Vehicle control device

Abstract

A vehicle control device is provided that can appropriately achieve both suppression of pitch motion of a vehicle and road surface following ability of wheels. [Solution] A control device 10 applies regenerative braking forces Fgf, Fgr output from a front motor or rear motor mounted in the sprung portion of the vehicle 1, and friction braking forces Fbf, Fbr output from a friction braking device mounted in the unsprung portion of the vehicle 1, to at least one of left and right front wheels 21 and left and right rear wheels 22 provided on the vehicle 1, thereby suppressing pitch motion of the vehicle 1. The control device 10 separates a target torque T* to be applied to one of the wheels into a target motor torque Tm*, which is a high-frequency component from one of the front motor, rear motor, and friction braking device, which has a higher responsiveness, and a target friction braking torque Tb*, which is a low-frequency component from the other, which has a lower responsiveness, and outputs them.

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device that suppresses pitch motion of a vehicle. [Background technology]

[0002] Conventionally, there are known techniques for suppressing pitch motion of a vehicle. For example, Patent Document 1 describes a braking control device that suppresses pitch motion by applying friction braking force and regenerative braking force to wheels in coordination when braking the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-115926 Summary of the Invention [Problem to be solved by the invention]

[0004] When a vehicle is traveling, it is desirable to not only suppress pitching motion but also improve the road-following ability of each wheel. However, while the device described in Patent Document 1 aims to suppress pitching motion, it does not take into consideration the road-following ability of the wheels, which can change as each braking force is applied.

[0005] The present invention has been made in consideration of these problems, and its purpose is to provide a vehicle control device that can appropriately achieve both suppression of vehicle pitch movement and road-following ability of the wheels. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, the vehicle control device of the present invention applies a braking force output from a regenerative braking device mounted on the sprung portion of the vehicle and a braking force output from a braking device mounted on the unsprung portion of the vehicle to at least one of the left and right front wheels and the left and right rear wheels of the vehicle, thereby suppressing pitch motion of the vehicle, and separates the target torque to be applied to one of the wheels into a high-frequency component from one of the regenerative braking device and the braking device which has a higher responsiveness, and a low-frequency component from the other of the regenerative braking device and the braking device which has a lower responsiveness, and outputs them. [Effects of the Invention]

[0007] According to the vehicle control device of the present invention, it is possible to appropriately achieve both suppression of pitch motion of the vehicle and road surface following ability of the wheels. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic configuration diagram showing a vehicle equipped with a vehicle control device according to an embodiment; [Figure 2] FIG. 4 is an explanatory diagram showing an anti-force acting on the vehicle when it is driven. [Figure 3] FIG. 4 is an explanatory diagram showing an anti-force acting on a vehicle during braking. [Figure 4] 10 is a flowchart illustrating an example of pitch control according to an embodiment. [Figure 5] FIG. 2 is an explanatory diagram showing an example of pitch movement of a vehicle during braking. [Figure 6] FIG. 10 is a control block diagram showing an example of frequency separation processing. [Figure 7] 5A and 5B are explanatory diagrams showing an example of time-dependent changes in target torque, target motor torque, and target friction braking torque. [Figure 8] 10 is a flowchart illustrating an example of a process for setting a gain according to a control mode. [Figure 9] FIG. 2 is an explanatory diagram showing an example of forces acting on a vehicle when it is driven. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0010] (vehicle) 1 is a schematic diagram showing the configuration of a vehicle equipped with a vehicle control device according to an embodiment. The vehicle 1 is a four-wheel drive electric vehicle that travels by transmitting power from front motors 101R, 101L as a power source for traveling to left and right front wheels 21, and transmitting power from rear motors 102R, 102L as a power source for traveling to left and right rear wheels 22. Hereinafter, unless there is a need to distinguish between them, the front motors 101R, 101L will be referred to as the "front motor 101" and the rear motors 102R, 102L will be referred to as the "rear motor 102."

[0011] The front motor 101R outputs a driving force Fdf (FIG. 2) to the right front wheel 21 via the transaxle 121R and the front axle 131. The front motor 101L outputs a driving force Fdf (FIG. 2) to the left front wheel 21 via the transaxle 121L and the front axle 131. The rear motor 102R outputs a driving force Fdr (FIG. 2) to the right rear wheel 22 via the transaxle 122R and the rear axle 132. The rear motor 102L outputs a driving force Fdr (FIG. 2) to the left rear wheel 22 via the transaxle 122L and the rear axle 132.

[0012] The vehicle 1 is equipped with a battery 14 serving as a power source, which is configured as a secondary battery such as a lithium-ion battery. Power from the battery 14 is supplied to the front motor 101 and the rear motor 102 via a power conversion device such as an inverter, thereby outputting driving forces Fdf and Fdr. Furthermore, when the vehicle 1 is decelerating with the accelerator released, the front motor 101 and the rear motor 102 regenerate power using the rotational forces of the front wheels 21 and the rear wheels 22, generating regenerative braking forces Fgf and Fgr (FIG. 3). The regenerated power generated by the front motor 101 and the rear motor 102 is supplied to the battery 14. As described above, the front motor 101 and the rear motor 102 function as a driving device that applies driving force to each wheel and as a regenerative braking device that applies regenerative braking force, and are controlled by a control device (vehicle control device) 10 installed in the vehicle 1.

[0013] The vehicle 1 also includes a friction braking device 30 that applies braking force to the front wheels 21 and rear wheels 22. The friction braking device 30 generates friction force by pressing brake pads 30P, which are driven by an actuator (not shown), against disc rotors 30D provided corresponding to each front wheel 21 and each rear wheel 22. As a result, the friction braking device 30 applies a friction braking force Fbf (FIG. 3) to each front wheel 21 and a friction braking force Fbr (FIG. 3) to each rear wheel 22. The friction braking device 30 is driven by a hydraulic actuator, and has lower output responsiveness than the front motor 101 and rear motor 102. The friction braking device 30 is controlled by the control device 10.

[0014] The control device 10 is configured to include input / output devices, storage devices (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), etc. The control device 10 acquires detection amounts detected by various sensors of the vehicle 1 and operation information of various devices, calculates values ​​such as the required braking / driving force required for the vehicle 1 to travel, and controls each device of the vehicle 1 based on the calculated values. For example, the control device 10 acquires the vehicle speed of the vehicle 1 detected by a vehicle speed sensor 15 and the longitudinal acceleration detected by an acceleration sensor 16, and performs pitch control, which will be described later, based on the acquired values.

[0015] (Anti-force) Next, the anti-force acting on the vehicle 1 will be described. FIG. 2 is an explanatory diagram showing the anti-force acting on the vehicle 1 when driving. FIG. 3 is an explanatory diagram showing the anti-force acting on the vehicle 1 when braking. Suspension devices 11 that suspend each of the front wheels 21 and each of the rear wheels 22 from the vehicle body are provided between each of the front wheels 21 and each of the rear wheels 22 of the vehicle 1 and the vehicle body. The front motor 101 and the rear motor 102 are mounted in the sprung portion (inboard portion) above the suspension devices 11 of the vehicle 1, and the friction braking device 30 is mounted in the unsprung portion (outboard portion) below the suspension devices 11 of the vehicle 1. Therefore, when the vehicle 1 is driven, driving forces Fdf and Fdr output from the sprung portion act on the front wheels 21 and the rear wheels 22. Furthermore, when braking the vehicle 1, regenerative braking forces Fgf, Fgr output from the sprung parts or friction braking forces Fbf, Fbr output from the unsprung parts act on the front wheels 21 and rear wheels 22.

[0016] Here, the anti-angles θdf, θdr, θbf, and θbr of the suspension unit 11 are determined by its geometry. The anti-angle θdf is the angle formed with the horizontal line connecting the center of the front wheel 21 and the attachment point of the suspension link 11L, which connects the suspension unit 11 to the body (sprung portion), and is the so-called anti-nose-up angle. The anti-angle θdr is the angle formed with the horizontal line connecting the center of the rear wheel 22 and the attachment point of the suspension link 11L to the body, and is the so-called anti-squat angle. The anti-angle θbf is the angle formed with the horizontal line connecting the center of the contact patch of the front wheel 21 and the attachment point of the suspension link 11L to the body, and is the so-called anti-nose-dive angle. The anti-angle θbr is the angle formed with the horizontal line connecting the center of the contact patch of the rear wheel 22 and the attachment point of the suspension link 11L to the body, and is the so-called anti-tail-lift angle. The anti angle θbf is larger than the anti angle θdf, the anti angle θbr is larger than the anti angle θdr, and the anti angle θbr is larger than the anti angle θbf.

[0017] As a result, when the vehicle 1 is driven, as shown in FIG. 2, a downward anti-force Zdf acts on the front side of the vehicle 1 as a component of the driving force Fdf in accordance with the anti-angle θdf. Also, an upward anti-force Zdr acts on the rear side of the vehicle 1 as a component of the driving force Fdr in accordance with the anti-angle θdr. Also, when the vehicle 1 is braking, as shown in FIG. 3, an upward anti-force Zgf acts on the front side of the vehicle 1 in accordance with the anti-angle θdf as a component of the regenerative braking force Fgf. Also, a downward anti-force Zgr acts on the rear side of the vehicle 1 in accordance with the anti-angle θdr as a component of the regenerative braking force Fgr. Furthermore, an upward anti-force Zbf acts on the front side of the vehicle 1 in accordance with the anti-angle θbf as a component of the frictional braking force Fbf. Also, a downward anti-force Zbr acts on the rear side of the vehicle 1 in accordance with the anti-angle θbr as a component of the frictional braking force Fbr. The anti-forces Zdf, Zdr, Zgf, Zgr, Zbf, and Zbr are expressed by the following equations (1) to (6).

[0018] Zdf=Fdf·tan(θdf) …(1) Zdr = Fdr tan(θdr) …(2) Zgf=Fgf·tan(θdf) …(3) Zgr = Fgr tan(θdr) …(4) Zbf=Fbf·tan(θbf) …(5) Zbr=Fbr·tan(θbr) …(6)

[0019] (Pitch Control) Next, pitch control will be described. Pitch control is a control that applies braking force to at least one of the left and right front wheels 21 and the left and right rear wheels 22 while the required braking force required for braking is satisfied during braking of the vehicle 1, thereby suppressing pitch motion of the vehicle 1. Fig. 4 is a flowchart showing an example of pitch control according to the embodiment. The process shown in Fig. 4 is repeatedly executed by the control device 10 every unit time (for example, every few milliseconds) while the vehicle 1 is braking.

[0020] The control device 10 acquires the vehicle speed and longitudinal acceleration of the vehicle 1 (step ST1), and calculates an estimated value of the pitch angle θp of the vehicle 1 based on the acquired values, etc. (step ST2). FIG. 5 is an explanatory diagram showing an example of pitch motion of the vehicle 1 during braking. When the vehicle 1 is braked, an inertial force acting forward in the longitudinal direction of the vehicle acts on the center of gravity CG. As a result, as shown by the change from the dashed line to the solid line in the figure, the sprung portion of the vehicle 1 tilts forward about the center of gravity CG, resulting in a so-called nose-down posture change. The pitch angle θp is the angle at which the sprung portion of the vehicle 1 tilts relative to the horizontal direction about the center of gravity CG during such pitch motion. The pitch angle θp may be calculated using a well-known method.

[0021] Next, the control device 10 sets a target torque T* to be applied to each wheel based on the calculated pitch angle θp (step ST3). Specifically, as shown in FIG. 5, when a regenerative braking force Fgf or a frictional braking force Fbf is applied to the front wheels 21, an upward force acts on the front side of the vehicle 1 due to the anti-forces Zgf and Zbf. Also, when a regenerative braking force Fgf or a frictional braking force Fbf is applied to the rear wheels 22, a downward force acts on the rear side of the vehicle 1 due to the anti-forces Zgr and Zbr. As a result, a counterclockwise rotational moment M is generated in the sprung portion, and pitching motion in the nose-down direction is suppressed.

[0022] Therefore, the control device 10 may set the target torque T* for each wheel so that at least one of the anti-forces Zgf, Zbf, Zgr, and Zbr acts on each wheel according to the magnitude of the pitch angle θp and satisfies the required braking force. Furthermore, because the rear anti-angle θgr is larger than the front anti-angle θgr and the rear anti-angle θbr is larger than the front anti-angle θbf, the rear anti-forces Zgr and Zbr are particularly likely to suppress pitch motion. Therefore, the control device 10 may set the target torque T* so that the larger the pitch angle θp, the higher the priority is given to outputting the regenerative braking force Fgr or the friction braking force Fbr to the rear wheels 22 rather than the front wheels 21. The target torque T* for the left and right front wheels 21 may be the same, or the target torque T* for the left and right rear wheels 22 may be the same. That is, the target torque T* may be set for at least one of the left and right front wheels 21 and the left and right rear wheels 22.

[0023] Next, the control device 10 executes frequency separation processing for the target torque T* (step ST4). FIG. 6 is a control block diagram showing an example of the frequency separation processing. For simplicity of explanation, an example will be described in which a target torque T* to be output in coordination between the front motor 101 or the rear motor 102 and the friction braking device 30 is set for either one of the front wheels 21 or each of the rear wheels 22. Note that "in coordination" means that a regenerative braking force and a friction braking force in a direction that suppresses pitch motion are output from both the front motor 101 or the rear motor 102 and the friction braking device 30, as described above.

[0024] As shown in the figure, the control device 10 calculates a target motor torque Tm*, which is a target value of the torque to be output from the front motor 101 or the rear motor 102, by applying a high-pass filter 41 to the target torque T*, and calculates a target friction braking torque Tb*, which is a target value of the torque to be output from the friction braking device 30, by applying a low-pass filter 42 to the target torque T*. The high-pass filter 41 is expressed, for example, by the transfer function of equation (7), and the low-pass filter 42 is expressed, for example, by the transfer function of equation (8). Each filter satisfies the relationship of equation (9). In the equation, "ω" is a frequency, and "k" is a weighting gain that is set to a value less than 1. Here, the settings are such that the larger the gain k, the larger the proportion of the target friction braking torque Tb* and the smaller the proportion of the target motor torque Tm*.

[0025] Qm(s)=(s+(1-k)ω) / (s+ω) …(7) Qb(s)=kω / (s+ω) …(8) Qm(s)+Qb(s)=1 …(9)

[0026] FIG. 7 is an explanatory diagram showing an example of time changes in the target torque T*, the target motor torque Tm*, and the target frictional braking torque Tb*. As shown in the figure, by applying a high-pass filter 41 to the target torque T*, the high-frequency components of the target torque T* are set as the target motor torque Tm*. Furthermore, by applying a low-pass filter 42 to the target torque T*, the low-frequency components of the target torque T* are set as the target frictional braking torque Tb*. That is, of the front motor 101, the rear motor 102, and the frictional braking device 30, the high-frequency components of the target torque T* are output from the front motor 101 and the rear motor 102, which have higher responsiveness, and the low-frequency components of the target torque T* are output from the frictional braking device 30, which has lower responsiveness. The control device 10 then appropriately controls the front motor 101, the rear motor 102, and the frictional braking device 30 so that the set target motor torque Tm* and target frictional braking torque Tb* are output (step ST5), and this routine is executed again from the beginning.

[0027] (Effects of the embodiment) As described above, the control device (vehicle control device) 10 of the embodiment applies regenerative braking forces Fgf, Fgr output from the front motor (regenerative braking device) 101 or the rear motor (regenerative braking device) 102 mounted in the sprung portion of the vehicle 1, and friction braking forces Fbf, Fbr output from the friction braking device (brake device) 30 mounted in the unsprung portion of the vehicle 1, to at least one of the left and right front wheels 21 and the left and right rear wheels 22 provided on the vehicle 1, thereby suppressing pitch motion of the vehicle 1. The control device 10 separates the target torque T* to be applied to one of the wheels into a target motor torque Tm* which is a high-frequency component from one of the front motor 101, the rear motor 102, and the friction braking device 30 which has a higher responsiveness, and a target friction braking torque Tb* which is a low-frequency component from the other which has a lower responsiveness, and outputs the separated torques (steps ST3 to ST5).

[0028] With this configuration, the fine fluctuation component of the target torque T* can be output from the highly responsive front motor 101 and rear motor 102. As a result, the target motor torque Tm* can be output in response to minute changes in the vehicle 1's posture, improving the road-following ability of each wheel. On the other hand, the gradual fluctuation component of the target torque T* is output as the target friction braking torque Tb* from the friction braking device 30. As described above, the anti-angle θbf is larger than the anti-angle θdf, and the anti-angle θbr is larger than the anti-angle θdr. Therefore, the anti-forces Zbf and Zbr tend to act more strongly than the anti-forces Zgf and Zgr. Therefore, the pitch motion of the vehicle 1 can be more effectively suppressed than when the target torque T* component is output using only the front motor 101 and the rear motor 102. Furthermore, by outputting only the gradual fluctuation component of the target torque T* as the target friction braking torque Tb*, the friction braking device 30, which has relatively low responsiveness, is not driven at an unnecessarily high speed, thereby suppressing noise generation. Therefore, according to the control device 10 of the embodiment, it is possible to appropriately achieve both suppression of pitch movement of the vehicle 1 and road surface following performance of the wheels.

[0029] Furthermore, in the frequency separation process of step ST6, the gain k of the high-pass filter 41 and the low-pass filter 42 may be changed as appropriate depending on the state of the vehicle 1. For example, the control device 10 may decrease the gain k as the vehicle speed of the vehicle 1 increases, and increase the proportion of the target motor torque Tm*, which is the portion of the target torque T* that is output from one of the front motor 101, the rear motor 102, and the friction braking device 30 that has a higher responsiveness. As a result, the higher the vehicle speed and the more likely road surface disturbances are to be input at high frequencies, i.e., the more likely the attitude of the vehicle 1 is to fluctuate finely, the higher the output proportion of the highly responsive target motor torque Tm* can be increased, thereby more effectively improving the road surface following ability of each wheel.

[0030] Furthermore, gain k may be set according to the control mode of vehicle 1. As shown in FIG. 1, vehicle 1 is provided with a mode setting switch 19 that can set the control mode. Mode setting switch 19 is provided inside the vehicle cabin so that it can be operated by the driver. The control modes include, for example, an eco mode that places more importance on improving the energy consumption efficiency of vehicle 1 than in the normal mode, a comfort mode that places more importance on the ride comfort of vehicle 1 than in the normal mode, and a sport mode that places more importance on the road-following ability of the wheels than in the normal mode. Note that the normal mode is a state in which eco mode, comfort mode, and sport mode are not set. Here, a case in which any of eco mode, comfort mode, and sport mode is set will be described as an example.

[0031] Fig. 8 is a flowchart showing an example of a process for setting the gain k according to the control mode. The process shown in Fig. 8 is executed by the control device 10 in step ST4 of Fig. 4. The control device 10 determines which control mode the vehicle 1 is set to (step ST41).

[0032] When it is determined in step ST41 that the control mode is set to the comfort mode, the control device 10 increases the value of the gain k compared to when the control mode is set to the normal mode (step ST42). That is, the ratio of the target friction braking torque Tb*, which is the portion of the target torque T* that is output from the friction braking device 30, is increased. This increases the anti-forces Zbf and Zbr, thereby more effectively suppressing the roll motion and improving the ride comfort of the vehicle 1 in response to a request for the comfort mode from the driver.

[0033] When the control device 10 determines in step ST41 that the control mode is set to the eco mode, it reduces the value of the gain k compared to when the control mode is set to the normal mode (step ST43). That is, it increases the ratio of the target motor torque Tm*, which is the portion of the target torque T* that is output from the front motor 101 and the rear motor 102. This reduces energy consumption by minimizing the drive of the friction braking device 30, thereby improving the energy consumption efficiency of the vehicle 1 in response to a request for the eco mode from the driver. It is more preferable that the control device 10 does not set the friction braking forces Fbf, Fbr so as not to drive the friction braking device 30.

[0034] When the control device 10 determines in step ST41 that the control mode is set to the sport mode, it increases the proportion of the target motor torque Tm* that is output from one of the front motor 101, rear motor 102, and friction braking device 30 that has a higher responsiveness. In other words, the control device 10 reduces the value of the gain k compared to when the control mode is set to the normal mode (step ST44). This increases the output proportion of the target motor torque Tm* that has a higher responsiveness, making it possible to better improve the road surface tracking of each wheel in response to a request for the sport mode from the driver.

[0035] Whether the gain k is adjusted based on the vehicle speed or the control mode may be determined appropriately depending on the specifications of the vehicle 1, the driving environment, and the like.

[0036] Furthermore, although the pitch control described above is intended to be performed when the vehicle 1 is braking, a nose-down attitude change such as that shown in FIG. 5 may also occur when the vehicle 1 is being driven, depending on the situation. FIG. 9 is an explanatory diagram showing an example of forces acting on the vehicle 1 when it is being driven. As described above, applying the regenerative braking force Fgr or the frictional braking force Fbr to the rear wheels 22 suppresses nose-down pitch movement, but applying the regenerative braking force Fgr or the frictional braking force Fbr when the vehicle 1 is being driven may result in deceleration that is unexpected for the driver.

[0037] Therefore, as shown in FIG. 9, the control device 10 may apply a driving force Fdr to the front wheels 21 to compensate for the deceleration caused by the application of the regenerative braking force Fgr and the friction braking force Fbr to the rear wheels 22. This prevents the driver from feeling an unexpected deceleration. In this way, the control device 10 may output a regenerative braking force and a friction braking force when driving the vehicle 1, and may set the target motor torque Tm* and the target friction braking torque Tb* using the processing of step ST4. In this case, an upward anti-force Zdf acts on the front side of the vehicle 1, promoting a nose-dive attitude change. However, the anti-forces Zgr and Zbr acting on the rear side may suppress the nose-dive attitude change of the vehicle 1 as a whole.

[0038] Although the description of the embodiment has been completed, aspects of the present invention are not limited to this embodiment. For example, the friction braking device 30 is driven by a hydraulic actuator and has lower output responsiveness than the front motor 101 and the rear motor 102. However, the friction braking device 30 may be a so-called electric caliper driven by an electric actuator and have higher output responsiveness than the front motor 101 and the rear motor 102. In this case, in step ST6 described above, the "one with higher responsiveness" refers to the friction braking device 30, and the "other with lower responsiveness" refers to the front motor 101 and the rear motor 102. This generates large antiforces Zbf and Zbr, and the target friction braking torque Tb* with high output responsiveness can suppress pitch motion and improve wheel road-following performance. Furthermore, the target motor torque Tm* can compensate for any shortfall in the target torque T*. As such, the present invention is also applicable to a configuration in which the unsprung braking device has higher output responsiveness than the sprung driving device.

[0039] In this embodiment, the present invention is applied to a four-wheel drive electric vehicle 1. However, the present invention may be applied to other vehicles as long as the vehicle 1 is capable of suppressing pitch motion by applying braking force from a sprung regenerative braking device and braking force from an unsprung braking device in coordination to at least one of the left and right front wheels 21 and the left and right rear wheels 22. [Explanation of symbols]

[0040] 1 vehicle 10 Control device (vehicle control device) 21 Front wheel (wheel) 22 Rear wheel (wheel) 30 Friction braking device (braking device) 41 High-pass filter 42 Low-pass filter 101, 101R, 101L Front motor (regenerative braking device) 102, 102R, 102L rear motor (regenerative braking device) Fbf, Fbr Friction braking force Fdf, Fdr driving force Fgf, Fgr regenerative braking force T* Target torque Tb* Target friction braking torque Tm* Target motor torque Zdf, Zdr, Zgf, Zgr, Zbf, Zbr anti-force θdf, θdr, θbf, θbr anti-angle θp pitch angle

Claims

1. A vehicle control device that applies a braking force output from a regenerative braking device mounted on a sprung portion of a vehicle and a braking force output from a braking device mounted on an unsprung portion of the vehicle to at least one of left and right front wheels and left and right rear wheels provided on the vehicle, thereby suppressing pitch motion of the vehicle, A vehicle control device that separates and outputs a target torque to be applied to one of the wheels into a high-frequency component from one of the regenerative braking device and the braking device that has a higher responsiveness, and a low-frequency component from the other of the regenerative braking device and the braking device that has a lower responsiveness.

2. The vehicle control device according to claim 1 , wherein the ratio of the target torque output from the regenerative braking device or the braking device having a higher response is increased as the vehicle speed of the vehicle increases.

3. 3. The vehicle control device according to claim 1, wherein in a sport mode in which the road-following ability of the wheels is given more importance than in a normal mode, the ratio of the target torque output from the regenerative braking device or the braking device with the higher responsiveness is made larger than in the normal mode.

4. 3. The vehicle control device according to claim 1, wherein in an eco mode, which places more importance on improving the energy consumption efficiency of the vehicle than in a normal mode, the ratio of the target torque output from the regenerative braking device is made larger than in the normal mode.

5. 3. The vehicle control device according to claim 1, wherein in a comfort mode in which a riding comfort of the vehicle is given more importance than in a normal mode, a ratio of the target torque output from the braking device is made larger than in the normal mode.

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