JP6425937B2 - Vehicle roll control device - Google Patents

Description

  The present invention relates to a roll control device that controls roll behavior of a vehicle, and more particularly to a technique applied to vehicle attitude control of a vehicle such as an in-wheel motor system.

  When the vehicle turns, the turning inertia force acts on the vehicle body toward the outside of the turn, and the vehicle roll. Also, rolling may occur on the vehicle body even when the road surface is undulated. Conventionally, the following techniques have been proposed as roll control devices for vehicles.

1. When the roll angle is increased, the damping force of the shock absorber of the suspension is controlled to the hard side to suppress the increase of the roll angle (Patent Document 1).
2. In an automobile equipped with roll stiffness variable means such as an active stabilizer device, the margin degree of lateral force generation of the front and rear wheels is estimated, and the front and rear roll stiffness distribution ratio is controlled according to the margin degree. Thereby, the turning limit of the vehicle is improved as compared with the conventional case (Patent Document 2).

  3. Also, in recent years, a so-called in-wheel motor type vehicle has been developed as a form of an electric vehicle, in which a motor is incorporated in a wheel of a wheel and the wheel is directly driven by the motor. The difference in magnitude of the drive torque (or braking torque) between the left and right front wheels and the rear wheels is utilized by utilizing the point that the driving torque or braking torque applied to each wheel of the in-wheel motor system can be individually controlled. A vehicle driving force control device has been proposed which is provided to suppress the roll of the vehicle body generated at the time of turning or the like by providing a force in the vertical direction to the vehicle body (for example, Patent Document 3).

JP-A-9-109641 Unexamined-Japanese-Patent No. 2006-21594 Patent No. 4321339

  During turning, roll moment due to turning inertia force and roll moment due to gravity caused by inclination of the vehicle body are generated, and these moments cause load movement between the turning inner ring and the outer ring. The load movement causes the cornering power per unit wheel load to decrease as the wheel load on the turning outer ring increases.

  On the other hand, the cornering power per unit wheel load increases due to the decrease in the wheel load of the turning inner wheel. Since the cornering power of the tire is generally a curve that saturates with respect to load, the amount of increase in cornering power of the turning outer ring is smaller than the amount of decrease in cornering power of the turning inner ring, and the load moves for the sum of the cornering powers of the four wheels Decreased by.

  As a result, in the region where the side slip is small, the side slip angle becomes large as compared with the case where the load does not move. Also, the cornering force at a certain side slip angle increases with the increase of the wheel load but saturates in the region where the wheel load is large. This is the same tendency even in the region where the sideslip angle is large. Therefore, the load movement occurs even in the area where skidding is large, and the sum of the cornering forces of the four wheels that can be generated is reduced. As a result, the turning limit of the vehicle is reduced.

  Since patent document 1 controls a shock absorber for the purpose of suppressing the increase in the roll angle of the vehicle at the time of steering, and ensuring stability in the yaw direction of the vehicle, the riding comfort is improved and the stability is improved. Although it improves, depending on the situation, load movement of the left and right wheels may occur, so the sum of the cornering forces of the four wheels may decrease. In this case, the turning limit of the vehicle is reduced.

According to Patent Document 2, the front and rear roll rigidity distribution ratio changing means is controlled so that the magnitude of the deviation between the degree of margin of lateral force generation of the front wheel and the degree of margin of lateral force generation of the rear wheel is reduced. The lateral force of the whole vehicle can be increased to improve the turning limit of the vehicle as compared to the case where the magnitude of the deviation between the lateral force generation margin and the rear wheel lateral force generation margin is not reduced. However, the sum of the cornering powers of the four wheels also decreases due to the amount of load transfer. In this case, the turning limit of the vehicle is reduced.
Moreover, patent documents 1 and 2 require each actuator for performing roll control, and cost increases.

  According to the method of Patent Document 3, the roll of the vehicle body is made by generating a vertical force on the vehicle body by providing a difference in the magnitude of the drive torque (or braking torque) between the left and right front and rear wheels. Although this can be suppressed, if the slip ratio is increased by the longitudinal force applied to the tire, the lateral force that can be generated is reduced, and there is a possibility that the turning limit may be lowered during turning.

  An object of the present invention is to provide a vehicle roll control device capable of improving the turning limit and reducing the cost.

The roll control device of a vehicle according to the present invention is a roll control device of a vehicle provided with left and right motors 3, 3 for individually driving the left and right driving wheels 1, 1, (2, 2),
Lateral acceleration detection means 11 for detecting the lateral acceleration of the vehicle;
Load movement amount calculation means 12 for detecting the lateral acceleration by the lateral acceleration detection means 11 and obtaining the load movement amount of the left and right wheels 1, 1 and (2, 2);
Cornering force sum calculation means 13 for calculating the sum of the cornering forces of all the wheels 1, 1, 2, 2 using the load movement amount obtained by the load movement amount calculation means 12 for calculation;
The cornering force as the sum of the cornering force is calculated by the sum calculating unit 13 becomes maximum value serving as the values above were constant because as a reference, the left and right drive wheels 1,1, one of (2,2) The driving force is applied to one of the left and right driving wheels 1 and 1 and one wheel of the driving wheel 2 at a position diagonal to the driving wheel 1 in the vehicle, and the driving force is applied. A braking / driving force control means 14 is provided which applies a braking force to the front or rear wheels 1 and 2 which are in the same lateral direction as the wheels 1 and 2 (2, 2).
About the "load movement amount",
When a roll occurs on the vehicle body, the load on one of the left and right wheels (turning outer ring) increases in the front and rear wheels, and the load decreases on the other (turning inner ring). The amount of increase or decrease of the load of each wheel due to the roll is referred to as "the amount of movement of load".
The above-mentioned "cornering force" is a component of the direction perpendicular to the direction of travel of the lateral force generated as the wheels slip.
The “determined value” is determined by, for example, a result of a test or simulation based on a value at which the sum of cornering forces is maximum.

  According to this configuration, the lateral acceleration detection means 11 detects the lateral acceleration of the vehicle. The load movement amount calculation means 12 calculates the load movement amounts of the left and right wheels 1, 1 and (2, 2) generated by the longitudinal force acting on each of the wheels 1 and 2 when a certain lateral acceleration is generated. The cornering force sum calculation means 13 calculates the sum of the cornering forces of all the wheels 1 and 2 using the obtained load movement amount for calculation.

  By the way, in a region where skidding is small, the skid angle becomes large as compared with the case where the load does not move. Also, the cornering force at a certain side slip angle increases with the increase of the wheel load but saturates in the region where the wheel load is large. This is the same tendency even in the region where the sideslip angle is large. Therefore, the load movement occurs even in the area where skidding is large, and the sum of the cornering forces of the four wheels that can be generated is reduced. As a result, the turning limit of the vehicle is reduced. Therefore, it is effective to reduce the reduction amount of the sum of cornering forces by suppressing the roll by the longitudinal force of each wheel or generating the roll inward and suppressing the load movement due to the roll moment due to the gravity caused by the inclination of the vehicle body. .

  The braking / driving force control means 14 controls the left and right driving wheels 1, 1 and (2, 2) or the left and right driving wheels 1 so that the sum of the calculated cornering forces becomes equal to or greater than a predetermined value. The driving force is applied to one of the drive wheels 2 which is diagonally opposite to the drive wheel 1 in the vehicle with any one of the above. The driving force by the braking / driving force control means 14 is added to the driving force corresponding to the acceleration command from the accelerator operation means 9. At the same time, the braking / driving force control means 14 applies a braking force to the front or rear wheels 1 and 2 which are in the same lateral direction as the driving wheels 1 and 2 for applying the driving force. The braking / driving force control means 14 increases the driving force and the braking force to be applied, for example, as the lateral acceleration of the vehicle increases. The driving force and the braking force to be applied also depend on the vehicle characteristics, and the height from the roll center axis to the vehicle body center of gravity is high, and the driving force and the braking force to be applied become larger as the vehicle has lower roll rigidity. When this control is applied to the required cornering force, the side slip angle is smaller than when it is not applied. In addition, since the amount of decrease in load movement of the sum of the cornering forces of all the wheels 1 and 2 can be suppressed, the turning limit is improved. In this case, since each actuator for performing roll control as in the prior art becomes unnecessary, the cost can be reduced as compared with the prior art.

The braking / driving force control unit 14 uses the tire model in which the longitudinal force and the lateral force of the wheels 1 and 2 are calculated from the side slip angle, the slip ratio, and the vertical load of the wheels 1 and 2 using the tire model. The driving / driving force of may be calculated.
For example, a brush tire model is applied as the tire model. The portion of the wheel that is elastically deformed is only a tread rubber attached to a rigid rim or an annular ring corresponding to the tread base, and a model in which the tread rubber is elastically deformed in the lateral direction and the longitudinal direction is considered. The tread rubber is not an annular continuum but an infinite number of elastic bodies independent in the circumferential direction of the wheel. Such a tire model is called a brush tire model.

  Using such a tire model, the lateral force and the longitudinal force acting on each of the wheels 1 and 2 are respectively expressed by equations for driving and braking. The equation of the longitudinal force is solved for the slip ratio, which is substituted into the equation of lateral force, and then the sum of the cornering forces of all the wheels 1 and 2 is calculated. The braking / driving force control means 14 obtains a longitudinal force that maximizes the sum of the calculated cornering forces. As a result, the roll is controlled to have the maximum cornering force at the side slip angle.

  The vehicle includes a friction type brake 4 for applying a braking force by friction to the wheels 1 and 2, and the braking / driving force control means 14 applies the braking force to the wheels 1 and 2. The braking force may be applied by either or both of the regenerative brake of the motor 3 and the friction type brake 4 corresponding to. In this case, when the braking force is applied using the regenerative brake of the motor 3, the kinetic energy of the vehicle can be converted to electrical energy and used, so the braking force can be The deterioration of the electricity cost can be reduced as compared with the case of adding.

  The motor 3 may be partially or entirely disposed in the drive wheel to constitute an in-wheel motor drive IWM including the motor 3, the wheel bearing 16, and the reduction gear.

A roll control device of a vehicle according to the present invention is a roll control device of a vehicle provided with left and right motors driving the left and right drive wheels separately, and includes lateral acceleration detection means for detecting lateral acceleration of the vehicle;
The lateral acceleration is detected by the lateral acceleration detecting means, and load moving amount calculating means for obtaining the load moving amounts of the left and right wheels and the load moving amount obtained by the load moving amount calculating means is used for calculation. a cornering force sum calculating means for calculating the sum of cornering forces, so that the sum of the cornering force is calculated by the cornering force sum calculating means is maximum value serving as the values above were constant because as a reference, the right and left The driving wheel which applies a driving force to one of the driving wheels or one of the left and right driving wheels and one of the driving wheels diagonally opposite to the driving wheel in the vehicle and which applies the driving force this When due to a braking driving force control means for applying a braking force to the front or rear wheels in the same lateral direction from each other, which improves the turning limit and reduce the cost Can.

It is a figure showing roughly a system configuration of a roll control device of vehicles concerning an embodiment of this invention by plane view. It is sectional drawing of the in-wheel motor drive device of the same vehicle. It is a block diagram of a control system of the same roll control device. It is a figure explaining the principle of the same roll control device. It is a figure which shows the longitudinal force and side force characteristic of the tire model used with the same roll control apparatus. It is a conceptual diagram of the force which arises on the same vehicle and wheel.

A roll control device for a vehicle according to an embodiment of the present invention will be described with reference to FIGS. 1 to 6.
FIG. 1 is a schematic plan view of a system configuration of the roll control device of the vehicle. The roll control device is a device that controls a roll acting on a vehicle body of a vehicle. In this embodiment, a four-wheel independent drive vehicle in which the left and right front wheels 1, 1 and the rear wheels 2, 2 are independently driven by the motor 3 is applied as a vehicle on which the roll control device is mounted.

  Each motor 3 constitutes an in-wheel motor drive device IWM described later. The left and right front wheels 1, 1 can be steered by a steering mechanism (not shown), and are steered by the steering wheel via the steering mechanism. This vehicle is provided with a friction type brake 4 for applying a braking force by friction to each wheel 1, 2. For example, a hydraulic or electric mechanical brake is employed as the friction brake 4.

  The control system of the vehicle has an ECU 6 including the roll controller 5, a host ECU 7 which is a control means higher than the ECU 6, and an inverter device 8. The ECU 6 and the host ECU 7 are each configured by a computer, a program executed by the computer, various electronic circuits, and the like. The host ECU 7 is, for example, an electric control unit that performs coordinated control and overall control of the entire vehicle, and is provided with a torque distribution unit 7a. The torque distribution means 7a receives the acceleration command from the accelerator operation means 9 and the deceleration command from the brake operation means 10, and sends a braking / driving command according to the difference between the acceleration command and the deceleration command to the ECU 6 and each inverter device. It distributes to each motor 3 through 8. The control and drive command is, for example, a torque command.

The inverter device 8 has a power circuit unit 8 a provided for each motor 3 and a motor control unit 8 b that controls the power circuit unit 8 a. Each power circuit unit 8a can be independently controlled so that motor torques differ from each other. The motor control unit 8 b has a function of outputting, for example, each information such as each detection value and control value regarding the in-wheel motor drive device IWM to the ECU 6. The motor control unit 8b converts the current command into a current command in accordance with a braking / driving torque command value supplied from the ECU 6, and applies the current command to the PWM driver of the power circuit unit 8a.
This vehicle is provided with a lateral acceleration sensor 11 as a lateral acceleration detection means for measuring the lateral acceleration of the vehicle.

  FIG. 2 is a cross-sectional view of the in-wheel motor drive device IWM. Each in-wheel motor drive IWM has a motor 3, a reduction gear 15, and a bearing 16 for a wheel, and a part or all of these are disposed in the wheel. The rotation of the motor 3 is transmitted to the drive wheels 1 and 2 via the reduction gear 15 and the wheel bearing 16. A brake rotor 17 constituting the friction type brake 4 is fixed to a flange portion of the hub wheel 16a of the wheel bearing 16, and the brake rotor 17 rotates integrally with the drive wheels 1 and (2). The motor 3 is, for example, an embedded magnet synchronous motor in which permanent magnets are built in the core portion of the rotor 3a. The motor 3 is a motor in which a radial gap is provided between the stator 3 b fixed to the housing 18 and the rotor 3 a attached to the rotation output shaft 19.

  FIG. 3 is a block diagram of a control system of this roll control device. Hereinafter, the description will be made with reference to FIG. 1 as appropriate. This roll control device has a lateral acceleration sensor 11, load movement amount calculation means 12, cornering force sum calculation means 13, and braking / driving force control means 14. The lateral acceleration sensor 11 is mounted on a vehicle, and the load movement amount calculation means 12, the cornering force sum calculation means 13, and the braking / driving force control means 14 are provided in the roll controller 5. The braking / driving force control means 14 adds a driving force consisting of a torque command to the driving force command value corresponding to the acceleration command from the accelerator operation means 9.

Here, FIG. 4 is a view for explaining the principle of the roll control device, and is a conceptual view of the vertical force acting on the vehicle body in order to control the roll by the longitudinal force. Each instantaneous rotational center P1 of the suspension 20 supporting the wheels 1 and 2 on the vehicle body in a vehicle side view is always positioned between the front wheel 1 and the rear wheel 2 in the longitudinal direction of the vehicle.
As shown in FIG. 4 (a), the traveling direction of the vehicle, the braking force X _i in a direction to decelerate the vehicle is applied to the front wheels 1, the instantaneous center of rotation P1 of the front wheel 1 suspension 20, A vertically upward force X _i tan θ _f acts. In other words, the vehicle body, the direction to lift the vehicle body via a suspension 20 of the front wheel 1, i.e. the direction of the force X _i tan .theta _f for limiting sinking of the vehicle body when the roll acts.
Further, as shown in FIG. 4 (b), with respect to the traveling direction of the vehicle, the driving force X _i in a direction to accelerate the vehicle is applied to the front wheels 1, the instantaneous center of rotation P1 of the front wheel 1 suspension 20 Is a vertically downward force X _i tan θ _f acts. In other words, the vehicle body, the direction of lowering the vehicle body via a suspension 20 of the front wheel 1, that is, the direction of the force X _i tan .theta _f to suppress floating of the vehicle body when the roll is applied.

Similarly, with respect to the traveling direction of the vehicle, the torque can be applied to a ground point of the rear wheel 2 in the direction of the driving force X _i for accelerating the vehicle is applied to the rear wheel 2, a rear wheel 2 suspension A vertically upward force X _i tan θ _r acts on the 20 instantaneous rotation centers P1. In other words, a force X _i tanθ _r acts on the vehicle body in the direction of lifting the vehicle body via the suspension 20 of the rear wheel 2, that is, the direction of suppressing the sinking of the vehicle body at the time of rolling.
Further, with respect to the traveling direction of the vehicle, the torque can be applied to a ground point of the rear wheel 2 a braking force X _i in a direction to decelerate the vehicle is applied to the rear wheel 2, a rear wheel 2 suspension 20 A downward force in the vertical direction, X _i tan θ _r , acts on the instantaneous rotation center P1. In other words, a force X _i tanθ _r acts on the vehicle body in the direction of lowering the vehicle body via the suspension 20 of the rear wheel 2, ie, the direction of suppressing the floating of the vehicle body at the time of rolling.
Therefore, when the roll is generated on the vehicle body of the vehicle, the roll control device respectively applies the braking force and the driving force (longitudinal force) to the front and rear wheels 1 and 2 on the side where the vehicle sinks. The motor 3 or the friction type brake 4 of the front wheel 1 and the motor 3 or the friction type brake 4 of the rear wheel 2 are controlled so that the driving force and the braking force (longitudinal force) are applied to 2 respectively.

As shown in FIG. 3, the load movement amount calculation means 12 detects the lateral acceleration of the vehicle by the lateral acceleration sensor 11, and obtains the load movement amounts of the left and right wheels as follows. The vertical force generated by the longitudinal force X _i (i = 1 to 4, 1 = left front wheel, 2 = right front wheel, 3 = left rear wheel, 4 = right rear wheel) is applied to the front wheel 1 rear wheel 2 as described above. It works when the braking force and driving force are given. The roll moment of the following equation can be generated by the longitudinal force.

The cornering force sum calculation means 13 calculates the sum of the cornering forces of all the wheels 1 and 2 using the load movement amount obtained as described above for the calculation. The cornering power K _y (cornering stiffness), which is the cornering force per unit side slip angle, has wheel load dependency. Here, the cornering force is a component in the direction perpendicular to the traveling direction of the lateral force generated when the wheels 1 and 2 are accompanied by a side slip. The cornering power per unit wheel load can be regarded as linear with respect to the wheel load within a certain range of the wheel load, and is expressed by the following equation.

_{K y / F Z = -AF Z} + B ... (8)
However, _FZ is a wheel load per wheel, and A and B are coefficients (A> 0, B> 0) (example: A = 3.46 × 10 ⁻⁵ , B = 0.33)
Therefore, the cornering power K _y is K _y = −AF _Z ² + BF _Z (9)
It becomes.

Here, if the load transfer [Delta] F _Z occurs in the left and right wheels, the cornering power of the left and right wheels are expressed as follows.
Increasing wheel: −A (F _Z + ΔF _Z ) ² + B (F _Z + ΔF _Z ) (10)
Reducing _{wheel: -A (F Z -ΔF Z)} 2 + B (F Z -ΔF Z) ... (11)
However, _FZ is the wheel load per wheel when there is no load movement.
Therefore, the sum of the cornering powers of the left and right wheels is expressed by the following equation.
_{-A (F Z + ΔF Z)} 2 + B (F Z + ΔF Z) -A (F Z -ΔF Z) 2 + B (F Z -ΔF Z)
^{_{= 2 (-AF Z 2 + BF}} Z) -2AΔF Z 2 ... (12)

(12) The first term of a cornering power due to the load _{F Z} when there is no load movement, the sum of the cornering power decreases by 2AΔF _Z ² by load shift [Delta] F _Z. As a result, in the region where the side slip is small, the side slip angle becomes large as compared with the case where the load does not move. Also, the cornering force at a certain side slip angle increases with the increase of the wheel load but saturates in the region where the wheel load is large. This is the same tendency even in the region where the sideslip angle is large.

  Even in the area where skidding is large, load transfer occurs to reduce the sum of the cornering forces of the four wheels that can be generated. As a result, the turning limit of the vehicle is reduced. Therefore, it is effective to reduce the amount of reduction of the sum of cornering forces by generating a roll and suppressing load movement by the longitudinal force of each wheel. However, the lateral force of the wheel also depends on the slip ratio (s = (V−rω) / max (V, rω), V: vehicle speed, r: wheel radius, ω: wheel speed), and the slip ratio increases. Then the lateral force decreases. That is, the lateral force is reduced by the longitudinal force for roll control.

Braking and driving force control means 14, the tire model Tm, (7) using the calculation load movement amount of expression, the sum of the cornering forces of the four wheels is calculated longitudinal force X _i optimal each wheel becomes maximum , Roll control.
For example, a brush tire model is applied as a tire model. In this case, the lateral force is expressed by the following equation.

FIG. 5 is a graph showing the longitudinal force-lateral force characteristics of the brush tire model. The portion of the wheel that is elastically deformed is only a tread rubber attached to a rigid rim or an annular ring corresponding to the tread base, and a model in which the tread rubber is elastically deformed in the lateral direction and the longitudinal direction is considered. The tread rubber is not an annular continuum but an infinite number of elastic bodies independent in the circumferential direction of the wheel. Such a tire model is called a brush tire model. In the brush tire model, the longitudinal force X _i and the lateral force Y _i are defined for each of the determined slip angles with respect to the slip ratio s.

Lateral force and the longitudinal force of each wheel, since it is a function of the slip ratio s _i and vertical load F _Zi, expressed by the following equation.

It becomes. Substituting this into equation (19)

Thus braking and driving force control means 14, calculates the brush tire model, using the load shift amount calculation, the optimum longitudinal force X _i of each wheel 1, 2 where the sum of the cornering forces of the four wheels is maximum Do. Therefore, the braking / driving force control means 14 distributes the braking / driving torque command value _TIWM to each wheel 1, 2 to each motor 3 through each inverter device 8. As a result, the roll is controlled to have the maximum cornering force at the side slip angle.

  FIG. 6 is a conceptual view of this force generated on the vehicle and wheels (during turning right). When the roll control of the present application is applied as shown in FIG. 6 (a) to the required cornering force, the side slip angle is small compared to the case where the roll control is not applied as shown in FIG. 6 (b). Become. In addition, since the amount of decrease in load movement of the sum of the cornering forces of all the wheels 1 and 2 can be suppressed, the turning limit is improved. In this case, since each actuator for performing roll control as in the prior art becomes unnecessary, the cost can be reduced as compared with the prior art.

Incidentally, when combined with other control yaw moment control etc., it may be introduced conditions concerning the longitudinal force X _i into equation (27). Further, when the steering characteristic by means of roll steering can not be utilized by the roll control, it is preferable to combine with active steering which can make the steering characteristic variable.

  When the braking / driving force control means 14 applies the braking force by using the regenerative brake of the motor 3, the kinetic energy of the vehicle can be converted to electric energy and used, so only the friction brake 4 is used. Compared with the case of applying the braking force, the deterioration of the electricity cost can be reduced.

As a vehicle, a two-wheel independent drive vehicle may be applied which drives two left and right front wheels or two rear wheels independently.
The roll control device may be applied to an on-board type vehicle provided with a motor for driving each drive wheel on a vehicle body.
As an in-wheel motor drive, cycloid reducers, planetary reducers, 2-axis parallel reducers, and other reducers can be applied, and so-called direct motor types that do not employ reducers Good.

1, 2 ... Drive wheel 3 ... Motor 4 ... Friction type brake 11 ... Lateral acceleration sensor (lateral acceleration detection means)
12 Load moving amount calculating means 13 cornering force sum calculating means 14 braking / driving force control means 15 reduction gear 16 wheel bearing IWM in-wheel motor driving device

Claims (4)

A roll control device for a vehicle comprising left and right motors for individually driving left and right drive wheels,
Lateral acceleration detection means for detecting the lateral acceleration of the vehicle;
Load movement amount calculation means for detecting the lateral acceleration by the lateral acceleration detection means and obtaining the load movement amounts of the left and right wheels;
Cornering force sum calculation means for calculating the sum of the cornering forces of all the wheels using the load movement amount obtained by the load movement amount calculation means for calculation;
As the sum of the cornering force is calculated by the cornering force sum calculating means is equal to or greater than the constant order had a value as a reference value that is a maximum, either one of the right and left drive wheels, or the right and left driving wheels The driving force is applied to one or the drive wheels diagonal to the drive wheel in the vehicle, and the braking force is applied to the front or rear wheels in the same lateral direction as the drive wheels to which the drive force is applied. Driving force control means for giving
Roll control apparatus for a vehicle, characterized in that it comprises a.   2. The roll control device for a vehicle according to claim 1, wherein the braking / driving force control means calculates a longitudinal force and a lateral force of the wheel from a side slip angle of a wheel, a slip ratio, a vertical load and a road surface friction coefficient. The roll control device of the vehicle which calculates the braking / driving force of each wheel using a model.   The roll control device for a vehicle according to claim 1 or 2, wherein the vehicle includes a friction type brake that applies a braking force by friction to each wheel, and the braking / driving force control means applies a braking force to the wheel. A roll control device of a vehicle for applying a braking force by a regenerative brake of a motor corresponding to the wheel and / or the friction type brake, when applied.   The roll control device of a vehicle according to any one of claims 1 to 3, wherein the motor is partially or entirely disposed in a drive wheel and includes the motor, a bearing for a wheel, and a reduction gear. The roll control apparatus of the vehicle which comprises an in-wheel motor drive device.

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