JP7576426B2 - Vehicle control device and vehicle control method - Google Patents

Description

The present invention relates to a vehicle control device and a vehicle control method that brings the actual vehicle body posture closer to the target vehicle body posture by integrated control of different types of actuators.

The roll vibration damping control device for vehicles described in Patent Document 1 is known as a conventional technology for controlling the vehicle body posture by controlling actuators such as active suspensions, active stabilizers, and in-wheel motors.

For example, the abstract of this document states that as a solution to "provide an improved roll vibration damping control device that can effectively damp roll vibration of a vehicle body," the control unit calculates, as a control roll moment ( ^Mxc ), the sum of the product of the roll angular acceleration (φs2) detected by the roll angular acceleration sensor and the roll moment of inertia, the product of the first-order integral of the roll angular acceleration (φs) and the roll damping coefficient, and the product of the second-order integral of the roll angular acceleration (φ) and the equivalent roll stiffness, calculates, as a corrected roll moment (Mxa), the roll moment around the center of gravity on the spring generated by the wheel lateral force during roll motion, and controls the actuator based on a target roll moment obtained by correcting the control roll moment with the corrected roll moment and multiplying it by a control gain."

JP 2020-59477 A

However, the vehicle roll vibration suppression control device in Patent Document 1, as described in each embodiment, only controls the same type of actuator to suppress roll vibration, and does not provide any specific explanation of how to control the various actuators to suppress roll vibration when different types of actuators are used in combination.

The present invention aims to provide a vehicle control device and a vehicle control method that integrates and controls different types of actuators to bring the roll and pitch amounts of the vehicle body closer to the optimal vehicle body posture for the vehicle's motion state with less energy.

In order to solve the above problems, the vehicle control device of the present invention is a vehicle control device for a vehicle including a vehicle body, a plurality of wheels supporting the vehicle body, a plurality of motors for rotating each wheel, and a plurality of suspension actuators installed between each wheel and the vehicle body, and includes an inverter for individually controlling each motor, an actuator control unit for individually controlling an actuator for adjusting the force or damping force applied to each suspension actuator, and a judgment unit for judging whether a jack-up force due to a braking/driving force or a lateral force generated on each wheel brings an actual vehicle body posture closer to a target vehicle body posture, and the actuator control unit judges whether the jack-up force brings the actual vehicle body posture closer to the target vehicle body posture. and when the judgment unit judges that the jacking-up force will move the actual vehicle body attitude away from the target vehicle body attitude, it controls the actuator so as not to impede the jacking-up force. Further, the judgment unit has a vehicle travel control unit which outputs a control command to the actuator control unit, and an attitude control command calculation unit which outputs a sine-wave-shaped attitude control command having alternating components with a predetermined period and amplitude, and the judgment unit makes a judgment based on the jacking-up force when the inverter rotates the motor based on a combined command of the drive torque and attitude control command torque output by the vehicle travel control unit .

The vehicle control device and vehicle control method of the present invention can integrate and control different types of actuators to bring the roll and pitch amounts of the vehicle body closer to the optimal vehicle body posture for the vehicle's motion state with less energy.

FIG. 1 is a plan view showing a schematic configuration of a vehicle according to a first embodiment of the present invention; A side view of a vehicle illustrating the jack-up force generated by the driving and braking forces. Rear view of a vehicle explaining the jacking force and actual vehicle posture when there is no lateral force Rear view of a vehicle explaining the jacking force and actual vehicle posture when there is a lateral force Functional block diagram of a vehicle control device according to a first embodiment FIG. 5 is a diagram for explaining details of the process in the determination unit in FIG. 4 . FIG. 5 is a diagram for explaining details of the processing in the actuator control unit in FIG. 4 . 5 is a diagram for explaining a basic effect of the attitude control command calculation unit in FIG. 4 . 5 is a diagram for explaining application effects of the attitude control command calculation unit in FIG. 4 . Example of braking/driving force generation at each wheel by the applied processing of FIG. 8 Example of jacking up force generation at each wheel by application processing in Figure 8 Functional block diagram of a vehicle control device according to a second embodiment 12A to 12C are diagrams for explaining the basic effect of the attitude control command calculation unit in FIG. 11 .

Below, an embodiment of the vehicle control device of the present invention will be described with reference to the drawings.

The vehicle control device according to the first embodiment of the present invention will be described with reference to Figures 1 to 10.

<General configuration of vehicle 1>
1 is a plan view showing a schematic configuration of a vehicle 1 equipped with a vehicle control device 2 according to a first embodiment of the present invention. As shown in the figure, the vehicle 1 of this embodiment is equipped with wheels 11, a motor 12, a suspension actuator 13, a steering 14, a brake 15, and a stabilizer 16 on a vehicle body 10. In the following description, the front-rear direction of the vehicle 1 is defined as the x-axis (forward direction is positive), the left-right direction is defined as the y-axis (left direction is positive), and the up-down direction is defined as the z-axis (upward direction is positive).

The wheels 11 support the vehicle body 10 and exert a gripping force when in contact with the road surface, and in this embodiment, the vehicle includes four wheels: a left front wheel _11FL , a right front wheel _11FR , a left rear wheel _11RL , and a right rear wheel _11RR . In the following description, the reference numerals corresponding to the left front wheel _11FL are marked with _FL , the reference numerals corresponding to the right front wheel _11FR are marked with _FR , the reference numerals corresponding to the left rear wheel _11RL are marked _{with RL ,} and the reference numerals corresponding to the right rear wheel 11RR are marked with _RR . The reference numerals corresponding to both the left front wheel _11FL and the right front wheel _11FR are marked with _F , and the reference numerals corresponding to both the left rear wheel _11RL and the right rear wheel _11RR are marked with _R.

An in-wheel type motor 12 ( _12FL , _12FR , _12RL , _12RR ) is attached to each wheel 11, and these motors 12 cause each wheel 11 to rotate (forward and reverse) independently.

Suspension actuators 13 ( _13FL , _13FR , _13RL , _13RR ) are provided between each motor 12 and the vehicle body 10, and these suspension actuators 13 form a suspension system that absorbs vibrations and shocks generated in each wheel 11 and improves the stability and ride comfort of the vehicle body. The suspension actuators 13 are coilovers having springs and shock absorbers, and may be, for example, semi-active suspensions that combine a damper with a coil spring that can change the viscosity, active suspensions that combine a damper with a coil spring that can adjust the length, or electric suspensions that use a combination of a linear motor or a rotary motor and a rotary-linear mechanism, but the following description will be given assuming that the suspension actuator 13 is an active suspension.

The steering wheel 14 is a device for steering the wheels 11 to determine the direction of travel of the vehicle 1. In this embodiment, the steering wheel ₁₄ is provided with three steering wheels: a steering wheel _14FL for steering the left front wheel _11FL , a steering wheel _14FR for steering the right front wheel 11FR, and a steering wheel _14R for steering the left rear wheel _11RL and the right rear wheel _11RR .

The brake 15 is a device for braking the rotation of the wheels 11, and in this embodiment, there are four brakes: a brake _15FL for the left front wheel _11FL , a brake _15FR for the right front wheel _11FR , a brake _15RL for the left rear wheel _11RL , and a brake _15RR for the right rear wheel _11RR .

The stabilizer 16 is a device that moves in conjunction with the up and down movement of the left and right wheels to suppress the amount of roll of the vehicle, and the stabilizer 16 in this embodiment is a controlled stabilizer whose torsion angle can be adjusted electrically. Note that in this embodiment, two stabilizers, a front stabilizer _16F and a rear stabilizer _16R, are provided.

<Jack-up force Jx due to braking/driving force Fx>
Here, the jacking-up force Jx applied to the vehicle body 10 by the driving force or braking force of each wheel (hereinafter referred to as "driving/braking force Fx") in an accelerating vehicle 1 will be described with reference to Fig. 2. Note that the expression "jacking-up force" includes a positive jacking-up force, which is an upward force, and a negative jacking-up force, which is a downward force.

2 is a side view of a vehicle 1 during acceleration, with the front wheels _11F and the rear wheels _11R rotating in the directions of the arrows in the figure. In this case, as a reaction to the rotation of the wheels 11, the road surface applies a forward braking/driving force _FxF to the front wheels _11F , and also applies a forward braking/driving force _FxR to the rear wheels _11R . Then, the front braking/driving force _FxF causes the wheels _11F to rotate around the front instantaneous rotation center O _F , so that a downward jack-up force _JxF is generated at the front side of the vehicle body 10. On the other hand, the rear braking/driving force _FxR causes the wheels _11R to rotate around the rear instantaneous rotation center O _R , so that an upward jack-up force _JxR is generated at the rear side of the vehicle body 10. These jack-up forces Jx cause a change in the pitch amount of the vehicle body 10 during acceleration and deceleration.

If the straight line connecting the front instantaneous rotation center _OF and the ground contact point of the front wheel _11F is defined as a virtual swing arm _SAF and the angle between the virtual swing arm _SAF and the road surface is defined as _θF , the magnitude of the jack-up force _JxF is calculated by Equation 1.

Similarly, if a straight line connecting the rear instantaneous rotation center _OR and the ground contact point of the rear wheel _11R is defined as a virtual swing arm SA _R , and the angle between the virtual swing arm SA _R and the road surface is defined as θ _R , the magnitude of the jack-up force Jx _R is calculated by Equation 2.

<Jack-up force Jy due to lateral force Fy>
Next, the relationship between the jack-up force Jy applied to the vehicle body 10 by the lateral force Fy of each wheel and the actual vehicle body posture in the vehicle 1 will be described with reference to FIGS. 3A and 3B.

Figure 3A is a diagram explaining a situation in which there is no lateral force Fy, and in this situation, the vehicle 1 is moving straight, for example, as shown in the left plan view. In this case, as shown in the right rear view, no lateral force Fy is generated, and the vehicle body 10 maintains a substantially horizontal state. As shown in Figure 3A, in the vehicle 1 of this embodiment, the upper end of the motor 12 is connected to the vehicle body 10 via the suspension actuator 13, and the lower end of the motor 12 is connected to the vehicle body 10 via the lower arm 17.

3B is a diagram for explaining a situation where a lateral force Fy is applied, and the vehicle 1 in this situation is turning right, for example, as shown in the left plan view. In this case, as shown in the right rear view, the road surface applies a rightward lateral force _FyRL to the left rear wheel _11RL and a rightward lateral force _FyRR to the right rear wheel _11RR as a reaction to the steering of the wheels 11. Then, an upward jack-up force _JyRL is generated at the end of the lower arm _17RL on the vehicle body 10 side due to the left lateral _{force FyRL .} Meanwhile, a downward jack-up force _JyRR is generated at the end of the lower arm _17RR on the vehicle body 10 side due to the right lateral force FyRR. These jack-up forces Jy cause a change in the roll amount of the vehicle body 10 during turning.

<General configuration of vehicle control device 2>
The vehicle control device 2 of this embodiment controls the vehicle body posture by utilizing the changes in pitch amount and roll amount caused by the above-mentioned jack-up forces Jx and Jy, thereby suppressing the operation of the suspension actuator 13 and the stabilizer 16 and achieving vehicle body posture control with reduced energy consumption. Hereinafter, the details of the vehicle control device 2 of this embodiment will be described with reference to FIG. 4.

The vehicle control device 2 of this embodiment is a control device equipped with a vehicle driving control unit 20, a target vehicle body attitude calculation unit 21, a judgment unit 22, an actuator control unit 23, an inverter 24, a steering control unit 25, a brake control unit 26, a stabilizer control unit 27, and an attitude control command calculation unit 28, as shown in the functional block diagram of FIG. 4. Specifically, the vehicle control device 2 is a control unit having a computer such as an ECU (Electronic Control Unit) equipped with a calculation device such as a CPU, a storage device such as a semiconductor memory, and hardware such as a communication device, and a drive device for each control object.

The vehicle driving control unit 20 is a control unit that generates commands to control the motor 12, suspension actuator 13, steering 14, brake 15, and stabilizer 16 based on external information, operation information, and sensor information, and is, for example, an advanced driver assistance system (ADAS). The external information is, for example, information on the surrounding environment of the vehicle 1 (roads, obstacles, etc.) acquired by external sensors such as an on-board camera, LiDAR, or radar mounted on the vehicle body 10. The operation information is, for example, the amount of operation of the steering wheel, accelerator pedal, and brake pedal by the driver. The sensor information is, for example, the speed, acceleration, and yaw, pitch, and yaw rates of the vehicle 1 acquired by the vehicle sensors.

The target vehicle body attitude calculation unit 21 calculates an appropriate target vehicle body attitude according to the driving situation based on driving control information from the vehicle driving control unit 20. For example, if the front-rear tilt of the vehicle body 10 caused by the braking/driving force Fx or the left-right tilt of the vehicle body 10 caused by the lateral force Fy is left unattended, the ride comfort and handling feel will deteriorate. Therefore, for example, during acceleration/deceleration, the target vehicle body attitude is set so that the vehicle body 10 is horizontal, and during turning, the target vehicle body attitude is set so that the vehicle body 10 is tilted in the turning direction.

The determination unit 22 performs a predetermined determination based on the target vehicle body attitude calculated by the target vehicle body attitude calculation unit 21 and vehicle body information (actual vehicle body attitude, braking/driving force, and lateral force) from the vehicle body sensor installed on the vehicle body 10. The details of the processing here will be described later.

The actuator control unit 23 individually controls each suspension actuator 13 based on the output of the judgment unit 22 and the control command from the vehicle driving control unit 20 to bring the actual vehicle body posture closer to the target vehicle body posture. This improves the ride comfort and handling feel of the vehicle 1. Details of this process will be described later.

The inverter 24 individually controls each motor 12 based on a drive command from the vehicle driving control unit 20 and a posture control command from a posture control command calculation unit 28 (described later). Details of this process will be described later.

The steering control unit 25 individually controls each steering 14 based on a steering angle command from the vehicle driving control unit 20. The brake control unit 26 individually controls each brake 15 based on a braking command from the vehicle driving control unit 20. The stabilizer control unit 27 individually controls each stabilizer 16 based on a stabilizer command from the vehicle driving control unit 20.

The attitude control command calculation unit 28 calculates an attitude control command for generating an appropriate attitude control torque based on the driving control information from the vehicle driving control unit 20 and the vehicle body information (actual vehicle body attitude, braking/driving force, and lateral force) from the vehicle body 10. The attitude control command calculated here is added to the drive command from the vehicle driving control unit 20 and input to the target vehicle body attitude calculation unit 21 and the inverter 24. Details of the processing here will be described later.

<Determination unit 22>
The determination unit 22 sums up the jack-up force Jx due to the braking/driving force Fx and the jack-up force Jy due to the lateral force Fy for each wheel 11, and determines whether the resultant force brings the actual vehicle body posture closer to the target vehicle body posture.

Figure 5 is a diagram for explaining the processing in the judgment unit 22 in detail. As shown here, the judgment unit 22 calculates the jack-up force Jx of each wheel due to the braking/driving force Fx based on the braking/driving force Fx of each wheel (22a). The judgment unit 22 also calculates the jack-up force Jy of each wheel due to the lateral force Fy based on the lateral force Fy of each wheel (22b). Then, the jack-up force Jx and the jack-up force Jy for each wheel 11 are added together (22c).

On the other hand, the judgment unit 22 calculates whether the actuation direction of the suspension actuator 13 of each wheel is upward or downward to bring the actual vehicle body attitude into the target attitude based on the target vehicle body attitude calculated by the target vehicle body attitude calculation unit 21 and the actual vehicle body attitude output by the vehicle body 10 (22d).

Then, the judgment unit 22 judges the consistency between the sign of the jack-up force of each wheel added up in 22c and the sign of the movement direction of each wheel calculated in 22d, and outputs the judgment result "sign consistency" if the two signs match, and outputs "sign mismatch" if the two signs do not match (22e).

<Actuator Control Unit 23>
When the combined jack-up force of each wheel is in a direction that brings the actual vehicle body posture closer to the target vehicle body posture, the actuator control unit 23 controls each suspension actuator 13 so as not to impede the jack-up force. On the other hand, when the combined jack-up force of each wheel is in a direction that moves the actual vehicle body posture away from the target vehicle body posture, the actuator control unit 23 controls each suspension actuator 13 so as to impede the jack-up force.

Figure 6 is a diagram for explaining the details of the processing in the actuator control unit 23. As shown here, the actuator control unit 23 first determines whether the judgment result of the judgment unit 22 is "sign consistent" (23a). If it is "sign consistent", the actuator control unit 23 calculates the actuation of the suspension actuator 13 that does not prevent the change in vehicle posture due to the jacking up force J of the braking/driving force Fx or the lateral force Fy (23b). On the other hand, if it is "sign inconsistent", the actuator control unit 23 calculates the actuation of the suspension actuator 13 that prevents the change in vehicle posture due to the jacking up force J of the braking/driving force Fx or the lateral force Fy (23c).

Then, the actuator control unit 23 performs a mixed calculation that takes into account the control command from the vehicle driving control unit 20 to the actuation calculated in 23b or 23c, and outputs it as a command to each suspension actuator 13.

<Basic Effects of the Attitude Control Command Calculation Unit 28>
The attitude control command calculation unit 28 outputs a predetermined attitude control command based on the driving control information from the vehicle driving control unit 20 and the vehicle body information (actual vehicle body attitude, braking/driving force, and lateral force) from the vehicle body 10. The basic effect of the attitude control command calculation unit 28 will be described below with reference to Fig. 7. Note that this figure illustrates an example of control for one of the four wheels equipped on the vehicle 1.

Figure 7 (a) shows an example of a sine-wave posture control command with alternating components of a predetermined period and amplitude, output by the posture control command calculation unit 28. Note that the period and amplitude of the posture control command with alternating components are variables that are calculated appropriately based on the input to the posture control command calculation unit 28.

Figure 7 (b) shows the drive command that the vehicle driving control unit 20 outputs to the inverter 24, and here shows an example of a drive command with a substantially constant value.

Figure 7(c) shows a combined command of the posture control command and the drive command generated by the inverter 24 controlling the motor 12 based on a command obtained by combining the commands in Figures 7(a) and 7(b). In other words, because the drive command in Figure 7(b) is a positive value, the posture control command in Figure 7(a) is moved a predetermined amount in the positive direction to become the combined command in Figure 7(c).

When a combined command such as that shown in Figure 7 (c) is generated, during the period (first period) when the combined command is positive, the jack-up force J due to the braking/driving force Fx and lateral force Fy brings the actual vehicle body attitude closer to the target vehicle body attitude, and during the period (second period) when the combined command is negative, the jack-up force J due to the braking/driving force Fx and lateral force Fy moves the actual vehicle body attitude away from the target vehicle body attitude. And, as is clear from the figure, the first period is longer than the second period, so more than half of the period is a period in which the jack-up force J brings the actual vehicle body attitude closer to the target vehicle body attitude.

Figure 7 (d) shows the control of the suspension actuator 13 by the actuator control unit 23. As shown in Figure 7 (c), the jack-up force J in the first period brings the actual vehicle body posture closer to the target vehicle body posture, and the jack-up force J in the second period moves the actual vehicle body posture away from the target vehicle body posture. Therefore, the actuator control unit 23 in this embodiment controls the suspension actuator 13 so as not to impede the jack-up force J during the first period, and controls the suspension actuator 13 so as to impede the jack-up force J during the second period. As a result, the jack-up force J is used to control the vehicle body posture during the relatively long first period, and a force that resists the jack-up force J is generated by the suspension actuator 13 only during the relatively short second period. As a result, the energy consumption of the suspension actuator 13 can be suppressed during the first period, and the energy consumption of the suspension actuator 13 can be suppressed compared to the case where the vehicle body posture is controlled only by controlling the suspension actuator 13 without considering the jack-up force J. If sufficient jack-up force J can be obtained during the first period, the suspension actuator 13 does not need to be driven during the first period.

<Effects of application of the attitude control command calculation unit 28>
7 described above focuses on the control of one of the four wheels of the vehicle 1. If the control of Fig. 7 were applied uniformly to all four wheels, all the wheels would behave in the same way, which could lead to deterioration in ride comfort and handling, such as the generation of longitudinal vibrations synchronized with the attitude control command of Fig. 7(a).

Therefore, in a vehicle 1 that is actually equipped with the attitude control command calculation unit 28 of this embodiment, it is desirable to give attitude control commands with different phases to the motors 12 of each wheel so that the torque pulsation caused by the motors 12 of each wheel can be offset.

For example, as shown in FIG. 8(a1) and FIG. 8(a2), by making the attitude control command F given to the motor _12F on the front wheel side and the attitude control command R given to the motor _12R on the rear wheel side have opposite phases, it is possible to obtain a substantially constant total driving torque value as shown in FIG. 8(d). Therefore, it is possible to bring the actual vehicle body attitude closer to the target vehicle body attitude while suppressing the longitudinal vibrations that deteriorate the ride comfort and handling feel as described above.

Fig. 9 shows an example of the braking/driving force _Fx when the attitude control commands given to the motor 12 for the front and rear wheels are in opposite phases. In this example, a negative attitude control command is given to the right front wheel _11FR and the left rear wheel _11RL at the same time that a positive attitude control command is given to the left front wheel _11FL and the right rear wheel 11RR. This makes it possible to cancel out vibrations in the fore-and-aft direction while bringing the actual vehicle body attitude closer to the desired target vehicle body attitude (e.g., leaning to the left), as shown in Fig. 10.

<Summary>
As described above, according to the vehicle control device and vehicle control method of the present embodiment, by controlling different types of actuators, namely the in-wheel motors and the suspension actuators in an integrated manner, it is possible to bring the roll amount and pitch amount of the vehicle body closer to the optimal vehicle body posture corresponding to the motion state of the vehicle with less energy.

In the above, an example of a configuration in which braking force is generated by controlling the motor 12 is given, but braking force may also be generated by controlling the brake 15, or the braking force may be shared between the motor and the brake.

Next, a vehicle control device according to a second embodiment of the present invention will be described with reference to Figures 11 and 12. Note that a duplicated description of the points common to the first embodiment will be omitted.

In the vehicle control device 2 of the first embodiment shown in FIG. 4, the output of the judgment unit 22 is output only to the actuator control unit 23, but in the vehicle control device 2 of the present embodiment shown in FIG. 11, the output of the judgment unit 22 is also output to the stabilizer control unit 27. As a result, the stabilizer control unit 27 of the present embodiment can control the stabilizer 16 in synchronization with the combined torque of the attitude control torque and the drive torque.

Figure 12 is a diagram explaining the basic effect of the attitude control command calculation unit 28 of this embodiment. Note that Figures 12(a) to (c) are equivalent to Figures 7(a) to (d), so their explanation will be omitted.

In this embodiment, as shown in FIG. 12(d), in the first period, the stabilizer 16 is twisted in a direction that brings the actual vehicle body attitude closer to the target vehicle body attitude, and in the second period, the stabilizer 16 is not operated. This allows the jack-up force J due to the braking/driving force Fx and the lateral force Fy to be used for vehicle body attitude control by the stabilizer 16, thereby reducing the energy consumption of the stabilizer 16.

REFERENCE SIGNS LIST 1 vehicle 10 vehicle body 11 wheel 12 motor 13 suspension actuator 14 steering 15 brake 16 stabilizer 17 lower arm 2 vehicle control device 20 vehicle travel control unit 21 target vehicle body attitude calculation unit 22 determination unit 23 actuator control unit 24 inverter 25 steering control unit 26 brake control unit 27 stabilizer control unit 28 attitude control command calculation unit Fx braking/driving force Jx jack-up force due to braking/driving force Fy lateral force Jy jack-up force due to lateral force

Claims (6)

A vehicle control device for a vehicle including a vehicle body, a plurality of wheels supporting the vehicle body, a plurality of motors for rotating each of the wheels, and a plurality of suspension actuators installed between each of the wheels and the vehicle body, comprising:
An inverter that controls each motor individually,
an actuator control unit that individually controls the actuators to adjust the force or damping force applied to each suspension actuator;
a determination unit that determines whether a jack-up force due to a braking/driving force or a lateral force generated on each wheel causes an actual vehicle body posture to approach a target vehicle body posture,
The actuator control unit includes:
When the determination unit determines that the jack-up force brings the actual vehicle body posture closer to the target vehicle body posture, the determination unit controls the actuator so as not to impede the jack-up force;
when the determination unit determines that the jack-up force causes the actual vehicle body posture to move away from the target vehicle body posture, the determination unit controls the actuator so as to impede the jack-up force,
a vehicle travel control unit that outputs a control command to the actuator control unit;
and an attitude control command calculation unit that outputs an attitude control command having a sine wave shape with an alternating component of a predetermined period and amplitude,
The vehicle control device according to claim 1, wherein the determination unit makes a determination based on the jack-up force when the inverter rotates the motor based on a combined command of a drive torque output by a vehicle driving control unit and a posture control command torque . The vehicle control device according to claim 1 ,
A vehicle control device characterized in that a first period during which it is determined that the jack-up force brings the actual vehicle body attitude closer to the target vehicle body attitude is relatively longer than a second period during which it is determined that the jack-up force moves the actual vehicle body attitude away from the target vehicle body attitude. The vehicle control device according to claim 1 ,
a first attitude control command outputted by the attitude control command calculation unit corresponding to a motor for a front wheel and a second attitude control command outputted by the attitude control command calculation unit corresponding to a motor for a rear wheel are in an opposite phase relationship. The vehicle control device according to claim 1 ,
the actual vehicle body posture is a posture output by a vehicle body sensor installed on the vehicle body,
A vehicle control device, wherein the target vehicle body attitude is an attitude calculated by a target vehicle body attitude calculation unit based on driving control information. The vehicle control device according to any one of claims 1 to 4 ,
Furthermore, the vehicle includes a stabilizer that can adjust a roll amount of the vehicle body, and the vehicle control device includes a stabilizer control unit that controls the stabilizer,
The stabilizer control unit includes:
when the determination unit determines that the jack-up force brings the actual vehicle body posture closer to the target vehicle body posture, the determination unit controls the stabilizer so that the actual vehicle body posture comes closer to the target vehicle body posture;
A vehicle control device comprising: a vehicle control unit that, when the determination unit determines that the jack-up force causes an actual vehicle body attitude to move away from a target vehicle body attitude, does not operate the stabilizer. A vehicle control method for a vehicle including a vehicle body, a plurality of wheels supporting the vehicle body, a plurality of motors for rotating each of the wheels, and a plurality of suspension actuators installed between each of the wheels and the vehicle body, comprising the steps of:
when it is determined that a jack-up force due to a braking/driving force or a lateral force generated on each wheel brings the actual vehicle body posture closer to a target vehicle body posture, the suspension actuator is controlled so as not to impede the jack-up force;
when it is determined that the jack-up force causes the actual vehicle body posture to move away from the target vehicle body posture, the suspension actuator is controlled so as to impede the jack-up force ;
The above judgment is
The driving torque output by the vehicle driving control unit,
A sine-wave attitude control command torque having alternating components with a predetermined period and amplitude output from the attitude control command calculation unit;
and the vehicle control method is performed based on the jack-up force when the inverter rotates the motor based on the combined command of the above .

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