Vehicle behavior control apparatus

Abstract

To suppress a sense of discomfort when performing vehicle behavior control using three actuators.SOLUTION: A vehicle behavior control apparatus includes: an i-th suspension disposed in a vehicular i-th wheel (i: 1 through 3); a fourth suspension disposed in a fourth wheel; and a controller. The i-th suspension includes an i-th actuator for providing the i-th wheel with vertical-direction brake force. The controller converts a required value of a behavior parameter indicating a vehicular behavior into i-th required brake force to the i-th actuator. The controller controls the i-th actuator on the basis of i-th required brake force, thus controlling a vehicular behavior. In the case where i-th required brake force (where k is any of 1 through 3) exceeds a k-th output range in accordance with output performance of the k-th actuator, the controller executes requirement reduction processing to reduce all of the first through third required brake force, and controls the i-th actuator on the basis of the i-th required brake force that is post requirement reduction processing.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a technique for controlling the behavior of a vehicle. [Background technology]

[0002] Patent Document 1 discloses a technology for controlling vehicle behavior using active suspension. The active suspension includes an actuator that can actively apply a control force in the vertical direction to the wheels. According to the technology described in Patent Document 1, even if actuators are provided on only three wheels, it is possible to realize vehicle behavior control equivalent to that in the case where actuators are provided on four wheels. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2023-47810 A Summary of the Invention [Problem to be solved by the invention]

[0004] Consider a case where vehicle behavior control is performed using three actuators as described in Patent Document 1. When the output of a certain actuator reaches its output upper limit, there is a possibility that an uncomfortable feeling may occur in the vehicle behavior. [Means for solving the problem]

[0005] The first aspect relates to a vehicle behavior control device. The vehicle behavior control device includes an ith suspension provided on an ith wheel (i=1 to 3) among four wheels of a vehicle, a fourth suspension provided on a fourth wheel other than the ith wheel, and a controller. The ith suspension includes an ith actuator that applies a vertical control force to the ith wheel. The controller calculates a required value of a behavior parameter representing the behavior of the vehicle. The controller further converts the required value of the behavior parameter into an i-th required control force for an i-th actuator. The controller then controls the behavior of the vehicle by controlling the i-th actuator based on the i-th required control force. If the kth required control force (k is any one of 1 to 3) exceeds the kth output range corresponding to the output capability of the kth actuator, the controller executes a request reduction process to reduce all of the first to third required control forces, and controls the i-th actuator based on the i-th required control force after the request reduction process. Effect of the Invention

[0006] According to the present disclosure, when the kth required control force for the kth actuator exceeds the kth output range according to the output capacity of the kth actuator, a request reduction process is executed. The first to third required control forces for the first to third actuators are all reduced by the request reduction process. Then, the ith actuator is controlled based on the ith required control force after the request reduction process. This reduces the possibility that the output of the ith actuator will reach its output upper limit. As a result, the occurrence of an uncomfortable feeling in the vehicle behavior is suppressed.

[0007] Furthermore, as a result of the request reduction process, the period during which the k-th request control force for the k-th actuator exceeds the output upper limit of the k-th actuator is shortened, and therefore the period during which active vehicle behavior control cannot be performed is shortened, resulting in improved comfort. [Brief description of the drawings]

[0008] [Figure 1] 1 is a schematic diagram showing a configuration example of a vehicle behavior control device; [Diagram 2] FIG. 2 is a conceptual diagram for explaining vehicle behavior control using three actuators. [Diagram 3] FIG. 11 is a conceptual diagram for explaining an example of a request reduction process. [Figure 4] 4 is a flowchart showing a first example of processing related to vehicle behavior control. [Diagram 5] 10 is a flowchart showing a second example of the processing related to the vehicle behavior control. [Figure 6] 10 is a flowchart showing a third example of a process related to vehicle behavior control. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] 1. Example of vehicle behavior control device configuration 1 is a schematic diagram showing an example of the configuration of a vehicle behavior control device that controls the behavior of a vehicle 10 according to this embodiment. The vehicle 10 has a front left wheel 14FL and a front right wheel 14FR on a front axle 16F, and a rear left wheel 14RL and a rear right wheel 14RR on a rear axle 16R. The vehicle behavior control device includes suspensions 20FL, 20FRA, 20RLA, 20RRA, a controller 30, and a sensor group 40.

[0010] The suspension 20FL is provided for the left front wheel 14FL and suspends the left front wheel 14FL from the vehicle body 12. The suspension 20FL includes a spring 22FL and a shock absorber 24FL.

[0011] The suspension 20FRA is provided for the right front wheel 14FR and suspends the right front wheel 14FR from the vehicle body 12. The suspension 20FRA includes an actuator 26FR in addition to a spring 22FR and a shock absorber 24FR. The actuator 26FR is configured to be able to actively apply a control force in the vertical direction to the right front wheel 14FR. In other words, the suspension 20FRA is a fully active suspension.

[0012] The suspension 20RLA is provided for the left rear wheel 14RL and suspends the left rear wheel 14RL from the vehicle body 12. The suspension 20RLA includes an actuator 26RL in addition to a spring 22RL and a shock absorber 24RL. The actuator 26RL is configured to actively apply a control force in the vertical direction to the left rear wheel 14RL. In other words, the suspension 20RLA is a fully active suspension.

[0013] The suspension 20RRA is provided for the right rear wheel 14RR and suspends the right rear wheel 14RR from the vehicle body 12. The suspension 20RRA includes an actuator 26RR in addition to a spring 22RR and a shock absorber 24RR. The actuator 26RR is configured to actively apply a control force in the vertical direction to the right rear wheel 14RR. In other words, the suspension 20RRA is a fully active suspension.

[0014] The configuration and mechanism of the actuator 26 are not particularly limited. For example, the actuator 26 includes a motor supported by the sprung structure and a torsion bar connected to the output shaft of the motor. An end of the torsion bar is connected to a suspension arm of the suspension 20 via a link mechanism. Rotation of the torsion bar by the motor is converted into vertical movement of the wheel 14 via the link mechanism. This makes it possible to actively move the wheel 14 up and down.

[0015] The suspension 20FL provided for the left front wheel 14FL is an inactive suspension that does not include an actuator 26.

[0016] The controller 30 is connected to the sensor group 40 via an in-vehicle network such as a controller area network (CAN). The controller 30 acquires signals from the sensor group 40. The sensor group 40 includes sensors that measure physical quantities related to the behavior of the vehicle 10, such as an acceleration sensor, a vehicle height sensor, and a wheel speed sensor. The controller 30 is also connected to the actuators 26RL, 26RR, and 26FR via the in-vehicle network.

[0017] The controller 30 includes a processor 32 and a memory 34 coupled to the processor 32. The processor 32 executes various processes. The memory 34 stores a program 36 executable by the processor 32 and various information related thereto. The program 36 may be recorded on a computer-readable recording medium. The functions of the controller 30 are realized by cooperation between the processor 32, which executes the program 36, and the memory 34.

[0018] The controller 30 executes "vehicle behavior control" that controls the behavior of the vehicle 10. Examples of vehicle behavior control include sprung feedback control, unsprung feedback control, attitude control, preview control, and the like. The sprung feedback control suppresses vibration of the sprung member based on a sprung state quantity calculated using the measurement values ​​of a sprung acceleration sensor. The unsprung feedback control suppresses vibration of the unsprung member based on an unsprung state quantity calculated using the measurement values ​​of the sprung acceleration sensor and the vehicle height sensor. The attitude control controls the attitude in response to steering and acceleration / deceleration. The preview control predicts road surface conditions using a database of camera images and high-precision map data, and suppresses vibration. These various types of control may be combined.

[0019] The controller 30 performs the desired vehicle behavior control by controlling the actuators 26FR, 26RL, 26RR of the suspensions 20FR, 20RL, 20RR based on signals obtained by the sensor group 40. Although no actuator 26 is provided for the left front wheel 14FL, the three actuators 26FR, 26RL, 26RR alone can achieve the same controllability as when actuators 26 are provided for all four wheels. The vehicle behavior control using the three actuators 26FR, 26RL, 26RR will be described in more detail below.

[0020] 2. Vehicle Behavior Control The vehicle behavior control by the three actuators 26FR, 26RL, and 26RR is similar to that described in, for example, Patent Document 1 (JP Patent Publication No. 2023-47810).

[0021] FIG. 2 shows a behavior model for vehicle behavior control. The behavior of the vehicle 10 is represented by behavior parameters. In the behavior model shown in FIG. 2, the behavior parameters are the motion mode at the sprung center of gravity position of the vehicle 10, that is, the roll moment M r , pitch moment M p , and the heave force F h The roll moment M r , pitch moment M p , and the heave force F h The motion modes consisting of these are referred to as three center-of-gravity modes. The controller 30 first converts a required control force required for any type of vehicle behavior control into a required value for the three center-of-gravity modes (behavior parameter).

[0022] For example, for a certain vehicle behavior control, a required vertical control force is required for each of the four wheels of the vehicle 10. Specifically, the required vertical control force F fli , the required vertical control force F for the right front wheel 14FR fri , the vertical control force required for the left rear wheel 14RL F rli , and the required vertical control force F for the right rear wheel 14RR rriThe controller 30 calculates the required control forces F fli ,F fri ,F rli ,F rri is converted into the required values ​​for the three center of gravity modes according to the following formula (1).

[0023]

number

[0024] In formula (1), lf, lr, Tf, and Tr are the distance between the front axle 16F and the center of gravity, the distance between the rear axle 16R and the center of gravity, the front tread, and the rear tread, respectively (see FIG. 2). These parameters are given in advance as specification information of the vehicle 10. The controller 30 calculates the required control force F for the four wheels based on the specification information of the vehicle 10. fli ,F fri ,F rli ,F rri Based on this, the required values ​​for the three modes of center of gravity (F h ,M r ,M p The required values ​​for the three center-of-gravity modes may include roll moment, pitch moment, and heave force required for attitude control associated with steering, acceleration, and deceleration.

[0025] Required value F for center of gravity 3 modes h ,M r ,M p After the calculation, the controller 30 calculates the required value F of the three center-of-gravity modes according to the following formula (2): h ,M r ,M p The required control force F for the three wheels 14FR, 14RR, and 14RL is fr ,F rr ,F rl Convert to.

[0026]

number

[0027] Required control force F for three wheels 14FR, 14RR, 14RL fr ,F rr ,F rl corresponds to the required control force for the three actuators 26FR, 26RR, and 26RL. The controller 30 calculates the required control force F fr Similarly, the controller 30 controls the actuator 26FR so that the vertical control force applied to the right rear wheel 14RR is equal to the required control force F rr Similarly, the controller 30 controls the actuator 26RR so that the vertical control force applied to the left rear wheel 14RL is equal to the required control force F rl The actuator 26RL is controlled so as to satisfy the above.

[0028] In this way, by distributing the required values ​​of the three center-of-gravity modes to the three actuators 26FR, 26RR, and 26RL, the desired behavior including all of roll, pitch, and heave is realized in the vehicle 10. In other words, the desired vehicle behavior can be realized with only the three actuators 26FR, 26RR, and 26RL. Reducing the number of required actuators is preferable from the standpoints of improved mountability, cost reduction, weight reduction, power saving, and the like.

[0029] The control method of the actuators 26 may be position control (angle control) instead of force control (torque control). In that case, the controller 30 calculates the required control forces F fr ,F rr ,F rl The controller 30 then calculates required position control amounts for the three actuators 26FR, 26RR, and 26RL so as to obtain the above-mentioned position control amount. Then, the controller 30 controls the positions of the actuators 26FR, 26RR, and 26RL in accordance with the required position control amount.

[0030] In the above description, the suspension 20FL provided for the left front wheel 14FL is an inactive suspension that does not include an actuator 26. However, the present embodiment is not limited to this. Instead of the left front wheel 14FL, the suspension 20 for the other wheels 14 may be an inactive suspension.

[0031] Generalized, it is as follows. i takes values ​​from 1 to 3. The i-th wheel 14-i is provided with the i-th suspension 20-i, which is an active suspension. The i-th suspension 20-i includes an i-th actuator 26-i that applies a vertical control force to the i-th wheel 14-i. The fourth wheel 14-4 is provided with a fourth suspension 20-4, which is an inactive suspension. The fourth suspension 20-4 does not include an actuator 26.

[0032] The controller 30 calculates a required value of a behavior parameter representing the behavior of the vehicle 10 (see formula (1)). Next, the controller 30 converts the required value of the behavior parameter into an ith required control force Fi for the ith actuator 26-i (see formula (2)). The controller 30 then controls the behavior of the vehicle 10 by controlling the ith actuator 26-i based on the ith required control force Fi. Being able to achieve a desired vehicle behavior with only three actuators 26-i (i=1 to 3) is preferable from the standpoints of improved mountability, cost reduction, weight reduction, power saving, etc.

[0033] 3. Demand reduction processing Consider the case where the output of a certain actuator 26 reaches the output upper limit of that actuator 26. For convenience, that actuator 26 will be referred to as the j-th actuator 26-j. j is any one of 1 to 3.

[0034] In the case of a four-actuator configuration, even if the output of the j-th actuator 26-j reaches the output upper limit, the control effect for the j-th wheel 14-j is only reduced. However, in the case of a three-actuator configuration as in this embodiment, the j-th actuator 26-j also covers the control for the fourth wheel 14-4, which is not provided with the actuator 26. Therefore, when the output of the j-th actuator 26-j reaches the output upper limit, there is a possibility that an unnatural feeling occurs in the vehicle behavior. For example, consider a case where the left front wheel 14FL does not have an actuator 26 and the output upper limit of the actuator 26FR for the right front wheel 14FR is smaller than the actuators 26RL and 26RR for the rear wheels 14RL and 14RR. In this case, when a large road input is applied to the left front wheel 14FL, the output of the actuator 26FR for the right front wheel 14FR becomes insufficient. As a result, the right front wheel 14FR will sway, regardless of whether the road input is applied to the left front wheel FL. This causes an unnatural feeling.

[0035] Furthermore, during the period when the j-th required control force Fj for the j-th actuator 26-j exceeds the output upper limit of the j-th actuator 26-j, active vehicle behavior control cannot be performed, and comfort decreases. In particular, in the case of a torsion bar type active suspension, the wheel rate increases due to the rigidity of the torsion bar, so body vibration tends to increase if vehicle behavior control is not performed. If such a state continues, comfort will decrease significantly.

[0036] In order to solve the above problems, the controller 30 according to this embodiment executes a "demand reduction process" as necessary.

[0037] The operating condition of the request reduction process is that the k-th required control force Fk for the k-th actuator 26-k exceeds the k-th output range corresponding to the output capacity of the k-th actuator 26-k. k is at least one of 1 to 3. The k-th output range corresponding to the output capacity of the k-th actuator 26-k does not necessarily have to match the maximum output possible range of the k-th actuator 26-k. For example, the k-th output range may be 70% of the maximum output possible range. Information on the k-th output range is given to the controller 30 in advance. The controller 30 determines whether or not the operating condition of the request reduction process is satisfied. If the operating condition is satisfied, the output of the k-th actuator 26-k may reach the output upper limit, so the controller 30 executes the request reduction process. Specifically, the controller 30 reduces all of the first to third required control forces F1 to F3 for each of the first to third actuators 26-1 to 26-3. Then, the controller 30 controls the behavior of the vehicle 10 by controlling the i-th actuator 26-i based on the i-th required control force Fi′ after the required reduction process.

[0038] 3 is a conceptual diagram for explaining an example of the request reduction process. The limit of the ith output range of the ith actuator 26-i (i=1 to 3) is represented by the ith threshold Thi. The ith threshold Thi does not necessarily have to coincide with the maximum output of the ith actuator 26-i. For example, the ith threshold Thi may be 70% of the maximum output. The first to third output ranges (i.e., the first to third thresholds Th1 to Th3) for the first to third actuators 26-1 to 26-3 depend on the capabilities of the respective actuators and are independent of each other.

[0039] In the example (A) in FIG. 3, the first required control force F1 for the first actuator 26-1 exceeds the first threshold value Th1 (first output range). Since the operating condition is met, a request reduction process is performed. The controller 30 calculates the first to third required control forces F1' to F3' by uniformly multiplying the first to third required control forces F1 to F3 by a correction coefficient α (0<α<1). The correction coefficient α may be set to a smaller value as the difference between the first required control force F1 and the first threshold value Th1 increases.

[0040] 3B, the first required control force F1 for the first actuator 26-1 exceeds the first threshold value Th1 (first output range). In this example, the request reduction process is executed so that the first to third required control forces F1' to F3' after the request reduction process are all within the first to third output ranges, respectively. The correction coefficient α in this case can be set based on the ratio (F1 / Th1) of the first required control force F1 to the first threshold value Th1.

[0041] In the example (C) in Fig. 3, the first to third required control forces F1 to F3 for the three actuators 26-1 to 26-3 exceed the first to third threshold values ​​Th1 to Th3, respectively. In this example, the request reduction process is also executed so that the first to third required control forces F1' to F3' after the request reduction process are all within the first to third output ranges, respectively. The correction coefficient α in this case can be set based on the largest of the three ratios F1 / Th1, F2 / Th2, and F3 / Th3.

[0042] As another example, the request reduction process may apply a high-pass filter to the first to third requested control forces F1 to F3. Since the requested control force tends to be larger as the frequency component becomes lower, the requested control force can be reduced by applying a high-pass filter. In the example (A) in FIG. 3, the first requested control force F1 for the first actuator 26-1 exceeds the first threshold value Th1 (first output range). In this case, the filter effect may be increased as the difference between the first requested control force F1 and the first threshold value Th1 increases. The filter effect can be increased by increasing the cutoff frequency of the high-pass filter or increasing the order of the high-pass filter.

[0043] As yet another example, the demand reduction process may reduce the control gain of the vehicle behavior control. More specifically, the vehicle behavior control includes a first vehicle behavior control for a road surface input and a second vehicle behavior control for an operation input (steering, acceleration, or deceleration). The controller 30 calculates a demand value of the behavior parameter based on a first control gain G1 of the first vehicle behavior control and a second control gain G2 of the second vehicle behavior control. In the demand reduction process, the controller 30 executes a "gain reduction process" for reducing at least one of the first control gain G1 and the second control gain G2. Then, the controller 30 recalculates the demand value of the behavior parameter based on the first control gain G1' and the second control gain G2' after the gain reduction process. This also makes it possible to reduce all of the first to third demand control forces F1 to F3 for the first to third actuators 26-1 to 26-3, respectively.

[0044] There are various possible methods for the gain reduction process. For example, the controller 30 may uniformly multiply the first control gain G1 and the second control gain G2 by a correction coefficient β (0<β<1).

[0045] As another example of the gain reduction process, the priorities of the first vehicle behavior control and the second vehicle behavior control may be taken into consideration. More specifically, the first correction coefficient β1 is greater than 0 and equal to or less than 1 (0<β1≦1), and decreases as the priority of the first vehicle behavior control decreases. The second correction coefficient β2 is greater than 0 and equal to or less than 1 (0<β2≦1), and decreases as the priority of the second vehicle behavior control decreases. The controller 30 multiplies the first control gain G1 by the first correction coefficient β1, and multiplies the second control gain G2 by the second correction coefficient β2. The correction coefficient for the one having a higher priority of the first vehicle behavior control or the second vehicle behavior control may be set to 1.0. In that case, only one of the first control gain G1 and the second control gain G2 is reduced.

[0046] The first control gain G1 of the first vehicle behavior control may be further divided into a feedback gain and a feedforward gain, and the priority of the feedback gain and the feedforward gain may be considered. The second control gain G2 of the second vehicle behavior control may be further divided into a steering input gain and an acceleration / deceleration input gain, and the priority of the steering input gain and the acceleration / deceleration input gain may be considered.

[0047] Combinations of two or more of the above-mentioned examples of demand reduction processes are also possible.

[0048] As described above, according to this embodiment, when the k-th required control force Fk for the k-th actuator 26-k exceeds the k-th output range according to the output capacity of the k-th actuator 26-k, a request reduction process is executed. The first to third required control forces F1 to F3 for the first to third actuators 26-1 to 26-3 are all reduced by the request reduction process. Then, the i-th actuator 26-i is controlled based on the i-th required control force Fi' after the request reduction process. This reduces the possibility that the output of the i-th actuator 26-i will reach the output upper limit. As a result, the occurrence of an uncomfortable feeling with respect to the vehicle behavior is suppressed.

[0049] Furthermore, as a result of the request reduction process, the period during which the k-th requested control force Fk for the k-th actuator 26-k exceeds the output upper limit of the k-th actuator 26-k is shortened. Therefore, the period during which active vehicle behavior control cannot be performed is shortened. As a result, comfort is improved.

[0050] Preferably, the demand reduction process is executed so that the i-th demand control force Fi′ after the demand reduction process falls within the i-th output range according to the output capacity of the i-th actuator. In this case, the above-mentioned effects are further enhanced.

[0051] 4. Example of processing flow Hereinafter, several examples of process flows related to the vehicle behavior control according to this embodiment will be described.

[0052] 4-1. First Example 4 is a flowchart showing a first example of processing related to vehicle behavior control. In step S100, the controller 30 calculates a required value of a behavior parameter representing the behavior of the vehicle 10 (see equation (1)). In step S200, the controller 30 converts the required value of the behavior parameter into first to third required control forces F1 to F3 for the first to third actuators 26-1 to 26-3 (see equation (2)).

[0053] In the next step S300, the controller 30 determines whether or not an operating condition for the demand reduction process is satisfied. The operating condition for the demand reduction process is that the k-th demand control force Fk for the k-th actuator 26-k exceeds the k-th output range (the k-th threshold value Thk) according to the output capacity of the k-th actuator 26-k.

[0054] If the activation condition is not satisfied (step S300; No), the process proceeds to step S500. In step S500, the controller 30 performs vehicle behavior control by controlling the i-th actuator 26-i based on the i-th required control force Fi.

[0055] On the other hand, if the operating condition is met (step S300; Yes), the process proceeds to step S400. In step S400, the controller 30 performs a demand reduction process. The demand reduction process is as described in Section 3 above. Thereafter, the process proceeds to step S500. In step S500, the controller 30 performs vehicle behavior control by controlling the i-th actuator 26-i based on the i-th demand control force Fi′ after the demand reduction process.

[0056] 4-2. Second Example FIG. 5 is a flowchart showing a second example of the process related to vehicle behavior control. The second example is the same as the above-mentioned first example except for step S400. In step S400, the controller 30 performs a request reduction process. In this request reduction process, it is not confirmed whether the first to third request control forces F1' to F3' after the request reduction process are all within the first to third output ranges, respectively. Instead, after step S400, the process returns to step S300. By repeating steps S300 and S400, it is guaranteed that the first to third request control forces F1' to F3' after the request reduction process are all within the first to third output ranges, respectively.

[0057] 4-3.Third Example 6 is a flowchart showing a third example of processing related to the vehicle behavior control. The vehicle behavior control includes a first vehicle behavior control for a road surface input and a second vehicle behavior control for an operation input (steering, acceleration, or deceleration).

[0058] In step S100, the controller 30 calculates a required value of the behavior parameter based on the first control gain G1 of the first vehicle behavior control and the second control gain G2 of the second vehicle behavior control. Steps S200 and S300 are the same as those in the first example. If the operating condition for the request reduction process is satisfied (step S300; Yes), the process proceeds to step S410.

[0059] In step S410, controller 30 executes a gain reduction process to reduce at least one of first control gain G1 and second control gain G2. Various examples of the gain reduction process are as described above. After step S410, the process returns to step S100. In step S100, controller 30 recalculates the required values ​​of the behavior parameters based on the first control gain G1' and second control gain G2' after the gain reduction process. In the following step S200, controller 30 converts the required values ​​of the behavior parameters into first to third required control forces F1 to F3 for first to third actuators 26-1 to 26-3.

[0060] In this way, all of the first to third required control forces F1 to F3 can be reduced by the gain reduction process. It can also be said that the combination of step S410, step S100 and step S200 corresponds to the request reduction process (step S400). [Explanation of symbols]

[0061] 10...vehicle, 20...suspension, 26...actuator, 30...controller

Claims

1. an ith suspension provided on an ith wheel (i=1 to 3) among four wheels of a vehicle; a fourth suspension provided on a fourth wheel other than the i-th wheel; A controller; Equipped with the i-th suspension includes an i-th actuator that applies a vertical control force to the i-th wheel; The controller: Calculating a required value of a behavior parameter representing a behavior of the vehicle; converting the required value of the behavior parameter into an i-th required control force for the i-th actuator; The behavior of the vehicle is controlled by controlling the i-th actuator based on the i-th required control force. It is configured as follows: When a k-th required control force (k is any one of 1 to 3) exceeds a k-th output range according to the output capacity of the k-th actuator, the controller executes a request reduction process for reducing all of the first to third required control forces, and controls the i-th actuator based on the i-th required control force after the request reduction process. Vehicle behavior control device.

2. The vehicle behavior control device according to claim 1, The demand reduction process includes: multiplying the first to third required control forces by a correction coefficient less than 1; applying a high-pass filter to the first to third required control forces; Contains at least one of Vehicle behavior control device.

3. The vehicle behavior control device according to claim 1 or 2, The controller is configured to execute the demand reduction process so that the i-th demand control force after the demand reduction process falls within an i-th output range according to an output capacity of the i-th actuator. Vehicle behavior control device.

4. The vehicle behavior control device according to claim 1, The control of the behavior of the vehicle includes a first vehicle behavior control for a road surface input and a second vehicle behavior control for steering, acceleration, or deceleration, the controller is configured to calculate the required value of the behavior parameter based on a first control gain of the first vehicle behavior control and a second control gain of the second vehicle behavior control; The demand reduction process includes: a gain reduction process of reducing at least one of the first control gain and the second control gain; recalculating the required value of the behavior parameter based on the first control gain and the second control gain after the gain reduction process; Includes Vehicle behavior control device.

5. The vehicle behavior control device according to claim 4, The gain reduction process includes: multiplying the first control gain and the second control gain by a correction coefficient less than 1; multiplying the first control gain by a first correction coefficient which becomes smaller as the priority of the first vehicle behavior control becomes lower, and multiplying the second control gain by a second correction coefficient which becomes smaller as the priority of the second vehicle behavior control becomes lower; Either Vehicle behavior control device.

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