Vehicle control device

Abstract

The invention provides a vehicle control device capable of improving the achievement of a target value and shortening the calculation time. A vehicle control apparatus performs vehicle control based on a vehicle control actuator group on the basis of a driver input or a vehicle motion control request, the vehicle control apparatus acquiring an upper limit value and a lower limit value of a target tire force, the target tire force is at least one of three tire component forces including a longitudinal force, a lateral force, and a vertical force of the tire, and the achievable range of the target gravity center force is calculated on the basis of the upper limit value and the lower limit value of the target tire force. The target gravity center force is at least one of six gravity center components including a longitudinal force, a lateral force, a vertical force, a yaw moment, a pitch moment, and a roll moment of the vehicle, and the target gravity center force is set to a value within the achievable range on the basis of a driver input or a vehicle motion control request and the achievable range. And controls the vehicle control actuator group on the basis of the target gravity center force of the set target.

Description

Technical Field

[0001] This invention relates to a vehicle control device. Background Technology

[0002] Vehicle control devices are configured, for example, to control the corresponding tire forces (e.g., longitudinal and lateral forces) of each wheel based on target values ​​of the six components of the vehicle's center of gravity (longitudinal force, lateral force, vertical force, roll moment, pitch moment, and yaw moment). These tire forces are imparted through various actuators. For instance, Japanese Patent Application Publication No. 2022-165535 discloses a method for calculating the optimal tire forces to achieve the target without slowing down the solution search when tire forces are limited.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2022-165535 Summary of the Invention

[0004] Based on the aforementioned technology, the inventors have advanced the development of a vehicle control device that improves the achievability of target values ​​and reduces computation time by acquiring information on the six components of the center of gravity that can be reliably achieved with fewer computations. The objective of this invention is to provide a vehicle control device that improves the achievability of target values ​​and reduces computation time.

[0005] The vehicle control device of the present invention performs vehicle control based on a vehicle control actuator group based on driver input or vehicle motion control request. The vehicle control device acquires an upper limit and a lower limit of the target tire force, wherein the target tire force is at least one of the three forces of the tire, including longitudinal force, lateral force, and vertical force. Based on the upper and lower limits of the target tire force, the device calculates the achievable range of the target center of gravity force, wherein the target center of gravity force is at least one of the six forces of the center of gravity, including longitudinal force, lateral force, vertical force, yaw moment, pitch moment, and roll moment. Based on the driver input or the vehicle motion control request and the achievable range, the device sets the target's target center of gravity force to a value within the achievable range, and controls the vehicle control actuator group based on the set target's target center of gravity force.

[0006] Invention Effects

[0007] According to the present invention, vehicle control is performed based on the achievable range of the object's center of gravity force, thus enabling control of the vehicle control actuator assembly within the achievable range. By setting the target control value in a manner limited to the achievable range, the target's center of gravity force can be achieved more reliably. Furthermore, by setting the target control value within the achievable range, the likelihood of recalculation due to unachievability is reduced. Thus, according to the present invention, the achievability of the target's center of gravity force can be improved, and the computation time can be shortened. Attached Figure Description

[0008] Figure 1 This is a structural diagram of the vehicle control device according to this embodiment.

[0009] Figure 2 This is a flowchart illustrating the processing flow of the vehicle control device in this embodiment.

[0010] Figure 3 This is an explanatory diagram used to illustrate the range operation processing of this embodiment.

[0011] Figure 4 This is an explanatory diagram used to illustrate the range operation processing of this embodiment.

[0012] Figure 5 This is a conceptual diagram illustrating an example of the vehicle state in this embodiment.

[0013] Figure 6 This is an explanatory diagram used to illustrate the range operation processing of this embodiment. Detailed Implementation

[0014] Hereinafter, a vehicle control device 1, as an embodiment of the present invention, will be described in detail with reference to the accompanying drawings, as a means of carrying out the present invention. Furthermore, in addition to the embodiments described below, the present invention can be implemented in various ways with various modifications and improvements based on the knowledge of those skilled in the art. Regarding this embodiment, reference will be made to the description in prior art document (Japanese Patent Application Publication No. 2022-165535).

[0015] like Figure 1 As shown, the vehicle includes a vehicle control unit 1 and a vehicle control actuator group 2. The vehicle control unit 1 consists of an electronic control unit (ECU) equipped with one or more processors and one or more memories. The vehicle control unit 1 is a device that performs vehicle control based on the vehicle control actuator group 2 (multiple actuators) based on driver input or vehicle motion control requests. The vehicle control unit 1 is connected to a throttle sensor 91, a brake sensor 92, a steering sensor 93, and the vehicle control actuator group 2.

[0016] Throttle sensor 91 is a sensor that detects the amount of operation of the throttle mechanism (e.g., accelerator pedal) by the driver. Brake sensor 92 is a sensor that detects the amount of operation of the brake mechanism (e.g., brake pedal) by the driver. Steering sensor 93 is a sensor that detects the amount of operation of the steering component (e.g., steering wheel) by the driver. Vehicle control unit 1 acquires these detection values. Details of vehicle control unit 1 will be described later.

[0017] The vehicle control actuator group 2 consists of multiple actuators for performing vehicle control. The vehicle control actuator group 2 includes a drive actuator 21, a brake actuator 22, a steering actuator 23, an active stabilizer 24, and an active suspension 25.

[0018] The drive actuator 21 controls the braking / driving force of the vehicle based on instructions from the vehicle control device 1. In this embodiment, the drive actuator 21 is an internal motor installed in each wheel. Each drive actuator 21 can be controlled independently, and each wheel can generate driving force independently. Furthermore, each drive actuator 21 can also independently generate braking force through regenerative braking force.

[0019] Brake actuator 22 is a device that applies braking force to the tires based on commands from vehicle control device 1. Brake actuator 22 is, for example, assembled in a hydraulic braking system. Brake actuator 22 may be able to independently control the braking force of each wheel, or independently control the braking force of the front wheels and the braking force of the rear wheels.

[0020] Steering actuator 23 is a device that steers the steering wheels (e.g., the front and / or rear wheels) based on commands from vehicle control unit 1. In other words, steering actuator 23 controls the steering angle of the steering wheels. Steering actuator 23 can be part of electric power steering or steer-by-wire. The entire vehicle can be considered as a steering wheel.

[0021] The active stabilizer 24 controls the torsional angle of the stabilizer bar based on commands from the vehicle control unit 1. The active stabilizer 24 is, for example, located at the front and rear of the vehicle.

[0022] The active suspension 25 controls the suspension characteristics based on commands from the vehicle control unit 1. The active suspension 25 adjusts its extension and contraction via hydraulic or pneumatic control, thereby controlling the suspension reaction force. The active suspension 25 can control the damping force characteristics.

[0023] (Details of vehicle control device 1)

[0024] like Figure 2 As shown, the vehicle control device 1 is configured to execute a boundary acquisition process S1, a range calculation process S2, and a target control process S3. The boundary acquisition process S1 acquires the upper and lower limits of the target tire force, which is at least one of the three forces of the tire: longitudinal force, lateral force, and vertical force. The "upper and lower limits" of the target tire force (hereinafter also referred to as "limit values" or "upper and lower limits") are, for example, information preset (stored) in the vehicle control device 1 or other ECUs as initial settings, or information calculated based on the vehicle's driving state. Limit values ​​can also be called restrictive conditions. The target tire force is preset.

[0025] Vehicle control unit 1 retrieves information related to limit values ​​from its own memory or the memory of other ECUs, calculates the limit values ​​corresponding to the current situation (or, if no calculation is needed, uses the existing values), and obtains the current situation's limit values. For example, when various sensors detect that the vehicle is traveling on an unpaved road, vehicle control unit 1 calculates the current situation's limit values ​​by taking into account changes in the tire's friction circle. Thus, vehicle control unit 1 obtains the current situation's limit values ​​from memory or through calculation.

[0026] The vehicle control unit 1 obtains vehicle status information, which is related to the vehicle's state, from the status detection unit 8. If, based on the vehicle status information, it is determined that the upper and lower limits of the target tire force have changed, the achievable range is updated based on the changed upper and lower limits. The vehicle status information is obtained from the status detection unit 8. The status detection unit 8 may be, for example, acceleration sensors in various directions (e.g., front-to-back, left-to-right, up-down, yaw rate, etc.), wheel speed sensors installed on each wheel, surrounding monitoring sensors (e.g., lidar), ZMP sensors, and / or a road information storage device associated with map data. The vehicle control unit 1 can connect to the status detection unit 8 and its own vehicle location information (e.g., GPS).

[0027] For example, if the vehicle is determined to be traveling on an unpaved road based on the acquired vehicle status information, the vehicle control device 1 updates the limit value of the target tire force based on calculations of the vehicle status information or a preset limit value of the target tire force corresponding to the condition. In the vehicle control device 1, the limit values ​​of the three tire forces corresponding to the vehicle status information (driving condition) can be preset. Limit values ​​can be set for each condition (unpaved road, icy road, etc.).

[0028] (Range operation processing)

[0029] The range calculation process S2 is a process that calculates the achievable range of the object's center of gravity force, which is at least one of the six components of the center of gravity force, including the vehicle's longitudinal force, lateral force, vertical force, yaw moment, pitch moment, and roll moment, based on the upper and lower limits of the object's tire force obtained in the boundary acquisition process S1. The object's center of gravity force is preset.

[0030] The method for calculating the six-component force at the center of gravity based on the three-component forces of the tires is a well-known method and will be explained simply. The three-component forces of the tires are represented as the longitudinal force Fxi, the lateral force Fyi, and the vertical force Fzi. The subscript i indicates the position of the wheel. For example, in a six-wheeled vehicle, the right front wheel is represented as fr, the left front wheel as fl, the right center wheel as mr, the left center wheel as ml, the right rear wheel as rr, and the left rear wheel as fl.

[0031] The six components of the center of gravity are represented as the longitudinal force Fx, lateral force Fy, vertical force Fz, roll moment Mx, pitch moment My, and yaw moment Mz of the vehicle. The vector y of the center of gravity force, which is the object of calculation in the six components of the center of gravity, can be obtained by multiplying the vector u of the tire force, which will be the object of calculation in the tire force, by the coefficient matrix C (y = C × u: hereinafter also referred to as the "component force calculation formula"). The number of rows m in the coefficient matrix C corresponds to the number (types) of the center of gravity forces to be calculated, and the number of columns n corresponds to the degrees of freedom of the tire forces (C = [m × n]).

[0032] Specifically, for example, when the object's center of gravity force is a longitudinal force Fx and a yaw moment Mz, and the object's tire forces are the longitudinal forces Fxi of each tire of a 6-wheeled vehicle, the coefficient matrix C has 2 rows (m) and 6 columns (n ​​= 6 × 1), obtained by multiplying the number of tires by the degrees of freedom of each tire (the number of object tire forces). That is, in this case, the object's center of gravity force y is a 2x1 matrix (y = [FxMz]T), the coefficient matrix C is a 2x6 matrix, and the object's tire forces u are a 6x1 matrix (u = [Fxfr Fxfl Fxmr Fxml Fxrr Fxrl]).

[0033] The parameters C11...Cmn of the coefficient matrix C are determined based on the center of gravity force of the object being sought, the tire force of the object in u, and both. In the above example with 2 rows and 6 columns, as shown in the following equation (1), C11=1, C12=1, C13=1, C14=1, C15=1, C16=1, C21=-tf / 2, C22=tf / 2, C23=-tm / 2, C24=tm / 2, C25=tr / 2, C26=-tr / 2. tf is the track width of the front wheels, tm is the track width of the middle wheels, and tr is the track width of the rear wheels.

[0034] [Formula 1]

[0035]

[0036] In the matrix u, vehicle control device 1 calculates y using the aforementioned force calculation formula for all combinations representing u (2 to the power of 6 = 64 in this case) when the tire forces (here, longitudinal forces) of each of the six wheels change between upper and lower limits. For example, when all tire forces of the six wheels are at their upper limits, the longitudinal force Fx of the object's center of gravity becomes its maximum value, and the yaw moment Mz becomes 0. For example, the longitudinal force in the forward direction becomes a positive value, and the force in the backward direction becomes a negative value.

[0037] In this example, with the upper limit of the longitudinal force acting as the object tire being +3000N and the lower limit being -3000N, part of the calculation result is as follows: Figure 3As shown. If this result is plotted on a graph with longitudinal force Fx on the horizontal axis and yaw moment Mz on the vertical axis, it becomes... Figure 4 .exist Figure 4 The area (region) represented by a diamond shape at the center of the object becomes the range of vehicle motion control (range of the object's center of gravity force) that can be achieved by the object's tire forces under the above conditions. The vehicle control device 1 calculates and stores this achievable range based on the vehicle's condition. The longitudinal force and yaw moment of the vehicle generated by any combination of the longitudinal forces of each tire become values ​​within the achievable range.

[0038] Mathematically speaking, when the tire force of an object has k degrees of freedom, the points within the k-dimensional region formed by its upper and lower limits are called a convex combination, and the set of these points is called a convex set. Regarding the definition of a "convex combination," for a finite number of points x1, x2, ..., xk in an n-dimensional Euclidean space En, the points x given by the following equation (2) are called a convex combination of x1, x2, ..., xk. Regarding the definition of a "convex set," when S is set as a subset of En, if any convex combination of any two elements contained in S is also contained in S, then S is called a convex set.

[0039] [Formula 2]

[0040]

[0041] The endpoints of the set of forces formed by the object's center of gravity lie at points obtained by linear mapping of the convex set of forces formed by the object's tires (see "Corollary of Theorem 2" below). Therefore, by linearly mapping the endpoints formed by the upper and lower limits of the object's tire forces, the realizable range of the object's center of gravity forces (the control area that can be reliably realized) can be determined.

[0042] Regarding the definition of "endpoint," an element contained in a convex set S but not represented by a convex combination of another element contained in S is called an endpoint of the convex set S. Regarding "Theorem 1," any point contained in a convex set can be represented by a convex combination of endpoints (the decomposition theorem of convex sets, the background of the so-called fundamental theorem of linear programming). Regarding "Theorem 2," when a linear mapping from En to Em is applied, the image T of the surjective mapping from the convex set S to Em becomes a convex set in Em. Regarding "Corollary of Theorem 2," in this case, the endpoints of the convex set T lie at the points that linearly map the endpoints of the convex set S. Not all images of the endpoints of S are necessarily endpoints of T. This holds true when the linear mapping is bijective.

[0043] exist Figure 4 In the example, such as Figure 5 As shown, when a part of the wheels (right front wheel, left middle wheel, right rear wheel) malfunctions and the vehicle stops, the result of the range operation processing S2 is as follows: Figure 6 As shown. Figure 6As shown, in the case of diagonal tire failure, the feasible range of vehicle motion control is significantly reduced compared to the case where all wheels are normal. However, by setting the target value of the target tire force within the feasible range using the vehicle control device 1, the predicted vehicle motion can be achieved more reliably.

[0044] (Target control processing)

[0045] After range calculation processing S2, vehicle control device 1 executes target control processing S3. Target control processing S3, based on driver input or vehicle motion control requests and the achievable range, sets the target object's center of gravity force to a value within the achievable range, and controls the vehicle control actuator group 2 based on the set target object's center of gravity force. Target control processing S3 can also be described as calculating the target object's tire force based on driver input or vehicle motion control requests and the achievable range, setting a target control value corresponding to the target object's tire force, and controlling the vehicle control actuator group 2 based on the target control value. Vehicle control device 1 calculates the target object's tire force based on the target object's center of gravity force, and calculates the target control value for vehicle control actuator group 2 based on the target object's tire force.

[0046] The vehicle control unit 1 sets target control values ​​for the vehicle control actuator group 2 based on detection values ​​related to driver input (detection values ​​from various sensors 91-93) or vehicle motion control requests sent from other ECUs (e.g., autonomous driving ECUs). For example, when the driver operates the accelerator pedal, the vehicle control unit 1 calculates the target control values ​​for each drive actuator 21 based on the detected pedal travel. In this calculation, the vehicle control unit 1 calculates the target control values ​​in such a way that the center of gravity force of the object, achieved by the target control value (object tire force), is within an achievable range.

[0047] Vehicle control device 1 is applicable to vehicles with two or more wheels, where the total number of input degrees of freedom for each wheel is greater than the number of center-of-gravity forces of the controlled object. For example, in the case where the center-of-gravity forces of the object are three types (hereinafter also referred to as "planar three forces")—longitudinal force, lateral force, and yaw moment—if there are four or more wheels capable of controlling the longitudinal force (degree of freedom 1 for each wheel), then vehicle control device 1 can be applied. The total number of input degrees of freedom for each wheel corresponds to the number of columns n in the coefficient matrix C, and corresponds to the degrees of freedom of the vehicle control actuator group 2 (the total number of degrees of freedom for each actuator). The number of rows m in the coefficient matrix is ​​less than the number of columns n.

[0048] As an example of the process of target control processing S3, such as Figure 2As shown, the vehicle control device 1 acquires driver input information (S31) and calculates motion commands based on the driver input (S32). For example, the vehicle control device 1 calculates the front and rear acceleration, front wheel steering angle, and rear wheel steering angle as motion commands (vehicle state variables) corresponding to the driver input. Known methods can be used as a method for calculating motion commands based on driver input.

[0049] The vehicle control unit 1 calculates the six-component force (object center of gravity force) of the vehicle's center of gravity as the target of vehicle motion based on the calculated motion command (S33). As an example, the vehicle control unit 1 calculates the six-component force of the center of gravity through the following two-stage calculation: after calculating the planar three-component force using a planar motion model, the sprung three-component force is calculated using an inertial motion model that takes into account inertial force and suspension reaction force. Each motion model can be preset.

[0050] The vehicle control device 1, for example, applies motion commands (rear acceleration, front wheel steering angle, rear wheel steering angle) corresponding to the driver's input to a planar motion model, and calculates the sideslip angle, yaw rate, and yaw acceleration. The planar motion model reflects, for example, the dynamic characteristics of the vehicle. A two-wheeled model can be used as the planar motion model. The vehicle control device 1 uses the planar motion model to calculate the planar three forces (longitudinal force, lateral force, and yaw moment) based on the sideslip angle, yaw rate, and yaw acceleration. Known methods can be used for this calculation.

[0051] Vehicle control unit 1 uses an inertial motion model to calculate the sprung forces (vertical force, roll moment, and pitch moment) based on the planar three-part forces. The inertial motion model is a combined model that considers inertial forces and suspension reaction forces (a relative motion model between sprung and unsprung forces). This combined model can be used with known models. Thus, vehicle control unit 1 calculates the target's center of gravity six-part forces based on driver input. Furthermore, if the target's center of gravity force is any one of the planar three-part forces, the calculation of the sprung forces can be omitted here.

[0052] The vehicle control device 1 sets the target's center of gravity force based on the target's center of gravity force (one of the six components) and the achievable range of the target's center of gravity force calculated in the range calculation process S2 (S34). The vehicle control device 1 sets the target's center of gravity force to a value within the achievable range. As long as the center of gravity force calculated in step S33 (hereinafter referred to as the "calculated center of gravity force") is a value within the achievable range, the vehicle control device 1 sets it as the target's center of gravity force without correcting its value. If the calculated center of gravity force is outside the achievable range, the vehicle control device 1 selects the target value that is closest to (most corresponding to) the calculated center of gravity force from within the achievable range.

[0053] For example, such as Figure 5As shown, when a part of the wheel malfunctions, the likelihood of the target's center of gravity force corresponding to the driver's input being a value outside the achievable range increases. For example, even if the longitudinal force Fx of the vehicle, which is the center of gravity force of the calculated object, is +20000N and the yaw rate Mz is 0Nm, if the maximum value of the longitudinal force Fx within the achievable range is +10000N, the longitudinal force Fx of the target's center of gravity force is set to +10000N and the yaw rate Mz is set to 0Nm.

[0054] Furthermore, for example, in the case of multiple operational objects' center of gravity (in Figure 5 When both longitudinal force and yaw rate are outside the achievable range, the vehicle control device 1 sets the target's center of gravity force to a value within the achievable range based on the situation. The vehicle control device 1 can determine the target's center of gravity force based, for example, on pre-set rules (e.g., implementation priority order). In the vehicle control device 1, for example, an implementation priority order (priority) can be set for each situation, such as "if the vehicle is rotating, prioritize implementing the yaw rate over the longitudinal force" or "if the vehicle is traveling straight, prioritize implementing the longitudinal force." For example, to achieve the requested yaw rate within the achievable range, the longitudinal force of each wheel can be set to be less than the requested value. In this way, the vehicle control device 1 can grasp the vehicle's driving status and set the target's center of gravity force within the achievable range according to the priority.

[0055] In this embodiment, the vehicle control device 1 sets the calculated object center of gravity to the target object center of gravity when the calculated object center of gravity, which is the target object center of gravity calculated based on driver input or vehicle motion control request, is within an achievable range. When the calculated object center of gravity is outside the achievable range, it sets the target object center of gravity within an achievable range based on a predetermined rule including priority.

[0056] The vehicle control unit 1 sets the target's center of gravity six-component forces based on the target's center of gravity force. When the target's center of gravity force is any one of the three planar forces, the vehicle control unit 1 calculates the sprung forces using an inertial motion model, as described above. Thus, the target's center of gravity six-component forces are set based on driver input and the achievable range.

[0057] The vehicle control unit 1 calculates the tire force of each wheel based on the target center of gravity component 6 (S35). In the calculation, the aforementioned force calculation formula (y = C × u) can be used. The coefficient matrix C is determined, for example, based on the configuration of the wheels and suspension mechanism. Thus, the vehicle control unit 1 calculates the tire force u of each wheel corresponding to the target center of gravity component y based on the force calculation formula.

[0058] The vehicle control unit 1 calculates the target control value (control command) for the vehicle control actuator group 2 based on the calculated tire force of each wheel (S36). The vehicle control unit 1 sends the target control value to the corresponding vehicle control actuator group 2 to realize vehicle control corresponding to the driver input and the achievable range.

[0059] The vehicle control unit 1 calculates the target tire force (e.g., the value most corresponding to the driver's input) to achieve the most appropriate center of gravity force within the feasible range, and calculates the target control value corresponding to that target tire force. The target control value (target target tire force) for each wheel is set to best correspond to the driver's request or requests from other ECUs, based on the premise of maintaining safe driving within the feasible range. The vehicle control unit 1 calculates the target control values ​​for the corresponding various actuators and controls the various actuators.

[0060] According to this embodiment, vehicle control is performed based on the achievable range of the object's center of gravity force, thus enabling control of the vehicle control actuator assembly within the achievable range. By setting the target control values ​​of each object's tire force within the achievable range, the target center of gravity force can be achieved more reliably. Furthermore, by setting the target control values ​​within the achievable range, the likelihood of recalculation due to unachievability is reduced. Thus, according to this embodiment, the achievability of vehicle movement can be improved and the calculation time shortened.

[0061] In particular, when a vehicle is traveling on unpaved roads, the friction circle of each tire changes, and the upper and lower limits (boundaries, restrictions) of the target tire force also change in various combinations. In this situation, by calculating and updating the achievable range based on the tire's bounds, it is always possible to design a safer target motion. Furthermore, for example, when a tipping risk is detected by a ZMP (Zero Torque Point) sensor, considering the upper and lower limits of the target tire force (including actuator limitations) allows for a safer design of target motions to suppress tipping.

[0062] (other)

[0063] This invention is not limited to the embodiments described above. For example, the vehicle can be a four-wheeled vehicle. Furthermore, the object's center of gravity force or object's tire force can be appropriately set. The vehicle control actuator group 2 based on the controlled object in this calculation can be one type and multiple actuators, such as the drive actuators 21 for each wheel. The vehicle control device 1 of this embodiment can be called a boundary acquisition unit that performs boundary acquisition processing, a range calculation unit that performs range calculation processing, and a target control unit that performs target control processing. This invention can also be applied to vehicles with autonomous driving functions, in which case the driver input can be replaced, for example, with a request (vehicle driving control request) from the autonomous driving ECU. Various calculations can use known methods. The object's tire force and object's center of gravity force are not limited to those described above and can be arbitrarily set.

[0064] Symbol Explanation

[0065] 1-Vehicle control device, 2-Vehicle control actuator group, 8-Status detection device.

Claims

1. A vehicle control device, which performs vehicle control based on a vehicle control actuator assembly based on driver input or vehicle motion control requests, characterized in that, Obtain the upper and lower limits of the object tire force, wherein the object tire force is at least one of the three forces of the tire: longitudinal force, lateral force, and vertical force. The achievable range of the object's center of gravity force is calculated based on the upper and lower limits of the object's tire force. The object's center of gravity force is at least one of the six components of the center of gravity force, including the vehicle's longitudinal force, lateral force, vertical force, yaw moment, pitch moment, and roll moment. Based on the driver input or the vehicle motion control request and the achievable range, the target's center of gravity force is set to a value within the achievable range, and the vehicle control actuator group is controlled based on the set target's center of gravity force.

2. The vehicle control device according to claim 1, characterized in that, The target object tire force is calculated based on the target object center of gravity force, and the target control value of the vehicle control actuator group is calculated based on the target object tire force.

3. The vehicle control device according to claim 1, characterized in that, If the calculated center-of-gravity force of the target object, which is the center-of-gravity force of the target object calculated based on the driver input or the vehicle motion control request, is a value within the achievable range, then the calculated center-of-gravity force of the target object is set to the center-of-gravity force of the target object. When the center of gravity of the computed object is a value outside the achievable range, the center of gravity of the object is set to a target limited to the achievable range based on a prescribed rule including priority.

4. The vehicle control device according to any one of claims 1 to 3, characterized in that, Vehicle status information, which is related to vehicle condition, is obtained from the status detection device. If the upper and lower limits of the tire force of the object are determined to have changed based on the vehicle status information, the achievable range is updated based on the changed upper and lower limits.

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