Control device for a vehicle

Abstract

A control device (10) of a vehicle (1) provided with two electric motors (2) that drive left and right wheels (5) of the vehicle (1) is provided with: a first calculation section (11) that calculates a required torque of a left axle (4L) and a required torque of a right axle (4R) of the vehicle (1) respectively; a second calculation section (12) that calculates an equivalent inertia moment of the left axle (4L) and an equivalent inertia moment of the right axle (4R) respectively; a third calculation section (13) that calculates a presumed angular acceleration of the left and right wheels (5) respectively based on the two required torques calculated by the first calculation section (11) and the two equivalent inertia moments calculated by the second calculation section (12); and a determination section (14) that compares an actual angular acceleration of the left and right wheels (5) and the presumed angular acceleration calculated by the third calculation section (13) and determines whether the left and right wheels (5) are off the ground respectively.

Description

Technical Field

[0001] This invention relates to a control device for a vehicle equipped with two electric motors that drive the left and right wheels, and more particularly to a control device for determining whether the wheels are off the ground. Background Technology

[0002] Previously, in control devices that drive the left and right wheels of a vehicle via an electric motor, a structure is known that, when wheel slippage is detected, controls that limit the power output from the electric motor and applies braking force to suppress slippage (see Patent Document 1). This technology assigns two control priorities in a non-interfering manner, which can improve the driving feel when suppressing slippage that has already occurred.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2006-256367

[0006] The technical problem that the invention aims to solve

[0007] However, the aforementioned patent document 1 does not specify the threshold αslip used to determine whether slippage is occurring, nor is it clear whether this threshold is a fixed or variable value. In such a determination, how to set the threshold is crucial; it is no exaggeration to say that the accuracy of the determination depends on the setting of the threshold. This is not limited to slippage determination but also applies to determining whether the wheel is completely lifted off the ground. Summary of the Invention

[0008] The vehicle control device of this application was made in view of the technical problem that one objective is to determine the ground clearance of the left and right wheels with high accuracy. Furthermore, not limited to this objective, the effects derived from the various structures shown in the embodiments of the invention described below, namely, effects that cannot be obtained by existing technology, are also other objectives of this application.

[0009] Technical means for solving technical problems

[0010] (1) The vehicle control device disclosed herein is a vehicle control device having two electric motors that drive the left and right wheels of the vehicle, comprising: a first calculation unit that calculates the required torque of the left axle and the required torque of the right axle of the vehicle respectively; a second calculation unit that calculates the equivalent moment of inertia of the left axle and the equivalent moment of inertia of the right axle respectively; a third calculation unit that calculates the estimated angular acceleration of the left and right wheels based on the two required torques calculated by the first calculation unit and the two equivalent moments of inertia calculated by the second calculation unit respectively; and a determination unit that compares the actual angular acceleration of the left and right wheels with the estimated angular acceleration calculated by the third calculation unit to determine whether the left and right wheels are off the ground respectively.

[0011] (2) Preferably, the vehicle also has a power distribution mechanism, which includes a reduction mechanism for reducing the rotational speed of the two motors, and the power distribution mechanism amplifies the torque difference between the two motors and distributes it to the left and right wheels respectively. When the second calculation unit calculates the estimated angular acceleration, it uses the reduction ratio and torque difference amplification factor of the power distribution mechanism.

[0012] (3) Preferably, each of the equivalent moments of inertia is calculated based on the ratio of the inertia of the two motors, the inertia of the left and right wheels and the angular acceleration of the left and right wheels.

[0013] The effects of the invention

[0014] The vehicle control device according to the present invention can determine the ground clearance status of the left and right wheels with high accuracy because it calculates the estimated angular acceleration, which is used as a threshold for ground clearance determination, based on the required torque and equivalent moment of inertia of the axle. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of a vehicle that utilizes the control device described in one embodiment.

[0016] Figure 2 It is used for explanation Figure 1 The diagram shows the structural skeleton of the vehicle's power distribution mechanism.

[0017] Figure 3 (a) represents the torque balance of the vehicle under ground contact conditions. Figure 3 (b) represents the torque balance in the off-ground state.

[0018] Figure 4 It is used to explain by Figure 1 The flowchart shows the determination steps performed by the control device. Detailed Implementation

[0019] The control device for a vehicle, as an embodiment, will be described with reference to the accompanying drawings. The embodiments shown below are merely illustrative and are not intended to exclude various modifications or techniques not explicitly described in these embodiments. The structures of this embodiment can be modified and implemented in various ways without departing from their essence. Furthermore, selections or appropriate combinations can be made as needed.

[0020] [1. Structure]

[0021] Figure 1 This is a schematic diagram of a vehicle 1 equipped with the control device 10 of this embodiment. The vehicle 1 is equipped with two electric motors 2 (electric motors) that drive the left and right wheels 5 (here, the rear wheels). In the following description, the letters "L" or "R" at the end of the symbols indicate the configuration position of the element involved (on the left or right side of the vehicle 1). For example, 5L indicates the left wheel (i.e., the left wheel) of the left and right wheels 5, and 5R indicates the right wheel (i.e., the right wheel) of the left and right wheels 5.

[0022] The two electric motors 2 have the function of driving at least one of the front or rear wheels of the vehicle 1, and may also have the function of driving all four wheels. Hereinafter, the one of the two electric motors 2 located on the left side will be referred to as the left electric motor 2L (left motor), and the one located on the right side will be referred to as the right electric motor 2R (right motor). The left electric motor 2L and the right electric motor 2R operate independently of each other and can output different magnitudes of driving force respectively. Furthermore, in this embodiment, the rated outputs of the left electric motor 2L and the right electric motor 2R are the same and are arranged in pairs.

[0023] The vehicle 1 in this embodiment includes a power distribution mechanism 3, which amplifies the torque difference between a pair of electric motors 2 and distributes it to the left and right wheels 5 respectively. Figure 2 As shown, the power distribution mechanism 3 includes a pair of reduction gears 3g (composed of) reducing the rotational speed of each motor 2. Figure 2 (The gear train is enclosed by the dotted lines in the diagram). The reduction mechanism 3g is a mechanism that increases torque by reducing the torque (driving force) output from the motor 2. The reduction ratio G of the reduction mechanism 3g is appropriately set according to the output characteristics and performance of the motor 2. In this embodiment, the reduction ratio G of the left and right reduction mechanisms 3g is the same. Furthermore, if the torque performance of the motor 2 is sufficiently high, the reduction mechanism 3g can be omitted. A pair of motors 2 are connected to the power distribution mechanism 3. By reducing the rotational speed of the motors 2, the torque is amplified and transmitted (distributed) to the left and right wheels 5 respectively.

[0024] like Figure 1 and Figure 2As shown, the power distribution mechanism 3 is a differential mechanism with yaw control (AYC) function, and it is inserted between the axle 4 (left axle 4L) connected to the left wheel 5L and the axle 4 (right axle 4R) connected to the right wheel 5R. The yaw control function refers to the function of adjusting the yaw torque by actively controlling the distribution ratio of the driving force (driving torque) of the left and right wheels 5, thereby stabilizing the posture of the vehicle 1. The power distribution mechanism 3 contains a planetary gear mechanism, a differential gear mechanism, etc. Furthermore, the vehicle drive system including a pair of electric motors 2 and the power distribution mechanism 3 is also called a DM-AYC (Dual-Motor Active Yaw Control) device.

[0025] Each motor 2L and 2R is electrically connected to the battery 7 via inverter 6 (6L, 6R). Inverter 6 is a converter (DC-AC inverter) that converts the power from the DC circuit on the battery 7 side (DC power) to the power from the AC circuit on the motor 2 side (AC power). The battery 7 is, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, capable of supplying a high-voltage DC current of several hundred volts. When motor 2 is running, the DC power is converted to AC power by inverter 6 and supplied to motor 2. When motor 2 generates electricity, the generated electricity is converted to DC power by inverter 6 and used to charge the battery 7. The operating state of inverter 6 is controlled by control device 10.

[0026] The control device 10 is one of the electronic control units (ECU, Electronic Control Unit) installed in the vehicle 1. It has a built-in processor (central processing unit), memory (main memory), storage device, interface device, etc. (not shown), and these components are connected to each other via an internal bus in a manner that enables them to communicate with each other. The decisions and controls made by the control device 10 are stored and saved in the memory as firmware and application programs. When the program is executed, the program content is expanded in the memory space and executed by the processor.

[0027] like Figure 1 As shown, the control device 10 is connected to the throttle opening sensor 21, brake sensor 22, steering angle sensor 23, vehicle speed sensor 24, motor rotation speed sensor 25, and wheel speed sensor 26. The throttle opening sensor 21 detects the amount of pressure applied to the accelerator pedal (throttle opening) and its application speed. The brake sensor 22 detects the amount of pressure applied to the brake pedal (brake pedal travel) and its application speed. The steering angle sensor 23 detects the steering angle (actual steering angle or steering operation angle) of the left and right wheels 5. The vehicle speed sensor 24 detects the vehicle speed (driving speed).

[0028] Motor rotation speed sensor 25 detects the rotational angular velocity of motor 2 (i.e., motor angular velocity ω). Lm ω Rm The sensors are individually located on each motor 2. Similarly, the wheel speed sensor 26 detects the rotational angular velocity (wheel angular velocity ω) of the left and right wheels 5 (or axle 4). Lds ω Rds The sensors 21-26 are individually located near the left wheel 5L and the right wheel 5R, respectively. The control unit 10 controls the operating state of the inverter 6 based on the information detected by these sensors 21-26, thereby controlling the output of the pair of motors 2.

[0029] The control device 10 uses the actual value (actual angular acceleration) and the estimated value (estimated angular acceleration) of the angular acceleration of the left and right wheels 5 to perform ground clearance determination on the left and right wheels 5 respectively. Ground clearance determination is a determination of whether the drive wheels are in a state of being lifted off the road surface (idling state), and it is performed on the left and right wheels 5 separately. If the ground clearance determination is "yes", control to eliminate the ground clearance state, control to stop the vehicle 1, etc. can be implemented. If the ground clearance determination is "no", it means that both left and right wheels 5 are in a grounded state (normal). In addition, ground clearance determination is always performed (according to a predetermined cycle) when the main power supply of the vehicle 1 is in a state of being turned on (Ready ON: ready to be turned on).

[0030] like Figure 1 As shown, the control device 10 is internally equipped with a first calculation unit 11, a second calculation unit 12, a third calculation unit 13, and a decision unit 14. These elements facilitate the classification and representation of the functions of the control device 10. These elements can be described as independent programs or as composite programs combining multiple elements. The programs corresponding to each element are stored in the memory or storage device of the control device 10 and are executed by the processor.

[0031] like Figure 3 As shown in (a), when both left and right wheels 5 are in a grounded state, that is, when both left and right wheels 5 are in contact with the road surface, the torque T transmitted to the road surface is... Lroad T Rroad The driving torque input from the left and right wheels 5 (i.e., the required torque T of the left and right axles 4L and 4R) is the driving torque input from the left and right wheels 5. Lds T Rds The value is obtained by subtracting the inertial torque of the left and right wheels 5. Therefore, under grounded conditions, both Formula 1 and Formula 2 below are valid.

[0032]

Mathematical Formula 1

[0033] ･･･Formula 1

[0034] ･･･Formula 2

[0035] in,

[0036] T Lroad T Rroad Torque transmitted to the road surface

[0037] T Lds T Rds Axle torque requirements

[0038] I Lds I Rds Equivalent moment of inertia of the axle (inertia on the axle)

[0039] , Wheel angular acceleration

[0040] On the other hand, such as Figure 3 As shown in (b), when either the left or right wheel 5 is off the ground, that is, when one of the left or right wheels 5 leaves the road surface and spins freely, the torque T transmitted to the road surface is... Lroad T Rroad It becomes 0. Therefore, since the left side of the formula for the wheel off the ground in Formula 1 (left wheel 5L) and Formula 2 (right wheel 5R) becomes 0, Formula 3 or Formula 4 below is valid. Furthermore, in Figure 3 In (b), although for convenience, it represents the state where both left and right wheels 5 are spinning freely, the ground clearance determination is made by determining the ground clearance state of either the left or right wheel 5.

[0041]

Mathematical Formula 2

[0042] ･･･Formula 3

[0043] ･･･Formula 4

[0044] Thus, if either the left or right wheel 5 is off the ground, the angular acceleration of the off-ground wheel is the same as (or greater than) the wheel angular acceleration calculated using Formula 3 or Formula 4 above. Therefore, in the off-ground determination, the actual wheel speed ω detected by the left and right wheel speed sensors 26L and 26R will be used. Lds ω Rds The actual angular acceleration of the time derivative is compared with the wheel angular acceleration (estimated angular acceleration) calculated by formula 3 or formula 4 above.

[0045] The first calculation unit 11 calculates the required torque T of the left axle 4L (left wheel 5L). Lds The required torque T for the right axle 4R (right wheel 5R)Rds The first calculation unit calculates the required torque T for the left and right axles 4 based on factors such as throttle opening, brake pedal travel, steering angle, and vehicle speed. Lds T Rds .

[0046] The second calculation unit 12 calculates the equivalent moment of inertia I of the left axle 4L. Lds The equivalent moment of inertia I of the right axle 4R Rds The equivalent moment of inertia is the inertia along each path from the left and right motors 2 to the left and right wheels 5. The second calculation unit 12, for example, is based on the wheel speed ω. Lds ω Rds Time derivative, motor inertia I m Tire inertia I t Calculate the equivalent moment of inertia I of the left and right axles 4 using the reduction ratio G, gear ratios b1 and b2, etc. Lds I Rds .

[0047] The third calculation unit 13 is based on the two required torques T calculated by the first calculation unit 11. Lds T Rds and the two equivalent inertial moments I calculated by the second calculation unit 12 Lds I Rds Let's calculate the estimated angular acceleration of the left and right wheels 5 respectively. The estimated angular acceleration is the threshold used in the ground clearance determination, and can be calculated, for example, according to the formulas 3 and 4 mentioned above.

[0048] The determination unit 14 compares the actual angular acceleration of the left and right wheels 5 with the estimated angular acceleration calculated by the third calculation unit 13, and performs a ground clearance determination for each of the left and right wheels 5. The determination unit 14 also checks the actual wheel speed ω detected by the left and right wheel speed sensors 26L and 26R. Lds ω Rds Perform a differential. If the obtained time differential value (i.e., the actual angular acceleration) is greater than the estimated angular acceleration, it is determined to be in an off-ground state. If the actual angular acceleration is less than the estimated angular acceleration, it is determined to be in a grounded state.

[0049] Here, use Figure 2 An example of power distribution mechanism 3 will be explained. Figure 2 The power distribution mechanism 3 shown has a pair of reduction gears 3g and a planetary gear mechanism. The pair of reduction gears 3g are set to a reduction ratio G, and the planetary gear mechanism has the function of amplifying the torque difference with a predetermined amplification factor. The power distribution mechanism 3 is preferably arranged between the left and right electric motors 2L and 2R in the vehicle width direction.

[0050] The planetary gear mechanism is a double-pinion planetary gear system with sun gear 3s1 and ring gear 3r as input elements and sun gear 3s2 and planet carrier 3c as output elements. Torque from the left motor 2L is input to the sun gear 3s1, and torque from the right motor 2R is input to the ring gear 3r. The input elements are configured to rotate integrally with the idle gear 37 (described later), and the output elements are configured to rotate integrally with the output shaft 33.

[0051] Each reduction mechanism 3g is configured to reduce the rotational speed of the motor 2 in two stages via four gears 34, 35, 36, and 37 on three shafts 31, 32, and 33, which are arranged in parallel. Hereinafter, the three shafts will be referred to sequentially from the upstream side of the power transmission path from the motor 2 to the left and right wheels 5 as the motor shaft 31, the auxiliary shaft 32, and the output shaft 33. Two of each of these shafts 31-33 are provided for the power distribution mechanism 3. The two motor shafts 31, two auxiliary shafts 32, and two output shafts 33 located on the left and right sides are configured similarly (symmetrically). Furthermore, the reduction mechanisms 3g provided on these shafts 31-33 are also configured similarly (symmetrically) on the left and right sides.

[0052] The motor shaft 31 is coaxial with the rotating shafts of the left and right motors 2L and 2R, and has a first fixed gear 34. A second fixed gear 35 meshes with the first fixed gear 34, and a third fixed gear 36 with a smaller diameter than the second fixed gear 35 is provided on the sub-shaft 32. The larger-diameter second fixed gear 35 is positioned inside the smaller-diameter third fixed gear 36 in the vehicle width direction. An idle speed gear 37 meshes with the third fixed gear 36 is provided on the output shaft 33. The first-stage reduction gear system consists of the first fixed gear 34 and the second fixed gear 35, and the second-stage reduction gear system consists of the third fixed gear 36 and the idle speed gear 37. Furthermore, the sun gear 3s1 is connected to the left idle speed gear 37, and the ring gear 3r is connected to the right idle speed gear 37.

[0053] The reduction ratio G of the reduction mechanism 3g can be expressed as the ratio (or the ratio of the number of teeth on the gears) of the rotational angular velocity transmitted from the motor 2 to the reduction mechanism 3g and the rotational angular velocity transmitted from the reduction mechanism 3g to the left and right wheels 5. Furthermore, within the power distribution mechanism 3, the reduction ratio of the path from the left motor 2L to the right wheel 5R is set as b1, and the reduction ratio of the path from the right motor 2R to the left wheel 5L is set as b2. In this case, the above formulas 1 and 2 can be expressed as formulas 5 and 6 below.

[0054]

Mathematical Expression 3

[0055] ･･･Formula 5

[0056] ･･･Formula 6

[0057] in,

[0058] T Lm T Rm Indicated torque of the electric motor (motor indicated torque)

[0059] T LIm T RIm The inertial torque of an electric motor (motor inertial torque)

[0060] , Angular acceleration of an electric motor (motor angular acceleration)

[0061] I m The inertia of an electric motor (motor inertia)

[0062] I t Wheel inertia (tire inertia)

[0063] In addition, the inertial torque T of the left and right motors 2L and 2R LIm T RIm The angular accelerations of the left and right motors 2L and 2R can be expressed as Equations 7 and 8 below, respectively, and can be expressed as Equations 9 and 10 below.

[0064]

Mathematical Expression 4

[0065] ･･･Formula 7

[0066] ･･･Formula 8

[0067] ･･･Formula 9

[0068] ･･･Formula 10

[0069] If we substitute formulas 5 and 6 into formulas 7-10 above, the torque T transmitted to the road surface will be... Lroad T Rroad It can be expressed as Formula 11 and Formula 12 below.

[0070]

Mathematical Expression 5

[0071]

[0072] ･･･Formula 11

[0073]

[0074] ･･･Formula 12

[0075] The first term on the right side of each of the above formulas 11 and 12 is the required torque T of the left and right axles 4. Lds T Rds The second term on the right of each is the equivalent moment of inertia I of the left and right axles 4. Lds I Rds Angular acceleration of left and right wheels 5 (wheel speed ω) Lds ω Rds The product of the time differential values. That is, the equivalent moment of inertia I of the left and right axles 4. Lds I Rds Based on the inertia I of two electric motors 2 m The inertia of the left and right wheels 5 t The calculation is based on the ratio of the angular acceleration of the left and right wheels 5.

[0076] As described above, when either the left or right wheel 5 is off the ground, due to the torque T transmitted to the road surface... Lroad T Rroad Since the left-hand side of Equations 11 and 12 becomes 0, Equations 13 and 14 can be derived by solving for angular acceleration. That is, the estimated angular acceleration in this case can be expressed by Equations 13 and 14. Therefore, given... Figure 2 In the control device 10 of the vehicle 1 with the power distribution mechanism 3 shown, the third calculation unit 13 uses the reduction ratio G and torque difference amplification factor of the power distribution mechanism 3 when calculating the estimated angular acceleration.

[0077]

Mathematical Expression 6

[0078] ･･･Formula 13

[0079] ･･･Formula 14

[0080] in,

[0081]

[0082] [2. Flowchart]

[0083] Figure 4 This is an example of a flowchart executed by control device 10. This flowchart, for example, is repeated at a predetermined cycle during the period from when vehicle 1 becomes Ready ON to when it becomes Ready OFF.

[0084] In step S1, the information detected by various sensors 21-26 is input to the control device 10. In step S2, the required torque T of the left and right axles 4 is calculated by the first calculation unit 11. Lds T RdsIn step S3, the equivalent moments of inertia I of the left and right axles 4 are calculated by the second calculation unit 12. Lds I Rds Next, in step S4, the estimated angular acceleration of the left and right wheels 5 is calculated by the third calculation unit 13.

[0085] In step S5, a ground clearance determination is performed on the left wheel 5L. That is, it is determined whether the actual angular acceleration of the left wheel 5L is greater than or equal to the estimated angular acceleration of the left wheel 5L calculated in step S4. If the determination result is "yes", the process proceeds to step S7, where it is determined that the left wheel 5L is in a ground-free state, and the process returns. On the other hand, if the determination result in step S5 is "no", the process proceeds to step S6, where a ground clearance determination is performed on the right wheel 5R.

[0086] That is, it is determined whether the actual angular acceleration of the right wheel 5R is greater than or equal to the estimated angular acceleration of the right wheel 5R calculated in step S4. If the determination result is "yes", the process proceeds to step S8, determining that the right wheel 5R is in a state of being off the ground, and the process returns. On the other hand, if the determination result in step S6 is "no", the process proceeds to step S9, determining that both left and right wheels 5 are in a state of being grounded, and the process returns.

[0087] [3. Functions and Effects]

[0088] (1) In the control device 10 described above, the estimated angular acceleration used as the threshold for determining ground clearance is based on the required torque T of the axle 4. Lds T Rds and equivalent inertial moment I Lds I Rds Therefore, since the judgment threshold can be appropriately set based on the operating state of vehicle 1, the ground clearance state of the left and right wheels 5 can be determined with high accuracy.

[0089] (2) Possess Figure 2 In the case of vehicle 1 with power distribution mechanism 3 as shown, since the estimated angular acceleration is calculated using the reduction ratio G and torque difference amplification factor of power distribution mechanism 3, the determination threshold can be set appropriately, and the accuracy of ground clearance determination can be improved.

[0090] (3) In addition, due to the equivalent inertial moment I Lds I Rds Based on the inertia I of two electric motors 2 m The inertia of the left and right wheels 5 t The ratio of the angular acceleration of the left and right wheels 5 is used to calculate the threshold, which can be set based on the rate of change of the rotational angular velocity of the left and right wheels 5, thereby improving the accuracy of the ground clearance determination.

[0091] [4. Other]

[0092] The vehicle 1 and control device described above are examples, and are not limited to the structures described herein. For example, the structure of the power distribution mechanism 3 is not limited to... Figure 2 The structure shown can accommodate various planetary gear mechanisms, as well as mechanisms other than planetary gear mechanisms. Furthermore, in the vehicle 1 described above, although a configuration with... Figure 2 The power distribution mechanism 3 shown is applicable to vehicles, but it is not mandatory. For example, the control device 10 described above can also be applied to vehicles equipped with hub motors as drive sources. Even in this case, ground clearance can be determined by comparing the estimated angular acceleration and the actual angular acceleration, just as in the embodiment described above.

[0093] Symbol Explanation

[0094] 1 vehicle

[0095] 2 Electric motor

[0096] 2L Left Motor

[0097] 2R Right Motor

[0098] 3 Power distribution mechanism

[0099] 3G speed reduction mechanism

[0100] 4 axles

[0101] 4L left axle

[0102] 4R Right Axle

[0103] 5 wheels

[0104] 5L Revolver

[0105] 5R Right Wheel

[0106] 10. Control Unit (ECU)

[0107] 11 First Computing Department

[0108] 12 Second Calculation Department

[0109] 13 Third Computing Department

[0110] 14 Judgment Department

[0111] 26, 26L, 26R Wheel Speed ​​Sensors

Claims

1. A control device for a vehicle, the vehicle comprising two electric motors for driving the left and right wheels of the vehicle, characterized in that, The vehicle has the following features: A power distribution mechanism amplifies the torque difference between the two motors and distributes it to the left and right wheels respectively, and adjusts the yaw torque by actively controlling the distribution ratio of the driving force of the left and right wheels; The left axle is inserted between the power distribution mechanism and the left wheel; as well as The right axle is inserted between the power distribution mechanism and the right wheel. The control device includes: A first calculation unit calculates the required torque of the left axle and the required torque of the right axle respectively. The second calculation unit calculates the equivalent moment of inertia of the left axle and the equivalent moment of inertia of the right axle respectively. A third calculation unit calculates the estimated angular acceleration of the left and right wheels based on the two required torques calculated by the first calculation unit and the two equivalent moments of inertia calculated by the second calculation unit. as well as The determination unit compares the actual angular acceleration of the left and right wheels with the estimated angular acceleration calculated by the third calculation unit to determine whether the left and right wheels are off the ground.

2. The vehicle control device according to claim 1, characterized in that, The power distribution mechanism of the vehicle includes a reduction mechanism for slowing down the rotational speed of the two electric motors. When calculating the estimated angular acceleration, the third calculation unit uses the reduction ratio and torque difference amplification factor of the power distribution mechanism.

3. The vehicle control device according to claim 2, characterized in that, Each of the equivalent moments of inertia is calculated based on the ratio of the inertia of the two motors, the inertia of the left and right wheels, and the angular acceleration of the left and right wheels.

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