Vehicle attitude control device and control method

Abstract

To provide a vehicle attitude control device and a control method capable of adjusting a control amount regarding attitude control of a vehicle.SOLUTION: This vehicle attitude control device comprises: an input unit that receives an input of an attitude control level; a reception unit that receives traveling information of a vehicle; a drive unit that causes the vehicle to generate a driving force; a brake unit that causes the vehicle to generate a braking force; and an attitude control unit that controls the drive unit and the brake unit on the basis of the attitude control level and the traveling information. The attitude control unit adjusts control of the drive unit and the brake unit in accordance with the attitude control level.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle attitude control device and a control method.

Background Art

[0002] Attitude control (Electronic Stability Control, ESC) provided in a vehicle can prevent the vehicle from skidding laterally and improve the driving stability of the vehicle, and is currently applied to almost all vehicles for safety reasons.

[0003] Generally, when attitude control (Electronic Stability Control, ESC) senses excessive wheel slip of a vehicle, it reduces the output of the wheel where the excessive wheel slip has occurred to relieve the wheel slip, and controls the braking of the wheel where the excessive wheel slip has occurred, so that the direction of the vehicle can also be controlled.

[0004] For example, when a vehicle makes a sharp turn, there may occur a phenomenon that while the wheels inside the turning radius slip, the vehicle is pushed to the outside of the turning radius. In this case, electronic attitude control can control the braking of the wheels inside the turning radius to prevent the vehicle from skidding laterally.

[0005] On the other hand, there has been a problem that the driver cannot completely turn off the attitude control or adjust the attitude control amount even in a specific situation (for example, when driving a truck).

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0007] In order to solve at least some of the above problems, an object of the present invention is to provide, as one aspect, a vehicle attitude control device and a control method capable of adjusting a control amount related to vehicle attitude control.

Means for Solving the Problems

[0008] A vehicle attitude control device according to an embodiment of the present invention for achieving the above object may include an input unit that receives an input of an attitude control level, a reception unit that receives running information of the vehicle, and an attitude control unit that controls a driving force and a braking force based on the attitude control level and the running information.

[0009] The running information includes yaw rate information, and the attitude control unit can control the braking force based on the yaw rate information.

[0010] When the yaw rate information exceeds a preset target yaw rate, the attitude control unit can control the braking force.

[0011] The target yaw rate can be set larger as the attitude control level is higher.

[0012] The attitude control unit adjusts the magnitude of the braking force according to the magnitude of the yaw error, and the yaw error can be determined by the difference between the yaw rate information and a preset target yaw rate.

[0013] The attitude control unit can set the magnitude of the braking force according to the magnitude of the yaw error larger as the attitude control level is higher.

[0014] The running information includes wheel slip information, and the attitude control unit can control the driving force based on the wheel slip information.

[0015] When the wheel slip information exceeds a preset target wheel slip, the attitude control unit can control the driving force.

[0016] The target wheel slip can be set to be smaller as the attitude control level is higher.

[0017] The attitude control unit can adjust the driving force according to the difference between the wheel slip information and a preset target wheel slip.

[0018] The higher the attitude control level, the greater the driving force can be set according to the difference between the wheel slip information and a preset target wheel slip.

[0019] A vehicle attitude control method according to another embodiment of the present invention for achieving the above object includes a step of receiving an attitude control start signal, a step of receiving attitude control setting information and driving information, and a step of performing attitude control. The step of performing attitude control controls the driving force and the braking force based on the driving information, and can adjust the control of the driving force and the braking force according to the attitude control setting information.

[0020] The attitude control setting information includes attitude control level information, the driving information includes yaw rate information and wheel slip information, and the step of performing attitude control can control at least one of the driving force and the braking force using at least one of the yaw rate information and the wheel slip information.

[0021] When the yaw rate information exceeds a preset target yaw rate, the step of performing attitude control can control the braking force.

[0022] The target yaw rate can be set to be higher as the attitude control level is higher.

[0023] The step of performing the above attitude control adjusts the magnitude of the braking force according to the magnitude of the yaw error, and the yaw error can be determined by the difference between the yaw rate information and a preset target yaw rate.

[0024] The step of performing the above attitude control sets a larger magnitude of the braking force according to the magnitude of the yaw error as the attitude control level is higher, and the yaw error can be determined by the difference between the yaw rate information and a preset target yaw rate.

[0025] When the above wheel slip information exceeds a preset target wheel slip, the step of performing the above attitude control controls the driving force, and the target wheel slip can be set smaller as the attitude control level is higher.

[0026] The step of performing the above attitude control can adjust the magnitude of the driving force according to the difference between the above wheel slip information and a preset target wheel slip.

[0027] The step of performing the above attitude control can set a larger magnitude of the driving force according to the difference between the above wheel slip information and a preset target wheel slip as the attitude control level is higher.

Advantages of the Invention

[0028] The vehicle attitude control device and control method according to the embodiment of the present invention can control the attitude of the vehicle by adjusting the change amount of the attitude control according to the attitude control level set by the user while ensuring the running stability of the vehicle.

Brief Description of the Drawings

[0029]

Figure 1

Figure 2

Figure 3

Figure 4

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Figure 9

Figure 10

Mode for Carrying Out the Invention

[0030] Since the present invention can be modified in various ways and can have various embodiments, specific embodiments are shown in the drawings and described in detail. However, this is not intended to limit the present invention to specific embodiments, and it should be understood to include all modifications, equivalents, or alternatives included in the spirit and technical scope of the present invention.

[0031] Terms such as first and second can be used to describe various components, but the above components should not be limited by the above terms. The above terms are used only for the purpose of distinguishing one component from another. For example, within the scope not departing from the scope of the rights of the present invention, the first component can be named the second component, and similarly, the second component can also be named the first component. The term "and / or" includes a combination of a plurality of related described items or any one of the plurality of related described items.

[0032] The terms used in this application are merely used to describe specific embodiments and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates a different meaning. In this application, terms such as "including" or "having" are intended to specify the presence of the features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, and should not be construed as precluding the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

[0033] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the technical field to which the present invention belongs. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the context of the related art and should not be interpreted in an ideal or overly formal sense unless clearly defined in this application.

[0034] Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention will be described in more detail.

[0035] FIG. 1 is a block diagram of a vehicle attitude control device according to an embodiment of the present invention. A vehicle attitude control device according to an embodiment of the present invention can include an attitude control unit 300 including an input unit 100, a receiving unit 200, a first control unit 310, and a second control unit 320.

[0036] The input unit 100 can receive input of information regarding whether the driver selects to use the vehicle attitude control device or information regarding the vehicle attitude control level.

[0037] The input unit 100 can be a touch - recognizable display (e.g., AVN (Audio, Video, Navigation)) included in the cluster of the vehicle, and the input unit 100 can receive input of information regarding the vehicle attitude control level desired by the user through the driver's touch.

[0038] FIG. 2 is a diagram exemplarily showing the input unit 100 including a display according to an embodiment of the present invention.

[0039] Referring to FIG. 2, the input unit 100 can receive input of information regarding the vehicle attitude control level desired by the driver through the display.

[0040] For example, the driver can select the vehicle attitude control level while moving left - and - right by touch between the diagrams connecting the maximum level Lmax and the minimum level Lmin of the display.

[0041] Here, when the minimum level Lmin is set not to perform vehicle attitude control, separately, without receiving input of information regarding the use or non - use of vehicle attitude control, using one input device, input of information regarding the use or non - use of vehicle attitude control and the vehicle attitude control level can be received.

[0042] Alternatively, the driver can operate the input unit 100 to adjust by a preset magnitude between the maximum level Lmax and the minimum level Lmin.

[0043] For example, the driver can add or subtract by a preset magnitude (e.g., 5 or 10, etc.) using the addition and subtraction input buttons displayed on the input unit 100 to input the desired vehicle attitude control level.

[0044] Also, the input unit 100 can receive input of information regarding the vehicle attitude control level using voice. The input unit 100 includes an audio and a microphone provided in the vehicle, and can recognize the driver's voice and receive input of information regarding the vehicle attitude control level.

[0045] In addition, the input unit 100 can also receive input of information regarding the vehicle attitude control level using a pedal shift function. In this case, there can be an advantage that the driver can easily adjust the information regarding the vehicle attitude control level even while the vehicle is in motion.

[0046] The input unit 100 does not have to be limited to the above-described display, audio, and microphone as long as it is a means capable of receiving input of information regarding the vehicle attitude control level. For example, the input unit 100 includes means communicable with a mobile terminal, and can receive input of information regarding the vehicle attitude control level selected by the driver via an application (for example, a Blue Link application) stored in the driver's mobile terminal.

[0047] Referring to FIG. 1 again, the receiving unit 200 can receive information regarding the running state of the vehicle.

[0048] For example, the receiving unit 200 can receive information regarding the running state including wheel slip information, steering angle, and yaw rate, etc.

[0049] However, not limited thereto, the receiving unit 200 can also receive running information from which wheel slip information, steering angle, and yaw rate can be estimated.

[0050] For example, the receiving unit 200 can receive information regarding wheel speed, and can obtain wheel slip information based on the difference in the received wheel speeds, or can obtain wheel slip information based on the difference between the wheel speed and the running speed of the vehicle.

[0051] The receiving unit 200 is connected to a sensor provided in the vehicle using a network provided in the vehicle, and can receive information regarding the running state of the vehicle.

[0052] For example, the receiving unit 200 can receive the steering angle information from the steering angle sensor using the vehicle's CAN (controller area network) network.

[0053] Based on the vehicle attitude control information transmitted from the input unit 100 and the driving information transmitted from the receiving unit 200, the attitude control unit 300 can control the braking unit 400 or the driving unit 500.

[0054] Here, the braking unit 400 can be a device that generates a braking force to decelerate or stop the vehicle.

[0055] Also, the braking unit 400 can generate a braking torque for each wheel. The braking unit 400 may be a hydraulic wheel brake that operates via hydraulic pressure, or an electro - electronic wheel brake (e.g., EMB (electro mechanical brake)) that operates using electrical energy.

[0056] Here, the driving unit 500 can be a device that generates a driving force that enables the vehicle to travel. The driving unit 500 can be at least two, and can generate the driving force of the front wheels and the driving force of the rear wheels to be different from each other.

[0057] Also, the driving unit 500 can include a first driving unit 500 that generates a driving force for the front wheels and a second driving unit 500 that generates a driving force for the rear wheels. However, it is not limited to this, and the first driving unit 500 may generate a driving force for the rear wheels, and the second driving unit 500 may generate a driving force for the front wheels.

[0058] Also, the first driving unit 500 and the second driving unit 500 include at least one electric motor or engine, and can individually generate a driving force for the front wheels and the rear wheels.

[0059] In addition, the first drive unit 500 and the second drive unit 500 can be combined in various ways to generate driving force for the vehicle. For example, both the first drive unit 500 and the second drive unit 500 may be composed of electric motors, or both may be composed of engines. Alternatively, one of the drive units 500 of the first drive unit 500 and the second drive unit 500 may be composed of an electric motor, and the other drive unit 500 may be composed of an engine.

[0060] In addition, the first drive unit 500 and the second drive unit 500 may be in-wheel motors mounted on individual wheels to generate driving force, but are not limited thereto, and various means capable of generating driving force for the vehicle may be applied to the drive unit 500.

[0061] The attitude control unit 300 can include a first control unit 310 and a second control unit 320.

[0062] Here, the first control unit 310 can control the braking unit 400 to control the yaw rate of the vehicle.

[0063] More specifically, the first control unit 310 can determine the feasibility of entering yaw rate control and the yaw rate control amount.

[0064] The second control unit 320 can control the wheel slip of the vehicle.

[0065] More specifically, the second control unit 320 can determine the feasibility of entering wheel slip control and the wheel slip control amount.

[0066] The components of the vehicle attitude control device can be connected by wire or wirelessly to transmit and receive information.

[0067] For example, the components of the vehicle attitude control device can transmit and receive information using communication means such as Ethernet (registered trademark), Media Oriented Systems Transport (MOST; registered trademark), Flexray, Controller Area Network (CAN), Local Interconnect Network (LIN), Internet, LTE, 5G, Wi-Fi (registered trademark), Bluetooth (registered trademark), NFC (Near Field Communication), Zigbee (registered trademark), and RF (Radio Frequency).

[0068] Figure 3 is a flowchart of a vehicle attitude control method according to an embodiment of the present invention.

[0069] Referring to Figure 3, the attitude control unit 300 can confirm whether a vehicle attitude control start signal selected by the driver is received (S610).

[0070] When the vehicle attitude control start signal is not received, the vehicle can travel in the basic driving mode set for the vehicle without the control of the attitude control unit 300 (S650).

[0071] On the other hand, when the vehicle attitude control start signal is received, the attitude control unit 300 can receive the attitude control setting information input by the driver via the input unit 100 (S620).

[0072] The attitude control unit 300 can perform attitude control by adjusting the driving unit 500 and the braking unit 400 based on the attitude control setting information input by the driver via the input unit 100 (S630).

[0073] The attitude control unit 300 can perform yaw rate control and slip control.

[0074] The first control unit 310 of the attitude control unit 300 can perform yaw rate control (S631).

[0075] The first control unit 310 can determine whether to enter yaw rate control and can determine the yaw rate control amount.

[0076] FIG. 4 is a diagram exemplarily showing a target yaw rate according to the steering angle according to an embodiment of the present invention, and FIG. 5 is a diagram exemplarily showing the difference in yaw rate control according to an embodiment of the present invention.

[0077] Yaw rate control can be a control for controlling the attitude of the vehicle by controlling the braking unit 400 when understeer or oversteer occurs in the vehicle.

[0078] Referring to FIG. 4, the first control unit 310 can set the target yaw rate differently based on the attitude control setting information.

[0079] For example, Y1 can be a diagram regarding the target yaw rate when the attitude control level is the maximum level Lmax, Y3 can be a diagram regarding the target yaw rate when the attitude control level is the minimum level Lmin, and Y2 can be a diagram regarding the target yaw rate when the attitude control level is between the maximum level Lmax and the minimum level Lmin.

[0080] Here, by adjusting the target yaw rate according to the attitude control level, the control intervention timing of the first control unit 310 can be adjusted.

[0081] For example, the first control unit 310 can determine whether to start yaw rate control based on a value obtained by subtracting the target yaw rate value from the current yaw rate received from the receiving unit 200.

[0082] When the target yaw rate exceeds a preset value at the current yaw rate, the first control unit 310 can start yaw rate control so that the current yaw rate can follow the target yaw rate.

[0083] When the target yaw rate is set large like Y1, the difference between the current yaw rate and the target yaw rate may become large, and the target yaw rate value may quickly deviate from the preset value at the current yaw rate, so that the yaw rate control can quickly intervene.

[0084] On the contrary, when the target yaw rate is set low like Y3, the difference between the current yaw rate and the target yaw rate may be relatively small, and the speed at which the target yaw rate value deviates from the preset value at the current yaw rate may be relatively slower than that in the case of Y1, and the yaw rate control can intervene relatively slowly.

[0085] The first control unit 310 can adjust the timing of entering the yaw rate control by setting different target yaw rates based on the attitude control setting information.

[0086] Also, the first control unit 310 can adjust the adjustment amount of the braking unit 400 based on the attitude control setting information.

[0087] By adjusting the target yaw rate, the magnitude of the adjustment amount of the braking unit of the first control unit 310 can also be adjusted somewhat.

[0088] For example, even when the current yaw rate of the vehicle is the same, as the target yaw rate increases, the difference between the target yaw rate and the current yaw rate, that is, the value of the yaw error, increases.

[0089] The first control unit 310 can adjust the adjustment amount of the braking unit to be larger separately from the adjustment of the target yaw rate.

[0090] Referring to FIG. 5, even when the magnitudes of the target yaw rate and the current yaw rate are the same, the first control unit 310 can adjust so that a larger braking unit adjustment amount is generated when the attitude control level is closer to the maximum level Lmax.

[0091] Thereby, the difference in the driving feeling according to the attitude control level input by the driver can be further differentiated.

[0092] Here, (a) of FIG. 5 can be a case where the attitude control level is set lower than that of (b) of FIG. 5. (a) of FIG. 5 is a situation where a difference occurs between the target yaw rate Yt1 of the vehicle and the current yaw rate Yc, and (b) of FIG. 5 can be a situation where a difference occurs between the target yaw rate Yt2 of the vehicle and the current yaw rate Yc. Referring to (a) and (b) of FIG. 5, even in different driving situations, the difference between the target yaw rate and the current yaw rate can be the same.

[0093] At this time, the adjustment amount of the braking unit in (a) of FIG. 5 with a low attitude control level can be set smaller than the adjustment amount of the braking unit in (b) of FIG. 5.

[0094] In other words, the first control unit 310 can adjust the intervention timing of the yaw rate control by adjusting the magnitude of the target yaw rate. More specifically, the first control unit 310 can be set to advance the yaw rate control intervention timing by setting a larger target yaw rate as the attitude control level is higher.

[0095] In addition, the first control unit 310 can adjust the magnitude of the adjustment amount of the braking unit according to the magnitude of the yaw error determined by the difference between the target yaw rate and the current yaw rate. More specifically, the first control unit 310 can set a larger adjustment amount of the yaw rate braking unit as the attitude control level is higher.

[0096] The first control unit 310 can more reliably make the driver feel the difference due to the attitude control level by adjusting the braking unit adjustment amount according to the target yaw rate and the yaw error value.

[0097] Referring to FIG. 3 again, the attitude control unit 300 can include a second control unit 320, and the second control unit 320 can perform slip control (S632).

[0098] The second control unit 320 can receive wheel slip information from the receiving unit 200 and control the driving unit 500.

[0099] Understeer can be a state in which the vehicle deviates from the target path according to the traveling speed and the steering angle of the vehicle, and the actual path travels with a curvature larger than the target path.

[0100] Understeer occurs in a saturated state where the frictional force acting on the front wheels deviates from the friction source. Therefore, in order to get out of the understeer state, it may be necessary to transmit a part of the driving force of the front wheels to the rear wheels and drive.

[0101] Oversteer can be a state in which the vehicle deviates from the target path according to the traveling speed and the steering angle of the vehicle, and the actual path travels with a curvature smaller than the target path.

[0102] Oversteer occurs in a saturated state where the frictional force acting on the rear wheels deviates from the friction source. Therefore, in order to get out of the oversteer state, it may be necessary to transmit a part of the driving force of the rear wheels to the front wheels and drive.

[0103] The second control unit 320 can adjust the target wheel slip.

[0104] Here, the target wheel slip can be the target value of the wheel slip, and the slip control can be performed according to whether the difference between the current wheel slip and the target wheel slip exceeds the allowable amount of the wheel slip.

[0105] FIG. 6 is a diagram exemplarily showing that excessive wheel slip has occurred in one wheel according to an embodiment of the present invention.

[0106] Referring to FIG. 6, the wheel speed of one wheel of the vehicle can become abnormally high (SL). Here, it can be considered that excessive wheel slip has occurred by an amount Sa which is the difference between the speeds of the other wheels and the wheel speed of the wheel in which excessive wheel slip has occurred.

[0107] FIG. 7 is a diagram exemplarily showing the start point of wheel slip control according to an embodiment of the present invention, and FIG. 8 is a diagram exemplarily showing the start point of wheel slip control according to another embodiment of the present invention.

[0108] The target wheel slip diagram St1 in FIG. 7 can be a diagram regarding the target wheel slip when the attitude control level is the maximum level Lmax, and the target wheel slip diagram St2 in FIG. 8 can be a diagram regarding the target wheel slip when the attitude control level is the minimum level Lmin.

[0109] Referring to FIGS. 7 and 8, when the wheel speed of a specific wheel exceeds the target wheel slip speed, the second control unit 320 can be determined to start wheel slip control.

[0110] More specifically, in the case of FIG. 7, the second control unit 320 can start wheel slip control at time t1 when the wheel speed SL1 of a specific wheel exceeds the target wheel slip speed St1.

[0111] Also, in the case of FIG. 8, the second control unit 320 can start wheel slip control at a time t2 when the wheel speed SL2 of a specific wheel exceeds the target wheel slip speed St2.

[0112] Therefore, the wheel slip intervention start time t1 in the case where the attitude control level is the maximum level Lmax (see FIG. 7) can be earlier than the wheel slip intervention start time t2 in the case where the attitude control level is the minimum level Lmin (see FIG. 8).

[0113] In other words, the second control unit 320 can set the size of the target wheel slip diagram lower as the attitude control level is higher, and can start wheel slip control more quickly.

[0114] FIG. 9 is a diagram exemplarily showing wheel slip control according to an embodiment of the present invention, and FIG. 10 is a diagram exemplarily showing wheel slip control according to an embodiment of the present invention.

[0115] The second control unit 320 can adjust the magnitude of the wheel slip control amount.

[0116] The second control unit 320 can make the wheel slip control amount larger as the attitude control level is higher, and can adjust to more quickly reduce the wheel slip exceeding the target wheel slip to below the target wheel slip.

[0117] When the attitude control level is the maximum level Lmax (see FIG. 9), in the wheel slip exceeding the target wheel slip, the wheel slip control amount can be increased to more quickly reduce the wheel slip (see SL1').

[0118] When the attitude control level is at the minimum level Lmin (see Fig. 10), at a wheel slip exceeding the target wheel slip, the wheel slip control amount is set relatively small, and the higher the attitude control level, the more gradually the wheel slip can be reduced (see SL1’).

[0119] Based on the input attitude control level, the attitude control unit 300 can adjust the yaw rate control using the first control unit 310 and perform slip control using the second control unit 320, so that the driver can more surely feel the difference in driving feeling according to the attitude control level.

[0120] Referring to Fig. 3 again, the attitude control unit 300 can confirm whether it has received the vehicle attitude control end signal selected by the driver (S640).

[0121] Until the vehicle attitude control end signal is received, the attitude control unit 300 can perform attitude control based on the attitude control level selected by the driver (S620, S630).

[0122] When the vehicle attitude control end signal is received, the vehicle can travel in the basic driving mode set for the vehicle without the control of the attitude control unit 300 (S650).

[0123] The method according to the present invention can be realized in the form of program instructions that can be performed via various computer means and can be written on a computer-readable medium. The computer-readable medium can include program instructions, data files, data structures, etc. alone or in combination. The program instructions written on the computer-readable medium may be those specially designed and configured for the present invention, or may be those known to and usable by those skilled in computer software.

[0124] Examples of computer-readable media include hardware devices that are specially configured to store and execute program instructions, such as read-only memory (ROM), random access memory (RAM), flash memory, and the like. Examples of program instructions include not only machine language code created by a compiler, but also high-level language code that can be executed by a computer using an interpreter or the like. The above-described hardware device can be configured to operate with at least one software module to perform the operations of the present invention, and vice versa.

[0125] Although the embodiments have been described with reference to the embodiments, those skilled in the art in the relevant technical field can understand that the present invention can be variously modified and changed without departing from the spirit and scope of the present invention described in the following claims.

Description of Reference Numerals

[0126] 100 Input Unit 200 Receiver 300 Posture Control Unit 310 First Control Unit 320 Second Control Unit 400 Braking Unit 500 Driving Unit

Claims

1. an input unit for inputting a posture control level; A receiving unit that receives vehicle driving information; and a posture control unit that controls a driving force and a braking force based on the posture control level and the running information.

2. The driving information includes yaw rate information, The vehicle attitude control device according to claim 1 , wherein the attitude control unit controls a braking force based on the yaw rate information.

3. 3. The vehicle attitude control device according to claim 2, wherein the attitude control unit controls a braking force when the yaw rate information exceeds a preset target yaw rate.

4. 4. The vehicle attitude control device according to claim 3, wherein the target yaw rate is set to be larger as the attitude control level is higher.

5. 3. The vehicle attitude control device according to claim 2, wherein the attitude control unit adjusts the magnitude of the braking force according to the magnitude of a yaw error, and the yaw error is determined by a difference between the yaw rate information and a preset target yaw rate.

6. 6. The vehicle attitude control device according to claim 5, wherein the attitude control unit sets a magnitude of the braking force corresponding to the magnitude of the yaw error to be larger as the attitude control level is higher.

7. The driving information includes wheel slip information, The vehicle attitude control device according to claim 1 , wherein the attitude control unit controls a driving force based on the wheel slip information.

8. When the wheel slip information exceeds a preset target wheel slip, The vehicle attitude control device according to claim 7, wherein the attitude control unit controls a driving force.

9. 9. The vehicle attitude control device according to claim 8, wherein the target wheel slip is set to be smaller as the attitude control level is higher.

10. 8. The vehicle attitude control device according to claim 7, wherein the attitude control unit adjusts a driving force in accordance with a difference between the wheel slip information and a preset target wheel slip.

11. 11. The vehicle attitude control device according to claim 10, wherein the attitude control unit sets a driving force that is larger according to a difference between the wheel slip information and the preset target wheel slip as the attitude control level becomes higher.

12. receiving an attitude control initiation signal; receiving attitude control setting information and driving information; and performing attitude control, The step of performing the attitude control includes: A vehicle attitude control method, comprising: controlling a driving force and a braking force based on the traveling information; and adjusting control of the driving force and the braking force in accordance with the attitude control setting information.

13. the attitude control setting information includes attitude control level information, The driving information includes yaw rate information and wheel slip information, The step of performing the attitude control includes:

13. The vehicle attitude control method according to claim 12, further comprising the step of controlling at least one of the driving force and the braking force using at least one of the yaw rate information and the wheel slip information.

14. 14. The method for controlling a vehicle attitude according to claim 13, wherein, when the yaw rate information exceeds a preset target yaw rate, the step of performing the attitude control includes controlling the braking force.

15. 15. The vehicle attitude control method according to claim 14, wherein the target yaw rate is set higher as the attitude control level is higher.

16. The step of performing the attitude control includes: The braking force is adjusted according to the magnitude of the yaw error.

15. The method of claim 14, wherein the yaw error is determined by a difference between the yaw rate information and the preset target yaw rate.

17. The step of performing the attitude control includes: the higher the attitude control level is, the greater the magnitude of the braking force corresponding to the magnitude of the yaw error is set; 15. The method of claim 14, wherein the yaw error is determined by a difference between the yaw rate information and the preset target yaw rate.

18. When the wheel slip information exceeds a preset target wheel slip, The step of performing the attitude control includes controlling the driving force, 14. The vehicle attitude control method according to claim 13, wherein the target wheel slip is set smaller as the attitude control level is higher.

19. The step of performing the attitude control includes:

19. The vehicle attitude control method according to claim 18, further comprising adjusting a magnitude of the driving force in accordance with a difference between the wheel slip information and the preset target wheel slip.

20. The step of performing the attitude control includes:

19. The vehicle attitude control method according to claim 18, wherein the magnitude of the driving force is set to be larger according to the difference between the wheel slip information and the preset target wheel slip as the attitude control level is higher.

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