Vehicle information calculation device, vehicle information calculation method and vehicle control device

Abstract

The present invention provides a vehicle information calculation device, a vehicle information calculation method and a vehicle control device, which calculate the inertia moment of a vehicle with a simple structure and control the vehicle based on the inertia moment. The control device (900) comprises: a motor torque acquisition unit (920) which acquires the torque of a motor driving a vehicle (1000); an angular acceleration acquisition unit (910) which acquires the angular acceleration of the motor; a ground force acquisition unit (930) which acquires the ground force of the vehicle (1000); and an inertia moment calculation unit (950) which calculates the inertia moment of a rotating component including a tire (800) based on the torque, the angular acceleration, the ground force and the friction coefficient between the tire (800) of the vehicle (1000) and the ground contact surface.

Description

Technical Field

[0001] The present invention relates to a vehicle information calculation device, a vehicle information calculation method and a vehicle control device. Background Art

[0002] Conventionally, for example, Patent Document 1 below describes detecting the tire state by extracting the resonant frequency and anti-resonant frequency of the tire and acquiring the torsion spring constant and outer inertia moment of the tire with high accuracy.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2012-81873 Summary of the invention

[0006] Technical issues

[0007] The technology described in Patent Document 1 inputs a predetermined vibration into a tire using a vibration input unit to obtain frequency information of the tire, and calculates the outer inertia moment and torsion spring constant of the tire based on the extracted resonance frequency and anti-resonance frequency.

[0008] However, in such a method, it is necessary to input vibration to the tire using the vibration input unit 110 , which causes a problem that the structure becomes complicated and the manufacturing cost increases.

[0009] Therefore, the present invention is completed in view of the above-mentioned problems, and an object of the present invention is to provide a new and improved vehicle information calculation device and a vehicle control device that can calculate the inertia moment of rotating parts including wheels with a simple structure and control the vehicle based on the inertia moment.

[0010] Technical Solution

[0011] In order to solve the above-mentioned problems, according to one aspect of the present invention, a vehicle information calculation device is provided, which comprises: a motor torque acquisition unit, which is configured to acquire the torque of a motor driving a vehicle; an angular acceleration acquisition unit, which is configured to acquire the angular acceleration of the above-mentioned motor; a ground force acquisition unit, which is configured to acquire the ground force of the wheels of the above-mentioned vehicle; and an inertia moment calculation unit, which is configured to calculate the inertia moment of the rotation system of the above-mentioned vehicle including the above-mentioned wheels based on the torque acquired by the above-mentioned motor torque acquisition unit, the angular acceleration acquired by the above-mentioned angular acceleration acquisition unit, the ground force acquired by the above-mentioned ground force acquisition unit and the friction coefficient between the wheels of the above-mentioned vehicle and the ground contact surface.

[0012] The inertia moment calculation unit may be configured to calculate the inertia moment based on the diameter of the wheel in addition to calculating the inertia moment based on the torque, the angular acceleration, the ground contact force, and the friction coefficient.

[0013] Furthermore, the vehicle information calculation device may further include a storage unit configured to store the moment of inertia calculated by the moment of inertia calculation unit.

[0014] Furthermore, the storage unit may be provided in the vehicle.

[0015] Furthermore, the ground contact force acquisition unit may include a ground contact force sensor configured to detect an actual ground contact force of the wheel, and may acquire the ground contact force from the ground contact force sensor.

[0016] In addition, the torque, the angular acceleration, and the ground contact force may be obtained in a state where the vehicle is placed on a drum, and the drum is in contact with the wheel and rotates as the wheel rotates.

[0017] Furthermore, the contact force acquisition unit may include a load sensor configured to detect a load applied to the rotating drum, and may acquire the contact force from the load sensor.

[0018] In addition, the friction coefficient may be a friction coefficient at a contact portion between the wheel and the drum, which is a predetermined value obtained in advance.

[0019] Furthermore, the vehicle information calculation device may further include a first error detection unit configured to detect an error when the ratio of the rotation distance of the drum to the travel distance of the wheel is outside a predetermined range.

[0020] Furthermore, when an error is detected by the first error detection unit, the moment of inertia calculated by the moment of inertia calculation unit may be discarded.

[0021] In addition, the vehicle information calculation device may further include a second error detection unit that detects an error when a ratio of the angular acceleration to the longitudinal force is outside a predetermined range based on a relationship between the longitudinal force of the wheel and the angular acceleration.

[0022] Furthermore, when an error is detected by the second error detection unit, the moment of inertia calculated by the moment of inertia calculation unit may be discarded.

[0023] In addition, in order to solve the above-mentioned problem, according to another aspect of the present invention, a vehicle information calculation method is provided, including: a step of obtaining the torque of a motor that drives a vehicle; a step of obtaining the angular acceleration of the above-mentioned motor; a step of obtaining the ground contact force of the wheels of the above-mentioned vehicle; and a step of calculating the inertia moment of the above-mentioned vehicle's rotating system including the above-mentioned wheels based on the above-mentioned torque, the above-mentioned angular acceleration, the above-mentioned ground contact force and the friction coefficient between the wheels of the above-mentioned vehicle and the ground contact surface.

[0024] In addition, in order to solve the above-mentioned problems, according to another aspect of the present invention, a vehicle control device is provided, which is arranged in a vehicle having a motor as a driving source, and the control device of the above-mentioned vehicle comprises: a storage unit, which stores the inertia moment of a rotating system including wheels driven by the above-mentioned motor; and a control unit, which is configured to be able to control the behavior of the above-mentioned vehicle based on the inertia moment stored in the above-mentioned storage unit, and the above-mentioned inertia moment is calculated based on the torque of the above-mentioned motor, the angular acceleration of the above-mentioned motor, the ground contact force of the above-mentioned wheel, and the friction coefficient between the above-mentioned wheel and the ground contact surface.

[0025] Furthermore, the control unit may calculate an actual friction coefficient between the wheel and the contact surface based on the stored moment of inertia, and the control unit may be configured to perform control related to the driving force of the vehicle based on the calculated friction coefficient.

[0026] Effects of the Invention

[0027] As described above, according to the present invention, the inertia moment of the rotating parts including the wheels can be calculated with a simple configuration, and the vehicle can be controlled based on the inertia moment. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic diagram showing a schematic configuration of a vehicle according to one embodiment of the present invention.

[0029] Figure 2 It is a schematic diagram showing the structure of the periphery of a tire of a vehicle.

[0030] Figure 3 This is a schematic diagram showing how a vehicle is placed on a drum and measured when the vehicle is manufactured in a factory.

[0031] Figure 4 : is a flowchart showing the process of calculating the moment of inertia I.

[0032] Figure 5 It is a characteristic diagram showing the relationship between the longitudinal force Fx and the angular acceleration α.

[0033] Explanation of symbols

[0034] 900: Control device

[0035] 910: Angular acceleration acquisition unit

[0036] 920: Motor torque acquisition unit

[0037] 930: Ground force acquisition department

[0038] 940: Friction coefficient acquisition unit

[0039] 950: Inertia moment calculation unit

[0040] 960: Error detection unit

[0041] 990: Measuring device DETAILED DESCRIPTION

[0042] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. It should be noted that in this specification and the drawings, components having substantially the same functional configuration are denoted by the same reference numerals, and duplicate descriptions are omitted.

[0043] First, refer to Figure 1 The schematic structure of a vehicle 1000 according to an embodiment of the present invention will be described. Figure 1 As shown, vehicle 1000 is configured to include motor generator 110, tire (wheel) 800, and control device 900. Control device 900 is a device for controlling vehicle 1000 as a whole.

[0044] Figure 2 1 is a schematic diagram showing the structure of the periphery of the tire 800 of the vehicle 1000. Figure 2 As shown, the vehicle 1000 is configured to include a drive unit 100, a drive shaft 200, a column 300, a wheel hub 400 on the vehicle body side, a wheel hub 410 on the tire side, a bearing 412, a brake disc 500, a brake caliper 600, a wheel 700, a tire 800, and a control device 900. Figure 2 , each component except the control device 900 represents a state viewed from the front of the vehicle.

[0045] The drive unit 100 includes an electric generator 110, a current sensor 120, and a rotation angle sensor 130. The driving force of the electric generator 110 is transmitted to the tire 800 via the drive shaft 200. In addition, the driving force transmitted from the road surface to the tire 800 is transmitted from the tire 800 to the electric generator 110 as a regenerative driving force. It should be noted that the drive unit 100 may include a speed reducer that reduces the rotation of the electric generator 110 and transmits it to the drive shaft 200 in addition to the electric generator 110.

[0046] exist Figure 2In the embodiment, the wheel hub 400 on the vehicle body side is fixed to the column 300. The wheel hub 410 on the tire side can rotate relative to the wheel hub 400 on the vehicle body side via the bearing 412. The brake disc 500 is fixed relative to the wheel hub 410 on the tire side. The wheel 700 is fixed relative to the wheel hub 410 on the tire side or the brake disc 500. The tire 800 is mounted on the outer periphery of the wheel 700.

[0047] The drive shaft 200 passes through the hole 302 provided in the column 300, and also passes through the hole 402 of the wheel hub 400 to be connected to the wheel hub 410. A gap is provided between the drive shaft 200 and the hole 302 of the column 300, and a gap is also provided between the drive shaft 200 and the hole 402 of the wheel hub 400. Therefore, the rotation of the drive shaft 200 is transmitted to the wheel hub 410 without interfering with the column 300 or the wheel hub 400.

[0048] The brake caliper 600 is fixed to a fixed member on the vehicle body side such as the pillar 300. The brake caliper 600 brakes the brake disc 500 in response to the operation of the brake pedal by the driver of the vehicle. Thus, the vehicle is braked by the friction brake.

[0049] The wheel hub 410 is provided with a detection unit 420. The detection unit 420 detects the force acting on the tire 800. The force detected by the detection unit 420 includes components in three directions including the longitudinal force Fx, the lateral force Fy and the vertical force Fz, and the torque Ty around the wheel hub (axle) 410. The longitudinal force Fx is the component of the friction force generated by the contact surface of the tire 800 that is generated in the direction parallel to the center plane of the wheel (x-axis), and the lateral force Fy is the component of the force generated in the direction perpendicular to the center plane of the wheel (y-axis). On the other hand, the vertical force Fz is a force acting in the vertical direction (z-axis), which is the so-called vertical load. The torque Ty is the torque (torsion force) of the tire 800 around the axle.

[0050] For example, the detection unit 420 is mainly composed of a strain gauge and a signal processing circuit that processes the electrical signal output from the strain gauge and generates a detection signal corresponding to the applied force. Based on the knowledge that the stress generated by the hub 410 is proportional to the applied force, the applied force is directly detected by embedding the strain gauge in the hub 410. It should be noted that the specific structure of the detection unit 420 is disclosed in, for example, Japanese Patent Application Laid-Open No. 04-331336 and Japanese Patent Application Laid-Open No. 10-318862, so the above documents can be referred to if necessary. The detection unit 420 can be provided on the drive shaft 200.

[0051] like Figure 2As shown, the control device 900 is configured to include an angular acceleration acquisition unit 910 , a motor torque acquisition unit 920 , a ground contact force acquisition unit 930 , a friction coefficient acquisition unit 940 , an inertia moment calculation unit 950 , an error detection unit 960 , and a storage unit 970 . Figure 2 The components of the control device 900 shown can be constituted by circuits (hardware) or central processing units such as CPUs, and programs (software) for making them function.

[0052] The vehicle 1000 of the present embodiment configured as described above is manufactured in a factory, for example, and before shipment, the tire 800 is rotated on a drum (chassis dynamometer) to perform various measurements. Figure 3 2 is a schematic diagram showing a situation where the vehicle 1000 is placed on the rotating drum 2000 and measured. In the present embodiment, in particular, the inertia moment around the tire 800 is calculated by obtaining various parameters by driving the vehicle 1000 on the rotating drum 2000. Here, the inertia moment around the tire 800 is equivalent to the inertia moment of the rotating parts including the wheels. The inertia moment of the rotating parts including the wheels includes the inertia moment of the parts that rotate as the vehicle travels, such as the brake disc.

[0053] When measuring, the measuring device 990 may be connected to the vehicle 1000. The calculation of the inertia moment I described below may be performed by the control device 900 of the vehicle 1000 or by the measuring device 990. In other words, the measuring device 990 has Figure 2 The control device 900 shown in FIG. 9 is configured in the same manner. When the measuring device 990 calculates the moment of inertia I, the measuring device 990 writes the calculated moment of inertia I into the storage unit 970 of the control device 900 .

[0054] The shape (radius) of the drum 2000 and the state of the surface of the drum 2000 are kept constant in advance. In addition, the tire 800 before shipment is in a new state, and a predetermined type of tire is mounted on the vehicle 1000. Therefore, the friction coefficient μ when the tire 800 contacts the drum 2000 can be obtained in advance with high accuracy.

[0055] In this embodiment, the friction coefficient μ between the tire 800 and the drum 2000 that can be obtained in advance is used to perform the following processing: the inertia moment I of the rotating parts from the rotor of the motor generator 110 to the tire 800 is calculated, and the calculated inertia moment I is written into the storage unit 970 of the control device 900.

[0056] The following equation (1) represents the friction coefficient μ, the motor torque T applied from the motor generator 110 to the wheel 410 (tire 800 ), and the friction coefficient μ. motor, an equation showing the relationship between the inertia moment I from the rotor of motor generator 110 to tire 800, the rotational angular acceleration α of motor generator 110, the tire radius r, and the ground contact force W.

[0057] μ=|(T motor -I×α) / (r×W)|···(1)

[0058] In this embodiment, the inertia moment I is calculated based on the formula (1) by measuring the moment of inertia on the drum 2000 before the vehicle 1000 is shipped from the factory. Here, the friction coefficient μ is the friction coefficient between the drum 2000 and the tire 800, and a predetermined value (predetermined value) is used. In addition, the motor torque T motor It is obtained based on the characteristics of the electric generator 110 and the current value of the electric generator 110 detected by the current sensor 120. The rotational angular acceleration α is obtained based on the detection value of the rotational angle sensor (encoder) 130 that detects the rotational angle of the electric generator 110. The tire radius r is predetermined based on the specifications of the vehicle 1000. In addition, the ground contact force W is detected by the detection unit 420 and is equivalent to the above-mentioned vertical force Fz. It should be noted that the ground contact force W can be obtained based on a load sensor that is provided on the drum 2000 and detects the load in the up and down directions.

[0059] Therefore, by substituting these parameters into the formula (1), the inertia moment I can be obtained based on the formula (1). The calculated inertia moment I is written to the storage unit 970 of the control device 900, or is written and stored in a storage device provided separately from the control device 900. It should be noted that when the measuring device 990 calculates the inertia moment I, the inertia moment I calculated by the measuring device 990 is transmitted to the vehicle 1000 side and stored.

[0060] Thus, by calculating the inertia moment I before the vehicle 1000 is shipped and storing it in the vehicle 1000, various controls of the vehicle 1000 can be performed with high accuracy based on the inertia moment I. In particular, in order to achieve safe vehicle control, it is very important to accurately reflect the inertia moment I of the hardware including the motors that differ from vehicle to vehicle and perform control.

[0061] Generally, it is difficult to accurately calculate the friction coefficient μ during driving of the vehicle 1000. According to the present embodiment, the friction coefficient μ between the tire 800 and the drum 2000 is calculated in advance with high accuracy, so the inertia moment I can be accurately calculated based on the equation (1). Therefore, the vehicle can be accurately controlled based on the inertia moment I.

[0062] Specifically, by obtaining the inertia moment I and maintaining it on the vehicle 1000 side, when the vehicle 1000 is actually traveling, various parameters other than the friction coefficient μ in equation (1) are obtained and substituted into equation (1) together with the inertia moment I, thereby being able to calculate the actual friction coefficient μ during traveling. act Therefore, based on the friction coefficient μ obtained during driving act , capable of optimally controlling vehicle 1000.

[0063] The calculation of the inertia moment I can be performed by a method other than equation (1). drum , and the angular acceleration of the drum 2000 is denoted as β, the following equation (2) holds. The inertia moment I of the drum 2000 is calculated in advance. drum When the vehicle 1000 is driven on the drum 2000, the angular acceleration β is detected by the rotation angle sensor of the drum 2000, so that the inertia moment I can be calculated according to the formula (2).

[0064] I drum ×β=T motor -I×α···(2)

[0065] In addition, when the sensor is in zero balance during calibration (the output when there is no load is set to a state where the sensor output is 0), the value of Fz (=W) can be determined based on the following formula (3), and written as a reference value BaseFz to the control device 900. Here, when the sensor is in zero balance, in other words, when the absolute value of the ground load W is unknown, the current load is calculated from Fx. As a premise at this time, various conditions such as no slipping can be used.

[0066] Fx=W×μ···(3)

[0067] The value of the contact force W can be expressed by the following equation (4) using the changed Fz obtained by the detection unit 420 during measurement.

[0068] W=Fz+BaseFz···(4)

[0069] Next, based on Figure 4 The process of calculating the inertia moment I is described with reference to the flowchart of FIG. Figure 4The processing is performed in each predetermined control cycle, mainly by the control device 900 or the measuring device 990. First, in step S10, when manufacturing the vehicle 1000, the tire 800 is placed on the drum 2000 in the final inspection process and driven at a specified speed. Specifically, the vehicle 1000 is driven in a manner that accelerates or decelerates. In the subsequent step S12, the friction coefficient acquisition unit 940 acquires the friction coefficient μ of the drum 2000 that has been measured in advance. In the subsequent step S14, the angular acceleration acquisition unit 910 acquires the angular acceleration α of the electric generator 110.

[0070] In the subsequent step S16, the known effective radius r of the tire 800 is obtained. In the subsequent step S18, the motor torque acquisition unit 920 acquires the motor torque T motor .

[0071] It should be noted that the motor torque T motor It can be obtained based on the characteristics of the motor generator 110 and the current value of the current sensor 120. In the subsequent step S20, the ground force acquisition unit 930 acquires the tire vertical load (ground force W) from the detection unit 420. In the subsequent step S22, the inertia moment calculation unit 950 calculates the inertia moment I according to the formula (1).

[0072] In the subsequent step S24, it is determined whether the calculated value of the moment of inertia I calculated in step S22 is within the range of ±10% of the design value. If the calculated value of the moment of inertia I is within the range of ±10% of the design value, the process proceeds to step S25. On the other hand, if the calculated value of the moment of inertia I exceeds the range of ±10% of the design value, the moment of inertia I calculated in the control cycle is not stored, and the process returns to step S10.

[0073] In step S25, the error detection unit 960 determines whether an error is detected in the measurement on the drum 2000. The error determination is performed by the following two methods. In the first error determination, it is determined whether the tire 800 and the drum 2000 rotate at a constant slip rate during the measurement. In other words, it is determined whether the rotation distance based on the rotation of the drum 2000 is a constant ratio relative to the travel distance of the tire 800. The travel distance of the vehicle 800 is calculated based on the rotation speed and radius of the tire 800. In addition, the rotation distance based on the rotation of the drum 2000 is also calculated based on the rotation speed and radius of the drum 2000.

[0074] When the ratio of the rotation distance of the drum 2000 to the travel distance of the tire 800 is, for example, approximately 0.8 to 0.9, it is determined that no error has occurred.

[0075] On the other hand, when the ratio of the distance based on the rotation of the drum 2000 to the travel distance of the tire 800 deviates from the range of about 0.8 to 0.9, it can be assumed that the friction coefficient of the contact surface between the tire 800 and the drum 2000 changes due to temperature changes, etc. Therefore, it is determined that an error is detected in this case. By detecting the error as described above, the calculation conditions of the moment of inertia I become strict, and the calculation accuracy of the moment of inertia I can be improved.

[0076] In addition, as a second error determination, an error is determined based on the relationship between the longitudinal force Fx detected by the detection unit 420 and the angular acceleration α of the rotating drum 2000 . Figure 5 is a characteristic diagram showing the relationship between the longitudinal force Fx and the angular acceleration α. ​​As described above, in the measurement on the drum 2000, the vehicle 1000 is accelerated or decelerated and the inertia moment I is calculated according to equation (1). At this time, the longitudinal force Fx detected by the detection unit 420 and the angular acceleration α of the drum 2000 should produce the following relationship based on the equation of motion: Figure 5 The error detection unit 960 detects the error in the measurement. Figure 5 If the longitudinal force Fx and the angular acceleration α are plotted in this way, for example, the curve is located at a position greater than Figure 5 When the dashed line shown in FIG. 4 is located further to the outside, it is determined that the longitudinal force Fx detected by the detection unit 420 is an abnormal value.

[0077] Thus, the accuracy of detection by the detection unit 420 can be guaranteed, and the correctness between the longitudinal force Fx and the vertical force Fz can be guaranteed, so the calculation accuracy of the inertia moment I can be further improved. In other words, the inertia moment I can be calculated, and a failure or insufficient correction of the detection unit 420 can be detected.

[0078] If an error is detected in step S25, the inertia moment I calculated in the cycle is not stored, and the process returns to step S10. On the other hand, if no error is detected in step S25, the process proceeds to step S26.

[0079] In step S26, the inertia moment I calculated in step S22 is stored (recorded). In the subsequent step S28, it is determined whether the number of storages in step S26 is less than 5 times. If the number of storages is less than 5 times, the process returns to step S10. On the other hand, if the number of storages exceeds 5 times, the process proceeds to step S30. In step S30, the average value of the inertia moment I of the 5 stored times is calculated. In the subsequent step S32, the average value calculated in step S30 is written to the control device 900.

[0080] As described above, according to the present embodiment, it is possible to accurately calculate the inertia moment I around the tire for each vehicle. As a result, the inertia moment I of each component including the tire surroundings, the motor (iron core), the hub, the wheel, and the tire can be obtained without measuring each component. In addition, vehicle control can be achieved based on the inertia moment I with high accuracy.

[0081] The preferred embodiments of the present invention are described in detail with reference to the accompanying drawings, but the present invention is not limited to the above examples. Anyone with ordinary knowledge in the technical field to which the present invention belongs will clearly understand that various variations or modifications can be thought of within the scope of the technical concept described in the claims, and these naturally also belong to the technical scope of the present invention.

Claims

1. A vehicle information calculation device, characterized in that: have: a motor torque acquisition unit configured to acquire torque of a motor driving the vehicle; an angular acceleration acquisition unit configured to acquire the angular acceleration of the motor; a ground contact force acquisition unit configured to acquire the ground contact force of the wheels of the vehicle; an inertia moment calculation unit configured to calculate an inertia moment of a rotation system of the vehicle including the wheel based on the torque acquired by the motor torque acquisition unit, the angular acceleration acquired by the angular acceleration acquisition unit, the ground contact force acquired by the ground contact force acquisition unit, and a first friction coefficient between the wheel of the vehicle and a ground contact surface as a surface of a rotating drum obtained in advance; as well as The friction coefficient calculation unit calculates an actual second friction coefficient between the wheel of the vehicle and an actual ground contact surface when the vehicle is actually running, based on the torque, the angular acceleration, the ground contact force, and the inertia moment when the vehicle is actually running.

2. The vehicle information calculation device according to claim 1, characterized in that: The inertia moment calculation unit is configured to calculate the inertia moment based on the torque, the angular acceleration, the ground contact force, and the friction coefficient, and further to calculate the inertia moment based on the diameter of the wheel.

3. The vehicle information calculation device according to claim 1 or 2, characterized in that: The vehicle information calculation device further includes a storage unit configured to store the moment of inertia calculated by the moment of inertia calculation unit.

4. The vehicle information calculation device according to claim 3, characterized in that: The storage unit is provided in the vehicle.

5. The vehicle information calculation device according to claim 1 or 2, characterized in that: The ground contact force acquisition unit includes a ground contact force sensor configured to detect an actual ground contact force of the wheel, and acquires the ground contact force from the ground contact force sensor.

6. The vehicle information calculation device according to claim 1 or 2, characterized in that: The torque, the angular acceleration, and the ground contact force are acquired in a state where the vehicle is placed on a drum that is in contact with the wheel and rotates as the wheel rotates.

7. The vehicle information calculation device according to claim 6, characterized in that: The ground contact force acquisition unit includes a load sensor configured to detect a load applied to the rotating drum, and acquires the ground contact force from the load sensor.

8. The vehicle information calculation device according to claim 6, characterized in that: The friction coefficient is a friction coefficient at a contact portion between the wheel and the drum, and is a predetermined value acquired in advance.

9. The vehicle information calculation device according to claim 6, characterized in that: The vehicle information calculation device further includes a first error detection unit configured to detect an error when a ratio of a rotation distance of the drum to a travel distance of the wheel is outside a predetermined range.

10. The vehicle information calculation device according to claim 9, characterized in that: When an error is detected by the first error detection unit, the moment of inertia calculated by the moment of inertia calculation unit is discarded.

11. The vehicle information calculation device according to claim 1 or 2, characterized in that: The vehicle information calculation device further includes a second error detection unit that detects an error when a ratio of the angular acceleration to the longitudinal force is outside a predetermined range based on a relationship between the longitudinal force of the wheel and the angular acceleration.

12. The vehicle information calculation device according to claim 11, characterized in that: When an error is detected by the second error detection unit, the moment of inertia calculated by the moment of inertia calculation unit is discarded.

13. A vehicle information calculation method, characterized in that: include: The step of obtaining the torque of a motor driving the vehicle; A step of obtaining the angular acceleration of the motor; A step of obtaining the ground contact force of the wheels of the vehicle; A step of calculating the inertia moment of a rotating system of the vehicle including the wheel based on the torque, the angular acceleration, the ground contact force, and a first friction coefficient between the wheel of the vehicle and a ground contact surface as a surface of a rotating drum obtained in advance; as well as The step of calculating an actual second friction coefficient between the wheels of the vehicle and an actual ground contact surface when the vehicle is actually running, based on the torque, the angular acceleration, the ground contact force and the inertia moment when the vehicle is actually running.

14. A vehicle control device, characterized in that: Provided in a vehicle having a motor as a driving source, the control device of the vehicle comprises: a storage unit that stores an inertia moment of a rotation system including a wheel driven by the motor; and a control unit configured to control the behavior of the vehicle based on the inertia moment stored in the storage unit, The inertia moment is calculated based on the torque of the motor, the angular acceleration of the motor, the ground contact force of the wheel, and a first friction coefficient between the wheel and a ground contact surface as a surface of a rotating drum obtained in advance. The control unit calculates an actual friction coefficient between the wheel and the ground contact surface when the vehicle is actually traveling based on the stored inertia moment, The control unit is configured to be able to perform control related to the driving force of the vehicle based on the calculated actual second friction coefficient between the wheel and an actual ground contact surface when the vehicle is actually traveling.

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