, but it is given by the drive force distribution control according to the deviation and the deviation differential value. The magnitude of the moment may be variable, or a moment for canceling the deviation may be given by a certain fixed value when the four-wheel steering control limit is predicted, regardless of the deviation or the deviation differential value.

[0068]

As described above, the present invention is applied to a vehicle equipped with both a four-wheel steering control system such as yaw rate feedback control and a driving force distribution control system such as differential limiting torque control. In a comprehensive control device for four-wheel steering and driving force distribution, the four-wheel steering control limit range is predicted by the deviation between the target behavior calculation value and the actual behavior detection value being a predetermined value or more, and the control limit range is determined. If predicted, the four-wheel steering control system side fixed the auxiliary steering angle amount, and the driving force distribution control system side provided a comprehensive control means for changing the driving force distribution so as to cancel the deviation. In the linear region, four-wheel steering control achieves controllability and stability of vehicle behavior with high response,
In the non-linear region of the tire characteristics, the effect of being able to secure the controllability and stability of the vehicle behavior by the wide drive force distribution control of the control region instead of the four-wheel steering control is obtained.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a comprehensive control device for four-wheel steering and driving force distribution according to the present invention.

FIG. 2 is an overall system diagram of a rear-wheel drive vehicle to which an integrated control device for four-wheel steering and driving force distribution according to the embodiment is applied.

FIG. 3 is a flowchart showing a flow of a four wheel steering and a total control operation of driving force distribution performed by a total control unit of a 4WS / CSD control unit of the embodiment apparatus.

FIG. 4 is a flowchart showing a flow of four-wheel steering control operation performed by a four-wheel steering control unit of the 4WS / CSD control unit of the embodiment apparatus.

FIG. 5 is a flowchart showing a flow of left and right wheel driving force distribution control operations performed by a left and right wheel driving force distribution control unit of the 4WS / CSD control unit of the embodiment apparatus.

FIG. 6 is a side force characteristic diagram with respect to a side slip angle of a tire when turning.

[Explanation of symbols]

 a actual behavior detecting means b target behavior calculating means c four-wheel steering control system d driving force distribution control system e deviation calculating means f general control means

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Claims (1)

[Claims] 1. An actual behavior detecting means for detecting an actual behavior of the vehicle represented by a yaw rate applied to the vehicle, a lateral acceleration and a slip angle, and a target behavior calculating means for computing a target behavior of the vehicle which should be naturally caused by steering. The four-wheel steering control system that feedback-controls the auxiliary steering angle given to at least one of the front and rear wheels by the deviation between the actual behavior detection value and the target behavior calculation value, and the driving force distribution of the left and right wheels or the front and rear wheels by external commands A driving force distribution control system for controlling; a deviation calculating means for calculating a deviation between the target behavior calculation value and the actual behavior detection value; and an auxiliary steering in the four-wheel steering control system when the deviation is a predetermined value or more. While outputting the command to fix the angular amount,
Comprehensive control of four-wheel steering and driving force distribution, comprising: total control means for outputting a command to the driving force distribution control system to change the driving force distribution so as to cancel the deviation. apparatus.