Motion control device for vehicle, motion control method for vehicle

Abstract

The present application provides a kind of vehicle motion control device, can realize the high-precision vehicle motion control considered the restriction that actuator will occur in the future.It is characterized in that, including: actuator characteristic change estimation part, the characteristic change of actuator from current time to future time is estimated;Controllable range estimation part, according to the characteristic change calculated by the actuator characteristic change estimation part, the target trajectory of vehicle and the current vehicle state, the controllable range of vehicle motion is calculated;Vehicle motion planning unit, generates motion plan in the controllable range calculated by the controllable range estimation part;Evaluation value calculation unit, calculates evaluation value based on the motion plan generated by the vehicle motion planning unit;And judging unit, judges whether the evaluation value calculated by the evaluation value calculation unit is minimum, wherein, the controllable range estimation part refers to the target trajectory of the vehicle, for the motion of vehicle from current time, at least including the characteristics of the output range of actuator is considered on the basis, the controllable range of vehicle motion in future time is calculated, the vehicle motion planning unit refers to the specified evaluation function and generates motion plan in the controllable range of vehicle motion calculated by the controllable range estimation part.

Description

Technical Field

[0001] This invention relates to the structure of a control device for controlling the movement of a vehicle and its control method, and particularly to a technology that can effectively improve the ride comfort and handling stability of a vehicle. Background Technology

[0002] For motor vehicles, people not only demand that they serve as a means of transportation, but also that they possess safety and comfort. In addition to improving fuel efficiency and driving performance, people have very high expectations for ride comfort such as smooth driving and handling stability such as easy driving.

[0003] However, unlike railways, motor vehicles have uncertain travel routes and destinations. When driving on ordinary roads, they will travel on curves and slopes with various curvatures and gradients, as well as on uneven surfaces. Therefore, given the limited driving range of actuators such as suspension actuators, it is very important to properly control the vehicle's attitude and movement to ensure good ride comfort.

[0004] Existing technologies for controlling vehicle attitude using suspension actuators include, for example, those described in Patent Document 1.

[0005] Patent Document 1 describes a method for achieving a balance between maintaining good ride comfort and handling stability while suppressing the temperature rise of the working oil inside the shock absorber during vehicle operation by adjusting the damping force of the shock absorber. The method involves measuring or calculating the temperature of the working oil inside the shock absorber and adjusting the damping amount accordingly to a damping amount that maintains good ride comfort and handling stability and a damping amount that suppresses the temperature rise of the working oil inside the shock absorber.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent Application Publication No. 2004-175125 Summary of the Invention

[0009] The technical problem that the invention aims to solve

[0010] However, the method in the aforementioned patent document 1 does not take into account the limitations caused by the future temperature rise of the working oil in the shock absorber. If the internal working oil temperature rises significantly, there is a possibility that ride comfort and handling stability cannot be maintained well during driving.

[0011] Therefore, there are situations where ride comfort and handling stability, which are initially good, may suddenly be lost, resulting in a feeling of unpleasantness in the vehicle's characteristics.

[0012] Therefore, the object of the present invention is to provide a vehicle motion control device and a vehicle motion control method that can achieve high-precision vehicle motion control that takes into account the limitations that may occur in the future of the actuator.

[0013] Technical means to solve the problem

[0014] To address the aforementioned issues, the present invention is characterized by comprising: an actuator characteristic change calculation unit that calculates the characteristic changes of the actuator from the current time to a future time; a controllable range calculation unit that calculates the controllable range of vehicle motion based on the characteristic changes calculated by the actuator characteristic change calculation unit, the target trajectory of the vehicle, and the current vehicle state; a vehicle motion planning unit that generates a motion plan within the controllable range calculated by the controllable range calculation unit; an evaluation value calculation unit that calculates an evaluation value based on the motion plan generated by the vehicle motion planning unit; and a judgment unit that determines whether the evaluation value calculated by the evaluation value calculation unit is the minimum, wherein the controllable range calculation unit, with reference to the target trajectory of the vehicle, calculates the range of controllable vehicle motion for future time based on the characteristics of the actuator, including at least the output range, for the motion of the vehicle from the current time, and the vehicle motion planning unit generates a motion plan within the range of controllable vehicle motion calculated by the controllable range calculation unit, with reference to a predetermined evaluation function.

[0015] In addition, the present invention is characterized in that: with reference to the target trajectory of the vehicle, and considering the motion of the vehicle from the current moment, the range of controllable vehicle motion at future moments is obtained based on the characteristics of the actuator, including at least the output range, and a motion plan is generated within this range with reference to a prescribed evaluation function.

[0016] Invention Effects

[0017] According to the present invention, a vehicle motion control device and a vehicle motion control method can be realized, which can achieve high-precision vehicle motion control that takes into account the limitations that may occur in the future of the actuator.

[0018] Therefore, even when there are limitations to the actuator's drive—such as rising working oil temperature or power source depletion—the vehicle's attitude can be appropriately controlled to maintain good ride comfort and handling stability.

[0019] Other issues, features, and effects not described above will become clear through the following description of the implementation methods. Attached Figure Description

[0020] Figure 1 This is a diagram showing the schematic structure of the vehicle according to Embodiment 1 of the present invention.

[0021] Figure 2 This is a functional block diagram of the vehicle motion control device according to Embodiment 1 of the present invention.

[0022] Figure 3 It is a diagram showing the condition of vehicles and their driving surfaces.

[0023] Figure 4 It is a diagram showing the change in the roll angle of a vehicle when the vehicle's actuators are not activated.

[0024] Figure 5 It is a diagram showing the range of controllable roll angles.

[0025] Figure 6 It is a diagram showing the operating speed and thrust characteristics of the suspension actuator.

[0026] Figure 7 This is a graph showing the upper and lower limits of the actual achievable roll angle after taking into account the characteristics of the actuator.

[0027] Figure 8 It is a graph representing the shift of instantaneous evaluation values.

[0028] Figure 9 This is a diagram showing the process of determining the roll angle that minimizes the evaluation value.

[0029] Figure 10 This is a diagram showing the plan for the roll angle that minimizes the evaluation value, calculated using the method of this invention. Detailed Implementation

[0030] The embodiments of the present invention are described below using the accompanying drawings. Furthermore, the same reference numerals are used to label the same structures in the various figures, and detailed descriptions of repeated parts are omitted.

[0031] Example 1

[0032] Reference Figures 1 to 10 The motion control device and control method for a vehicle according to Embodiment 1 of the present invention will be described.

[0033] Figure 1 This is a plan view showing the schematic structure of a vehicle 1 equipped with the motion control device 2 of this embodiment. The vehicle 1 of this embodiment is as follows... Figure 1 As shown, the vehicle body 10 houses wheels 11, an electric motor 12, a suspension actuator 13, a steering mechanism 14, a braking mechanism 15, and a stabilizer 16. Additionally, the vehicle 1 includes a higher-level controller 3 that controls the vehicle's motion control device 2, which is mounted alongside the vehicle's motion control device 2.

[0034] In addition, the other components are mounted in the same way as in a normal vehicle, but the description of the embodiments of the present invention is not necessary, so the illustrations and descriptions are omitted.

[0035] In addition, a coordinate system is adopted with the front-to-back direction of vehicle 1 as the x-axis (front direction is positive), the left-to-right direction as the y-axis (left direction is positive), and the up-to-down direction as the z-axis (up direction is positive).

[0036] Figure 1 In the diagram, FL indicates the structure corresponding to the left front, Fr indicates the structure corresponding to the right front, RL indicates the structure corresponding to the left rear, and Rr indicates the structure corresponding to the right rear. Taking wheel 11 as an example, 11 FL 11 Fr 11 RL 11 Rr These are the left front wheel, right front wheel, left rear wheel, and right rear wheel. Additionally, when using F and R alone, F indicates the structure corresponding to the front side, and R indicates the structure corresponding to the rear side.

[0037] An in-wheel motor, namely motor 12, is installed on each wheel 11. FL 12 Fr 12 RL 12 Rr These electric motors 12 independently provide driving and braking torque to the wheels 11.

[0038] Suspension actuators 13 are respectively installed between each wheel 11 and the vehicle body 10 via the housing of the in-wheel motor. FL 13 Fr 13 RL 13 Rr These suspension actuators 13 absorb the vibrations and impacts experienced by each wheel 11, or adjust the position of the vehicle body 10 and the wheels 11 to control the attitude of the vehicle body 10.

[0039] In addition, among suspension actuators, there are semi-active suspensions, which are composed of a damper and a coil spring that can change viscosity, and fully active suspensions, which can adjust their viscosity and elastic constants by using an electromagnetic linear actuator that generates thrust. The following description assumes that suspension actuator 13 is a fully active suspension.

[0040] Steering mechanism 14 is a device for steering vehicle 11 to change the direction of travel of vehicle 1. In this embodiment, front wheel steering mechanism 14 is used. F To steer the front wheels, use the rear wheel steering mechanism 14 R To steer the rear wheels.

[0041] Braking mechanism 15 is a device for braking the rotation of wheel 11. In this embodiment, it includes a left front wheel 11. FL Brake 15 FL Right front wheel 11 Fr Brake 15Fr 11 left rear wheel RL Brake 15 RL and right rear wheel 11 Rr Brake 15 Rr These are the four brakes.

[0042] The stabilizer 16 is a device that suppresses the relative vertical movement of the left and right wheels 11, thereby suppressing the roll of the vehicle 1. In this embodiment, the stabilizer 16 is a control stabilizer capable of electrically adjusting its torsion angle. Furthermore, this embodiment includes a front stabilizer 16. F , and the 16 stabilizers used at the rear R These two stabilizers.

[0043] Figure 2 This is a functional block diagram showing the connection and control of the signal lines of the vehicle as a whole, relating to the components of the present invention and the motion control device 2 of the vehicle.

[0044] like Figure 2 As shown, the vehicle's motion control device 2 is configured to operate the electric motor 12, suspension actuator 13, steering mechanism 14, braking mechanism 15, stabilizer 16, and other actuators accordingly based on the driver's operation, instructions from the upper controller 3 (target trajectory, etc.), and vehicle information (vehicle speed, front / rear / left / right / up / down acceleration, roll rate, pitch rate, yaw rate, etc.) from the combined sensors (not shown) mounted on the vehicle body 10 regarding the vehicle's motion and attitude.

[0045] The vehicle motion control device 2 has the functions of a vehicle motion control unit 21, an actuator control unit 22, and an actuator future limit calculation unit 23. The vehicle motion control unit 21 generates operation commands and inputs them to the actuator control unit 22.

[0046] In addition, the actuator control unit 22 generates individual instructions for each actuator based on the input operation instructions.

[0047] The actuator future limit calculation unit 23 is structured such that it calculates the future limit of the actuator based on the actuator's operating information and the target trajectory, and notifies the vehicle motion control unit 21.

[0048] The specific actions in this embodiment will be explained using the example of vehicle 1 starting from a straight-line driving state, making a left turn, and then resuming straight-line driving. Figure 3 This diagram shows the condition of vehicle 1 and the road surface it travels on. Vehicle 1 is moving along road surface 5 and making a left turn in the direction of travel.

[0049] First of all, Figure 4The diagram shows the change in the roll angle of vehicle 1 when the actuator of vehicle 1 is not specifically operated. Figure 4 In this embodiment, the roll angle is plotted as a dimensionless quantity with a maximum value of 1. Furthermore, in the figures relating to the roll angle in this embodiment, all figures are plotted as dimensionless quantities.

[0050] Vehicle 1 gradually increases the steering wheel angle while traveling along road surface 5 to the center of the curve, and from there gradually reverses the steering angle to drive towards the curve exit. Figure 4 During the journey, the vehicle begins to turn at time 0, reaches the center of the curve at time 5, and leaves the curve at time 10, resuming its straight-line driving state.

[0051] Assuming the speed of vehicle 1 remains constant during this period, the lateral acceleration acting on vehicle 1 is approximately proportional to the rudder angle, and becomes convex between 0 and 10 seconds. Similarly, the roll angle is approximately proportional to the lateral acceleration, so the roll angle of vehicle 1 also becomes convex between 0 and 10 seconds, as shown below. Figure 4 The shape shown.

[0052] Here, when the suspension actuator 13 is activated as an actuator to change the roll angle, if it is assumed that the suspension actuator 13 always outputs maximum thrust during cornering, then for Figure 4 The roll angle shown can be controlled to an angle with an amplitude corresponding to its thrust in both the direction of increasing and decreasing the roll angle. The range of controllable roll angle is between the upper limit and the lower limit of the controllable roll angle.

[0053] exist Figure 5 The diagram shows the range of controllable roll angles obtained by marking the upper and lower limits with dashed lines. If the roll angle is planned within this controllable range in a way that minimizes the specified evaluation function, then vehicle motion that meets the evaluation can be achieved. Here, regarding the evaluation function, from the viewpoint that smooth vehicle motion improves ride comfort, the sum of the squares of the roll angles is used as the evaluation function, with the goal of controlling the roll angle to 0 degrees. Figure 5 The figure shows the planned roll angle that minimizes the evaluation value.

[0054] Here, the output characteristics of suspension actuator 13 are considered. Figure 6 The operating speed and thrust characteristics of the suspension actuator 13 used in this embodiment are shown.

[0055] This actuator uses electromagnetic force to generate thrust and has instantaneous and rated characteristics. That is, it can apply a large amount of electrical power and output a large thrust when the actuator coil is sufficiently cooled. However, the coil temperature rises due to the current, and the coil will be damaged if the temperature exceeds the limit. Therefore, when the coil temperature rises, the applied electrical power needs to be reduced, and the thrust will decrease.

[0056] The former, referring to the characteristics under cooling conditions, is the instantaneous characteristic; the latter, referring to the characteristics under conditions where electrical power is reduced to prevent excessive temperature rise, is the rated characteristic. When using this actuator, the maximum thrust under the instantaneous characteristic can be operated for approximately 5 seconds.

[0057] Based on the characteristics of the suspension actuator 13, the temperature rises when the suspension actuator 13 is working. If the temperature rise is significant, the thrust needs to be reduced for protection. Taking this into account, the range of controllable roll angles is determined.

[0058] Figure 7 This is a graph showing the upper and lower limits of the practically achievable roll angle after considering the characteristics of the actuator. For example... Figure 7 As shown, compared with the upper and lower limits of the controllable roll angle calculated based on the maximum thrust, which are shown by dashed lines, the actual achievable upper and lower limits after considering the characteristics of the actuator are closer to the direction of the roll angle of vehicle 1 when the actuator of vehicle 1 is not operated, and the controllable range is reduced.

[0059] according to Figure 7 It can be seen that the planned roll angle that minimizes the evaluation value is outside the controllable range that the suspension actuator 13 can actually achieve, and the control fails.

[0060] By observing the shift in instantaneous evaluation values, one can assess the inability to control the planned roll angle due to deviation from the range. Figure 8 As shown. It can be seen that, compared to the evaluation value shown by the dashed line indicating that the roll angle can be controlled as planned, in the case of failure, from the moment of failure... Figure 8 The evaluation value rises sharply from 4 seconds onwards, creating a discontinuity. For the occupants of vehicle 1, this results in an unnatural feeling due to the abrupt change in roll angle, leading to a deterioration in ride comfort.

[0061] Therefore, in this invention, by Figure 9 The process shown implements roll angle control.

[0062] First, in the actuator characteristic change calculation unit 91, the change in the output characteristics of the suspension actuator 13 from the current time to a future time is calculated. Here, based on the current calculated temperature of the actuator coil and the necessary thrust of the actuator assumed when traveling along the target trajectory, the future temperature of the coil is calculated, and the change in output characteristics is estimated based on this temperature.

[0063] Next, in the vehicle motion controllable range calculation unit 92, the controllable range of vehicle motion is calculated based on the actuator's calculated value (the change in output characteristics calculated by the actuator characteristic change calculation unit 91), the target trajectory, and the current vehicle state. For this purpose, as follows... Figure 7 As shown, for the roll angle that occurs in vehicle 1 without specifically operating the actuator of vehicle 1, the upper limit of the controllable roll angle and the lower limit of the controllable roll angle are determined by considering the change in the output characteristics of the suspension actuator 13 at future times calculated by the actuator characteristic change calculation unit 91.

[0064] Next, in the vehicle motion planning unit 93, a motion plan is formulated within the controllable range calculated by the vehicle motion controllable range estimation unit 92.

[0065] Next, based on the motion plan generated by the vehicle motion planning unit 93, the evaluation value C* is calculated by the evaluation value calculation unit 94. Here, as shown in equation (1), the ideal roll angle is obtained. Compared with the actual roll angle The sum of squares of the differences.

[0066]

[0067] Next, in the judgment unit 95, it is determined whether the evaluation value C* calculated by the evaluation value calculation unit 94 is the minimum. If it is not the minimum (No), the process returns to the vehicle motion planning unit 93 to replan. If it is the minimum (Yes), the motion plan is taken as the decision value.

[0068] Next, the vehicle is controlled by the vehicle control unit 96 based on the determined motion plan.

[0069] Furthermore, in this embodiment, to simplify the explanation of the invention's principle, it is described based on controlling only one degree of freedom: the roll angle. Thus, the evaluation object is only the roll angle; however, when controlling two or more degrees of freedom, the vehicle's motion is planned using an evaluation function to minimize its evaluation value.

[0070] For example, the ideal roll angle can also be obtained as shown in equation (2). Compared with the actual roll angle The difference and the ideal pitch angle θ i The sum of squares of the differences between the pitch angle and the actual pitch angle θ.

[0071] Furthermore, as shown in equation (3), the evaluation values ​​of the six degrees of freedom of the motion of vehicle 1 can be calculated to plan the motion of vehicle 1 in a way that minimizes them.

[0072] In addition, the evaluation function can also be MSI (motion sickness incidence), G (acceleration), Jerk (jerk), or a weighted sum of G (acceleration) and Jerk (jerk), or a weighted sum of all of them. Furthermore, the evaluation function can also be a function that calculates the range outside the controllable range based on the vehicle's motion.

[0073]

[0074]

[0075] exist Figure 10 Used in the middle Figure 9 The method of the present invention shown calculates a roll angle plan that minimizes the evaluation value. It enables the setting of a roll angle motion plan based on future changes in actuator output characteristics, preventing control failure, preventing deterioration of ride comfort, and controlling to the optimal roll angle.

[0076] As explained above, the vehicle motion control device 2 of this embodiment includes: an actuator characteristic change calculation unit 91, which calculates the characteristic change of the actuator from the current time to a future time; a controllable range calculation unit 92, which calculates the controllable range of vehicle motion based on the characteristic change calculated by the actuator characteristic change calculation unit 91, the target trajectory of the vehicle, and the current vehicle state; a vehicle motion planning unit 93, which generates a motion plan within the controllable range calculated by the controllable range calculation unit 92; an evaluation value calculation unit 94, which calculates an evaluation value based on the motion plan generated by the vehicle motion planning unit 93; and a judgment unit 95, which determines whether the evaluation value calculated by the evaluation value calculation unit 94 is the minimum. The controllable range calculation unit 92, referring to the target trajectory of the vehicle, calculates the controllable range of vehicle motion for the future time based on the characteristics of the actuator, including at least the output range, for the motion of the vehicle from the current time. The vehicle motion planning unit 93 generates a motion plan within the controllable range of vehicle motion calculated by the controllable range calculation unit 92, referring to a predetermined evaluation function.

[0077] Furthermore, the vehicle's motion comprises six degrees of freedom: acceleration in the longitudinal direction, lateral acceleration, vertical acceleration, roll angle, pitch angle, and yaw rate. Alternatively, it can be defined as the vehicle's motion comprising six degrees of freedom: acceleration in the longitudinal direction, lateral acceleration, vertical position, roll angle, pitch angle, and yaw rate.

[0078] In addition, the characteristics of the actuator, including at least the output range, are the future characteristics of the actuator's output range and movable range on the time axis.

[0079] Furthermore, when vehicle 1 follows the target trajectory and the output of the actuator required for following is determined, the range of controllable vehicle movement from that state to a future time is defined as the margin between the vehicle's movement and the movement of the vehicle that travels along the target trajectory without using the vehicle movement planning unit 93.

[0080] In addition, the vehicle motion planning unit 93 generates a motion plan that minimizes the prescribed evaluation function within the range of controllable vehicle motion.

[0081] In addition, the specified evaluation function is a function that takes into account the controllable range of the actuator, including at least the output range, based on the range of vehicle motion, and maximizes it as the evaluation.

[0082] In addition, the motion plan includes the vehicle's attitude angles such as roll angle and pitch angle.

[0083] As explained above, the motion control device for the vehicle according to this embodiment can take into account future limitations caused by temperature rise and power source depletion resulting from the operation of the actuators, and calculate the operating commands of each actuator based on this, thereby maintaining good ride comfort and handling stability.

[0084] Furthermore, the present invention is not limited to the above embodiments, but includes various modifications. For example, the above embodiments are described in detail for ease of understanding of the present invention and are not limited to having all the described structures. Additionally, a portion of the structure of one embodiment can be replaced with the structure of another embodiment, or the structure of another embodiment can be added to the structure of one embodiment. Furthermore, for a portion of the structure of each embodiment, other structures can be added, deleted, or replaced.

[0085] Explanation of reference numerals in the attached figures

[0086] 1...vehicle, 2...vehicle motion control device, 3...upper-level controller, 5...road surface, 10...vehicle body, 11(11) FL 11 Fr 11 RL 11 Rr ...wheels, 12(12) FL 12 Fr 12 RL 12 Rr ...electric motor, 13(13) FL 13 Fr 13 RL 13Rr ...suspension actuators, 14(14) F 14 R ...steering mechanism, 15(15) FL 15 Fr 15 RL 15 Rr ...braking mechanism, 16(16) F 16 R )...Stabilizer, 21...Vehicle motion control unit, 22...Actuator control unit, 23...Actuator future limit calculation unit, 91...Actuator characteristic change calculation unit, 92...Controllable range calculation unit for vehicle motion, 93...Vehicle motion planning unit, 94...Evaluation value calculation unit, 95...Judgment unit, 96...Vehicle control unit.

Claims

1. A motion control device for a vehicle, characterized in that, include: The actuator characteristic change calculation unit calculates the characteristic change of the actuator from the current time to a future time. The controllable range calculation unit calculates the controllable range of vehicle motion based on the characteristic changes calculated by the actuator characteristic change calculation unit, the target trajectory of the vehicle, and the current vehicle state. The vehicle motion planning unit generates a motion plan within the controllable range calculated by the controllable range estimation unit; The evaluation value calculation unit calculates the evaluation value based on the motion plan generated by the vehicle motion planning unit; and The judgment unit determines whether the evaluation value calculated by the evaluation value calculation unit is the minimum. The actuator characteristic change estimation unit calculates the future temperature based on the current temperature of the actuator and the required output of the actuator when traveling along the target trajectory of the vehicle. Based on the estimated temperature, it estimates the characteristic change of the actuator, including at least the output range. The controllable range estimation unit, referring to the target trajectory of the vehicle, calculates the controllable range of vehicle movement at future times based on the characteristics of the actuator, including at least its output range, for the vehicle's movement from the current moment. Within the range of controllable vehicle motion calculated by the controllable range estimation unit, the vehicle motion planning unit generates a motion plan for the vehicle body attitude angle, which is the control object of the actuator, by referring to a prescribed evaluation function.

2. The vehicle motion control device as described in claim 1, characterized in that: The motion of the vehicle consists of six degrees of freedom: acceleration in the forward and backward direction, acceleration in the lateral direction, acceleration in the vertical direction, roll angle, pitch angle, and yaw rate.

3. The vehicle motion control device as described in claim 1, characterized in that: The motion of the vehicle consists of six degrees of freedom: acceleration in the forward and backward direction, lateral acceleration, position in the vertical direction, roll angle, pitch angle, and yaw rate.

4. The vehicle motion control device as described in claim 1, characterized in that: The actuator's characteristics, including at least the output range, are the future characteristics of the output range and the movable range on the time axis.

5. The vehicle motion control device as described in claim 1, characterized in that: When the vehicle follows the target trajectory and the output of the actuator required for following is determined, the range of controllable vehicle movement from that state to a future time is defined as the margin between the vehicle's movement and the movement of the vehicle that travels along the target trajectory without using the movement plan generated by the vehicle movement planning unit.

6. The vehicle motion control device as described in claim 5, characterized in that: Within the range of controllable vehicle movement, a motion plan is generated that minimizes the specified evaluation function.

7. The vehicle motion control device as described in claim 1, characterized in that: The specified evaluation function is a function calculated based on the incidence of motion sickness, acceleration, jerk, or a weighted sum of acceleration and jerk, or a weighted sum of these.

8. The vehicle motion control device as described in claim 1, characterized in that: The specified evaluation function is a function that takes into account the controllable range of the actuator, including at least the output range, based on the range of vehicle motion, and maximizes this range as the evaluation.

9. A method for controlling the motion of a vehicle, characterized in that, include: The actuator characteristic change calculation step calculates the characteristic change of the actuator from the current time to a future time. The controllable range estimation step calculates the controllable range of vehicle motion based on the characteristic changes calculated by the actuator characteristic change estimation step, the target trajectory of the vehicle, and the current vehicle state. The vehicle motion planning step generates a motion plan within the controllable range calculated by the controllable range estimation step. The evaluation value calculation step calculates the evaluation value based on the motion plan generated by the vehicle motion planning step. and The judgment step determines whether the evaluation value calculated by the evaluation value calculation step is the minimum. In the actuator characteristic change estimation step, the future temperature is estimated based on the current temperature of the actuator and the thrust required by the actuator when traveling along the vehicle's target trajectory. Based on the estimated temperature, the characteristic changes of the actuator, at least within its output range, are then estimated. In the controllable range calculation step, referring to the target trajectory of the vehicle, and considering the characteristics of the actuator, including at least its output range, the controllable range of vehicle movement at future times is calculated for the vehicle's movement from the current moment. In the vehicle motion planning step, within the range of controllable vehicle motion calculated by the controllable range estimation step, a motion plan for the vehicle body attitude angle, which is the control object of the actuator, is generated with reference to a prescribed evaluation function.

10. The vehicle motion control method as described in claim 9, characterized in that: The motion of the vehicle consists of six degrees of freedom: acceleration in the forward and backward direction, acceleration in the lateral direction, acceleration in the vertical direction, roll angle, pitch angle, and yaw rate.

11. The vehicle motion control method as described in claim 9, characterized in that: The motion of the vehicle consists of six degrees of freedom: acceleration in the forward and backward direction, lateral acceleration, position in the vertical direction, roll angle, pitch angle, and yaw rate.

12. The vehicle motion control method as described in claim 9, characterized in that: The actuator's characteristics, including at least the output range, are the future characteristics of the output range and the movable range on the time axis.

13. The vehicle motion control method as described in claim 9, characterized in that: When the vehicle follows the target trajectory and the output of the actuator required for the following is determined, the range of controllable vehicle motion from that state to a future time is defined as the margin between the motion of the vehicle that is planned to travel along the target trajectory without using the vehicle's motion control method.

14. The vehicle motion control method as described in claim 13, characterized in that: Within the range of controllable vehicle movement, a motion plan is generated that minimizes the specified evaluation function.

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