WO2021141018A1 - Turning control device for vehicle - Google Patents

Abstract

Provided is a turning control device that is for a vehicle and that is capable of preventing divergence of tire force of each wheel and of optimally controlling the turning performance of the vehicle. The turning control device for a vehicle controls turning characteristics of the vehicle having a breaking/driving source capable of independently controlling breaking/driving torque of each wheel. The turning control device is provided with: a yaw moment command value calculation means (17); and a torque distribution calculation means (18) having a required load factor calculation unit (20) for calculating a required load factor required for each wheel by one or both of accelerating/braking operation and steering. In accordance with a magnitude relationship between the required load factor for each wheel calculated by the required load factor calculation unit (20) and an allowable load factor that is a load factor allowable for each wheel, the torque distribution calculation means (18) controls distribution of an accelerating/braking torque command value T_ab that is obtained by the accelerating/braking operation and a torque command value T_s that is obtained after feedback control and that is calculated by the yaw moment command value calculation means (17).

Description

Vehicle turn control device Related application

This application claims the priority of Japanese Patent Application No. 2020-000267 filed on January 6, 2020, and the entire application is cited as a part of the present application by reference.

The present invention relates to a vehicle turning control device, and relates to a technique for controlling torque commanded to each wheel according to a load factor required for each wheel by a driver's accelerator / brake operation and steering wheel operation.

Conventionally, a braking force control device that performs brake assist has been proposed (Patent Document 1). In this braking force control device, the magnitude of the actual lateral acceleration generated in the vehicle, the magnitude of the lateral force acting on the steering wheel (hereinafter referred to as the steering wheel), the steering angle of the steering wheel, and the friction circle of the steering wheel are used. The target deceleration is calculated from the first gain, which is adjusted according to any one of the rates, and the second gain, which is adjusted according to the magnitude of the required deceleration due to the driver's braking operation, to control the deceleration. ..

Japanese Patent No. 5453752

In Patent Document 1, the lateral force or friction circle usage rate (hereinafter referred to as load factor) applied to the steering wheel by operating the steering wheel and the driver's brake operation are monitored. However, since the margin of tire force is not known from the relationship between the load factor and the lateral force, how much more front-rear force is required when commanding the torque command value according to the accelerator / brake operation or the torque command value by yaw moment control. I don't know if it is permissible to add. Similarly, when only the lateral force of the steering wheel is monitored, the margin of the tire force of the rear wheels is not known, and how much torque can be applied is not known, so that the turning performance of the vehicle cannot be optimally controlled.

An object of the present invention is to provide a vehicle turning control device capable of preventing the tire force of each wheel from diverging and optimally controlling the turning performance of the vehicle.

Hereinafter, the present invention will be described with reference to the reference numerals of the embodiments for convenience in order to facilitate understanding.

The vehicle turning control device 2 of the present invention is a vehicle turning control device that controls the turning characteristics of a vehicle 1 having a control drive source 4 capable of independently controlling the control drive torque of each of the wheels 3 and 8.
The yaw rate target value is obtained from the vehicle speed and steering angle, and the torque command value T _s of each wheel 3 and 8 corresponding to the yaw moment generated in the vehicle 1 is calculated so as to obtain this yaw rate target value. A yaw moment command value calculation means 17 having a yaw moment command value calculation unit 17b that feedback-controls the _{torque command value T s} according to the deviation between the yaw rate target value and the yaw rate actual measurement value.
A torque distribution calculation means 18 having a required load factor calculation unit 20 for calculating a required load factor required for each of the wheels 3 and 8 by either one or both of accelerator / brake operation and steering is provided.
The torque distribution calculation means 18 is
Depending on the magnitude relationship between the required load factor of each wheel 3 and 8 calculated by the required load factor calculation unit 20 and the allowable load factor which is the allowable load factor of each wheel 3 and 8.
_{The distribution of the accelerator / brake torque command value T ab} , which is the control drive torque due to the accelerator / brake operation, _{and the torque command value T s} after the feedback control calculated by the yaw moment command value calculation means 17 is controlled.
Generally, in the case of a dry road surface, the allowable load factor is often defined as "1" as the maximum value of the load factor, but the allowable load factor is the tire characteristics and the result obtained by simulation or actual vehicle test. It may be decided based on.

According to this configuration, the required load factor calculation unit 20 calculates the required load factor required for each of the wheels 3 and 8 by either one or both of accelerator / brake operation and steering. The torque distribution calculation means 18 determines the magnitude relationship between the required load factor and the allowable load factor. The torque distribution calculation means 18 controls the distribution of the accelerator / brake torque command value T _ab and the torque command value T _{s after the feedback control according to the magnitude relationship.} By finely controlling the torque command value according to the magnitude relationship between the required load factor required for each of the wheels 3 and 8 and the allowable load factor actually allowed by each of the wheels 3 and 8, the wheels 3 and 8 are actually allowed. It is possible to prevent the divergence of the tire force of No. 8 and optimally control the turning performance of the vehicle.

The required load factor calculation unit 20 calculates the required load factor of each of the wheels 3 and 8 and the required load factor ratio indicating the ratio of the front-rear force and the lateral force in the required load factor, and the torque distribution calculation means. _{Reference numeral 18 denotes the accelerator / brake torque command value T ab} and the feedback control according to the magnitude relationship between the required load factor of each of the wheels 3 and 8 and the allowable load factor and the magnitude of the required load factor ratio. The distribution with the torque command value T _s may be controlled.
According to this configuration, the magnitude relationship between accelerator / brake operation and steering can be understood from the required load factor ratio, which is the ratio of front-rear force to lateral force. Therefore, the torque command value commanded to each of the wheels 3 and 8 can be controlled more finely.

When the required load factor is smaller than the allowable load factor, the torque distribution calculation means 18 has a magnitude relationship between the required load factor ratio of the front-rear force and the required load factor ratio of the lateral force, and the accelerator / brake torque command value. depending on the sign of T _ab, the accelerator and brake torque command value T _ab, it may control the distribution of the torque command value T _s after the feedback control. If the required load factor required by the driver is smaller than the allowable load factor, there is a margin in the tire force, so the accelerator / brake torque command according to the accelerator / brake operation is based on the relationship between the required load factor ratio of the front-rear force and the lateral force. The distribution of the value T _ab and the torque command value T _s of the yaw moment command value is determined according to the conditions.

When the required load factor is equal to or greater than the allowable load factor, the torque distribution calculation means 18 determines that the accelerator / brake torque command value Tab corresponds to the magnitude of the required lateral force load factor ratio and the sign of the _{accelerator / brake torque command value Tab.} The distribution of the brake torque command value T _ab and the torque command value T _{s after the feedback control may be controlled.} If the required load factor required by the driver is equal to or greater than the allowable load factor, there is no margin in the tire force. Therefore, for example, the accelerator / brake torque command value _{Tab is determined according to the conditions from the size of the required load factor ratio of the lateral force.} Is zero, and the torque command value T _s of the yaw moment command value is limited.

The torque distribution calculation means 18 includes a road surface friction coefficient calculation unit 19 for estimating a road surface friction coefficient, and the allowable load factor may change in value according to the estimated road surface friction coefficient. In this case, it is possible to more accurately determine how much tire force is left, and it is possible to realize a turning control device that takes more safety into consideration.

Any combination of claims and / or at least two configurations disclosed in the specification and / or drawings is included in the invention. In particular, any combination of two or more of each claim is included in the invention.

The present invention will be more clearly understood from the following description of preferred embodiments with reference to the accompanying drawings. However, the embodiments and drawings are for illustration and description purposes only and should not be used to define the scope of the invention. The scope of the present invention is determined by the appended claims. In the accompanying drawings, the same reference numerals in a plurality of drawings indicate the same or corresponding parts.

It is a system block diagram which shows the conceptual structure of the turning control device of the vehicle which concerns on 1st Embodiment of this invention. It is sectional drawing which shows typically an example of the in-wheel motor drive device of the vehicle of FIG. It is a block diagram which shows a specific example of a part of the turning control device of FIG. It is a figure which shows the magnitude relationship between the required load factor and the permissible load factor of the turning control device of FIG. It is a figure which shows the magnitude relationship between the required load factor and the permissible load factor of the turning control device of FIG. It is a figure which shows the control example at the time of inputting the torque command value by the accelerator operation to each wheel of the vehicle of FIG. It is a figure which shows the control example at the time of inputting the torque command value by a brake operation to each wheel of the vehicle of FIG.

[First Embodiment]
The vehicle turning control device according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 6.
FIG. 1 is a system configuration diagram showing a conceptual configuration of a vehicle turning control device according to an embodiment. In this embodiment, as the vehicle 1 equipped with the turning control device 2, a four-wheel independent drive type vehicle having an in-wheel motor drive device IWM on all four wheels will be described as an example. In this vehicle 1, the left and right rear wheels 3 and the left and right front wheels 8 are both independently driven by an electric motor 4 which is a control drive source.

<In-wheel motor drive device IWM>
As shown in FIG. 2, the in-wheel motor drive device IWM reduces and transmits the wheel bearing 5, the electric motor 4, and the rotational output of the electric motor 4 to the hub wheel 5a, which is the rotating wheel of the wheel bearing 5. The speed reducer 6 is provided, and the wheel of the wheel is attached to the hub wheel 5a. The electric motor 4 is, for example, an AC motor such as a synchronous motor, and has a stator 4a and a rotor 4b. The in-wheel motor drive device IWM includes a wheel rotation angular velocity sensor 7 that detects the wheel rotation angular velocity. The wheel rotation angular velocity is sent to the turning control device via an ECU described later.

<About the control system>
As shown in FIG. 1, the vehicle of this embodiment is equipped with an electric control unit (ECU) 9, sensors, a turning control device 2, an inverter torque command device 10, and an inverter device 11. A plurality of inverter devices 11 (four in this example) are provided for the in-wheel motor drive devices IWM of each of the wheels 3 and 8. The ECU 9 is connected to the turning control device 2, each inverter device 11, and the sensors by an in-vehicle communication network such as a control area network (abbreviated as CAN) to perform communication. The ECU 9 has, for example, a function of performing integrated control and coordinated control of the entire vehicle, and a function of generating an accelerator / brake torque command value which is a control drive torque by operating the accelerator / brake. The ECU is also referred to as a "VCU" (Vehicle Control Unit).

The sensors include an accelerator / brake sensor 12, a vehicle speed sensor 13, a steering angle sensor 14, a yaw rate sensor 15, and an acceleration sensor 16. The accelerator / brake sensor 12 is provided on an accelerator pedal and a brake pedal (not shown), respectively, and acquires a control driving force command according to an operation by these drivers. The vehicle speed sensor 13 acquires the vehicle speed from, for example, the Global Positioning System (abbreviated as GPS) or the like. The steering angle sensor 14 acquires a steering angle of a steering wheel or the like (not shown). The yaw rate sensor 15 acquires an actually measured yaw rate value which is the yaw rate actually generated in the vehicle 1. The acceleration sensor 16 acquires the acceleration actually occurring in the vehicle 1. The sensor signal output by each sensor is input to the ECU 9, and the ECU 9 sends a necessary sensor signal by each calculation means described later.

The turning control device 2 is a device that controls the turning characteristics of the vehicle 1, and is composed of, for example, a computer such as a microcomputer, a program executed by the computer, various electronic circuits, and the like. The turning control device 2 includes a yaw moment command value calculating means 17 and a torque distribution calculating means 18.

<Yaw moment command value calculation means 17>
As shown in FIG. 3, the yaw moment command value calculating means 17 includes a turning property improving yaw moment calculating unit 17a and a posture stabilizing yaw moment calculating unit 17b.
The turning performance-improving yaw moment calculation unit 17a is a feed-forward yaw moment calculation unit, which obtains a yaw rate target value from at least the vehicle speed and steering angle output from the ECU 9 and generates yaw in the vehicle so as to reach this yaw rate target value. _{By calculating and commanding the torque command value T s} of each of the wheels 3 and 8 corresponding to the moment, the turning performance of the vehicle is improved.
The attitude stabilization yaw moment calculation unit 17b is a feedback yaw moment calculation unit, and controls the behavior of the vehicle by feedback-controlling the _{torque command value T s} at least according to the deviation between the yaw rate target value and the yaw rate actual measurement value. It is stabilizing.

<Torque distribution calculation means 18>
The torque distribution calculation means 18 includes a road surface friction coefficient calculation unit 19, a required load factor calculation unit 20, and a torque command value calculation unit 21.

The road surface friction coefficient calculation unit 19 estimates the road surface friction coefficient from the measured lateral acceleration value output from the ECU 9 and the lateral acceleration target value calculated by the yaw moment command value calculating means 17. Specifically, if the lateral acceleration deviation is equal to or less than the _{threshold value Gy c, the road surface friction coefficient μ est is set} to “1”, and _{if the lateral acceleration deviation exceeds the threshold value Gy c} , the road surface friction coefficient μ _est is calculated from the actual lateral acceleration Gy _act. That is, assuming that the lateral acceleration target value is Gy _ref , the lateral acceleration measured value is Gy _act , the threshold value is Gy _c , and the road surface friction coefficient is μ _est , the road surface friction coefficient is calculated as shown in the following equations (1) and (2). ..
｜ Gy _ref ｜ － ｜ Gy _act ｜ ≦ Gy _c , μ _est = 1 equation (1)
｜ Gy _ref ｜ － ｜ Gy _act ｜ ＞ _{If Gy c} , μ _est ≧ ｜ Gy _act ｜ Equation (2)

The required load factor calculation unit 20 is provided with an accelerator / brake torque command value _Tab , a vehicle speed V, a steering angle δ _h , a wheel rotation angular velocity ω _i , and a front-rear acceleration measured value Gx _{act, which are commanded by the ECU 9 in response to the accelerator / brake operation.} , The lateral acceleration measured value G _{yact , the road surface friction coefficient μ est} from the road surface friction coefficient calculation unit 19 _{, and the skid angular velocity target value β ref} and the yaw rate target value r _ref are input from the yaw moment command value calculation means 17. From these input values, the required load factor calculation unit 20 calculates the front-rear force, lateral force, wheel load, the driver required load factor which is the required load factor, and the driver required load factor ratio which is the required load factor ratio as follows. Calculate to.

<Front and rear force of each wheel>

However, i = 1: left front wheel, i = 2: right front wheel, i = 3: left rear wheel, i = 4: right rear wheel.

<Horizontal force of each wheel>

<Wheel load>

<Driver required load factor>

<Driver required load factor ratio>

The torque command value calculation unit 21 has an accelerator / brake torque command value _{Tab commanded by the ECU 9 in response to an accelerator / brake operation, a torque command value T s} after feedback control from the yaw moment command value calculation means 17, and a required load. The driver required load factor J _{D_i} and the driver required load factor ratio J _{x_i} , J _{y_i} and the lateral force Y _{D_i} are input from the rate calculation unit 20.
As shown in FIG. 4A, when the driver required load factor _{JD_i is smaller than the allowable load factor J max_i,} which is the allowable load factor for each wheel, the torque command value calculation unit 21 (FIG. 3) determines the driver required load factor. The torque command value is controlled as follows according to the magnitude relationship between the ratios J _{x_i} and J _{y_i} and the sign of the accelerator / brake torque command value _{Tab. T com_i} in each condition is the final torque command value output by the torque command value calculation unit 21 (FIG. 3).

[Allowable load factor: J _{max_i} > Driver required load factor: J _{D_i} ]
Condition (1) (Yaw moment command value priority)

Condition (2) (Brake operation priority)

Condition (3) (Yaw moment command value priority, torque command prohibited by accelerator operation)

Condition (4) (Brake operation priority, yaw moment command value limit)

As shown in FIG. 4B, when the driver required load factor J _{D_i} is equal to or higher than the allowable load factor J _{max_i} , the torque command value by the accelerator operation is set to zero in principle. Further, the torque command value is controlled as follows according to the magnitude of the driver required load factor ratio J _{y_i} of the lateral force and the sign of the accelerator / brake torque command value _Tab.

[Allowable load factor: J _{max_i} ≤ Driver required load factor: J _{D_i} ]
Condition (5) (Prohibition of all torque command values)

Condition (6) (Yaw moment command value priority)

Condition (7) (Brake operation priority, brake operation & yaw moment command value limit)

Here, generally, in the case of a dry road surface, the allowable load factor is often defined as "1" as the maximum value of the load factor, but the allowable load factor J _{max_i} is obtained by tire characteristics and simulation or actual vehicle test. It may be decided based on the obtained result. For example, the allowable load factor J _{max_i} is not determined only by the sum of the front-rear force and the lateral force with respect to the multiplication of the wheel load and the road surface friction coefficient shown in the present embodiment, but the tire specifications (width, flatness, It may be adjusted according to the properties of the compound, the shape of the tread), and the measured values of the tire characteristics measured in the actual vehicle test.

_{As shown in FIG. 3, the final torque command value T com} determined by the torque command value calculation unit 21 according to the above conditions is output to the inverter torque command device 10. The inverter torque command device 10 sends an inverter torque command value to the inverter devices 11 of the wheels 3 and 8. Each inverter device 11 converts the DC power of a battery (not shown) into AC power for driving the motor 4 (FIG. 2) according to the inverter torque command value.

<Torque distribution example>
FIG. 5 shows a situation in which a torque command value based on a yaw moment command value is commanded to improve turning performance when a driver inputs a torque command value corresponding to an accelerator operation to a four-wheel independent drive vehicle. Is shown. When the torque command value corresponding to the accelerator operation is input evenly to all four wheels and the lateral force of the front wheels is larger than that of the rear wheels, the conditions for each wheel are as follows.
Left front wheel: condition (6), right front wheel: condition (3), left rear wheel: condition (6), right rear wheel: condition (1)

FIG. 6 shows a situation in which a torque command value based on a yaw moment command value is commanded to improve turning performance when a driver inputs a torque command value corresponding to a brake operation to a four-wheel independent drive vehicle. Is shown. When the torque command value corresponding to the brake operation is input evenly for all four wheels and the lateral force of the front wheels is larger than that of the rear wheels, the conditions for each wheel are as follows.
Left front wheel: condition (7), right front wheel: condition (4), left rear wheel: condition (7), right rear wheel: condition (2)

<Effect>
According to the turning control device 2 described above, the required load factor required for each of the wheels 3 and 8 is calculated by either one or both of the accelerator / brake operation and the steering. The torque distribution calculation means 18 determines the magnitude relationship between the required load factor and the allowable load factor. The torque distribution calculation means 18 controls the distribution of the accelerator / brake torque command value T _ab and the torque command value T _{s after the feedback control according to the magnitude relationship.} By finely controlling the torque command value according to the magnitude relationship between the required load factor required for each of the wheels 3 and 8 and the allowable load factor actually allowed by each of the wheels 3 and 8, the wheels 3 and 8 are actually allowed. It is possible to prevent the divergence of the tire force of No. 8 and optimally control the turning performance of the vehicle 1.

The required load factor calculation unit 20 calculates the required load factor of each of the wheels 3 and 8, and the required load factor ratio indicating the ratio of the front-rear force and the lateral force in the required load factor. _{Accelerator / brake torque command value T ab and torque command value T s} after the feedback control are determined according to the magnitude relationship between the required load factor and the allowable load factor of each wheel 3 and 8 and the magnitude of the required load factor ratio. Control the distribution of. In this case, the magnitude relationship between the accelerator / brake operation and the steering can be understood from the required load factor ratio, which is the ratio of the front-rear force and the lateral force. Therefore, the torque command value commanded to each of the wheels 3 and 8 can be controlled more finely.

When the required load factor is smaller than the allowable load factor, the torque distribution calculation means 18 responds to the magnitude relationship between the required load factor ratio of the front-rear force and the required load factor ratio of the lateral force and the sign of the _{accelerator / brake torque command value Tab. Therefore} , the distribution of the accelerator / brake torque command value T ab and the torque command value T _{s after the feedback control is controlled.} If the required load factor required by the driver is smaller than the allowable load factor, there is a margin in the tire force, so the accelerator / brake torque command according to the accelerator / brake operation is based on the relationship between the required load factor ratio of the front-rear force and the lateral force. The distribution of the value T _ab and the torque command value T _s of the yaw moment command value is determined according to the conditions.

When the required load factor is equal to or greater than the allowable load factor, the torque distribution calculation means 18 has an accelerator / brake torque command value _Tab according to the magnitude of the lateral force required load factor ratio and the sign of the accelerator / brake torque command value _Tab. And the torque command value T _s after the feedback control are controlled. If the required load factor required by the driver is equal to or greater than the allowable load factor, there is no margin in the tire force. Therefore, for example, the accelerator / brake torque command value _{Tab is determined according to the conditions from the size of the required load factor ratio of the lateral force.} Is zero, and the torque command value T _s of the yaw moment command value is limited.

<About other embodiments>
Vehicles that can be equipped with a vehicle turning control device are not limited to four-wheel independent drive vehicles. For example, turning control is performed on a front-wheel drive vehicle equipped with a motor drive device that is a control drive source that can independently drive the left and right front wheels and an electric brake device that is a control drive source that can independently brake the left and right rear wheels. The device may be mounted. Further, the vehicle is turned into a rear-wheel drive vehicle equipped with a motor drive device which is a control drive source capable of independently driving the left and right rear wheels and an electric brake device which is a control drive source capable of independently braking the left and right front wheels. A control device may be mounted. The electric brake device is a friction brake type device that generates a friction braking force by bringing a brake rotor (not shown) into contact with a friction material by the driving force of an electric motor.

In the first embodiment, a vehicle equipped with an in-wheel motor drive device IWM as a drive source has been described as an example, but a motor-on-board vehicle in which an electric motor as a drive source is installed in a vehicle body, and an internal combustion engine as a drive source. It can also be carried out on a vehicle equipped with. In any vehicle, a control drive torque can be generated via a differential, a drive shaft, or the like (not shown).
It is also possible to apply a hydraulic brake device (not shown) instead of the electric brake device. The hydraulic brake device includes, for example, a friction brake type hydraulic brake provided on each wheel, a master cylinder (not shown) that independently generates a braking force on each hydraulic brake, and the like.

In the first embodiment, the required load factor of each wheel is calculated by the driver's accelerator / brake operation and steering, but the driver's It is also possible to automatically calculate the required load factor, etc. without depending on the operation.

As described above, the preferred embodiment has been described with reference to the drawings, but various additions, changes, and deletions can be made without departing from the spirit of the present invention. Therefore, such things are also included within the scope of the present invention.

1 ... Vehicle, 2 ... Swivel control device, 3, 8 ... Wheels, 4 ... Electric motor (control drive source), 17 ... Yaw moment command value calculation means, 17a ... Swivelability improvement yaw moment calculation unit, 17b ... Attitude stabilization yaw Moment calculation unit, 18 ... Torque distribution calculation means, 19 ... Road surface friction coefficient calculation unit, 20 ... Required load factor calculation unit

Claims (5)

1. A vehicle turning control device that controls the turning characteristics of a vehicle having a controlling drive source that can independently control the controlling drive torque of each wheel.
   The turning performance-improving yaw moment calculation unit that obtains the _{yaw rate target value from the vehicle speed and steering angle and calculates the torque command value T s} of each wheel corresponding to the yaw moment generated in the vehicle so as to reach this yaw rate target value, and the above-mentioned A yaw moment command value calculation means having an attitude stabilizing yaw moment calculation unit that feedback-controls the _{torque command value T s} according to the deviation between the yaw rate target value and the yaw rate actual measurement value.
   A torque distribution calculation means having a required load factor calculation unit for calculating the required load factor required for each wheel by either one or both of accelerator / brake operation and steering.
   This torque distribution calculation means
   Depending on the magnitude relationship between the required load factor of each wheel calculated by the required load factor calculation unit and the allowable load factor which is the allowable load factor of each wheel.
   A vehicle that controls the distribution _{of the accelerator / brake torque command value T ab} , which is the control drive torque due to the accelerator / brake operation, _{and the torque command value T s} after the feedback control calculated by the yaw moment command value calculation means. Swing control device.
2. In the vehicle turning control device according to claim 1, the required load factor calculation unit calculates the required load factor of each wheel and the required load factor ratio indicating the ratio of the front-rear force to the lateral force in the required load factor. _{The torque distribution calculation means sets the accelerator / brake torque command value Tab} according to the magnitude relationship between the required load factor of each wheel and the allowable load factor and the magnitude of the required load factor ratio. , A vehicle turning control device that controls distribution with the torque command value T _{s after the feedback control.}
3. In the vehicle turning control device according to claim 2, when the required load factor is smaller than the allowable load factor, the torque distribution calculation means has the required load factor ratio of the front-rear force and the required load factor of the lateral force. depending on the sign of the magnitude relation of the ratio between the accelerator and brake torque command value T _ab, the turning of the vehicle to control and the accelerator and brake torque command value T _ab, the distribution of the torque command value T _s after the feedback control Control device.
4. In the vehicle turning control device according to claim 2, when the required load factor is equal to or greater than the allowable load factor, the torque distribution calculation means has the magnitude of the required load factor ratio of the lateral force and the accelerator / brake torque command. depending on the sign of the value T _ab, the accelerator and brake torque command value T _ab, the turning control apparatus for a vehicle which controls the distribution of the torque command value T _s after the feedback control.
5. In the vehicle turning control device according to any one of claims 1 to 4, the torque distribution calculation means includes a road surface friction coefficient calculation unit for estimating a road surface friction coefficient, and the allowable load factor is estimated. A vehicle turning control device whose value changes according to the road surface friction coefficient.

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