Vehicle control system

Abstract

To provide a vehicle control device that can improve the likelihood of achieving target values ​​and reduce calculation time. [Solution] The present invention is a vehicle control device that controls a vehicle using a group of vehicle control actuators 2 based on driver input or vehicle motion control requests, and obtains upper and lower limits for a target tire force, which is at least one of the three component forces of a tire including longitudinal force, lateral force, and vertical force of the tire; calculates the feasible range of a target center of gravity force, which is at least one of the six component forces of the center of gravity including longitudinal force, lateral force, vertical force, yaw moment, pitch moment, and roll moment of the vehicle, based on the upper and lower limits of the target tire force; sets the target target center of gravity force to a value within the feasible range based on driver input or vehicle motion control requests and the feasible range; and controls the group of vehicle control actuators 2 based on the set target target center of gravity force.

Description

[Technical Field]

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

[0002] The vehicle control device is configured to control the corresponding tire forces (e.g., longitudinal force and lateral force) of each wheel based on target values ​​of the six components of the vehicle's center of gravity force (longitudinal force, lateral force, vertical force, roll moment, pitch moment, and yaw moment). The tire forces are applied by various actuators. For example, Japanese Patent Application Publication No. 2022-165535 discloses a method to prevent the search for a solution from being slowed down when there are constraints on the tire forces in calculating the optimal tire force to achieve the target. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-165535 [Overview of the project] [Problems that the invention aims to solve]

[0004] Based on the above technology, the inventors have developed a vehicle control device that can improve the feasibility of achieving target values ​​and shorten calculation time by acquiring information on the six components of the center of gravity force that can be reliably achieved with a small number of calculations. The object of the present invention is to provide a vehicle control device that can improve the feasibility of achieving target values ​​and shorten calculation time. [Means for solving the problem]

[0005] The vehicle control device of the present invention is a vehicle control device that performs vehicle control by a vehicle control actuator group based on driver input or a vehicle motion control request. For a target tire force that is at least one of the three tire forces including the longitudinal force, lateral force, and vertical force of a tire, an upper limit value and a lower limit value are obtained. Based on the upper limit value and the lower limit value of the target tire force, a realizable range of a target center-of-gravity force that is at least one of the six center-of-gravity forces including the longitudinal force, lateral force, vertical force, yaw moment, pitch moment, and roll moment of the vehicle is calculated. Based on the driver input or the vehicle motion control request and the realizable range, the target target center-of-gravity force is set to a value within the realizable range, and the vehicle control actuator group is controlled based on the set target center-of-gravity force.

Advantages of the Invention

[0006] According to the present invention, since vehicle control is executed based on the realizable range of the target center-of-gravity force, the vehicle control actuator group can be controlled within the realizable range. By setting the target control value so as to fall within the realizable range, the target six center-of-gravity forces can be more reliably realized. In addition, by setting the target control value within the realizable range, the possibility of re-calculation due to impossibility of realization is reduced. Thus, according to the present invention, it is possible to improve the realizability of the target six center-of-gravity forces and shorten the calculation time.

Brief Description of the Drawings

[0007] [Figure 1] It is a configuration diagram of the vehicle control device of the present embodiment. [Figure 2] It is a flowchart showing the processing flow of the vehicle control device of the present embodiment. [Figure 3] It is an explanatory diagram for explaining the range calculation processing of the present embodiment. [Figure 4] It is an explanatory diagram for explaining the range calculation processing of the present embodiment. [Figure 5] It is a conceptual diagram showing an example of the vehicle state of the present embodiment. [Figure 6] It is an explanatory diagram for explaining the range calculation processing of the present embodiment. [Modes for carrying out the invention]

[0008] Hereinafter, a vehicle control device 1, which is one embodiment of the present invention, will be described in detail with reference to the drawings. In addition to the embodiments described below, the present invention can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art. This embodiment will be described with reference to the prior art (Japanese Patent Application Publication No. 2022-165535).

[0009] As shown in Figure 1, the vehicle comprises a vehicle control device 1 and a vehicle control actuator group 2. The vehicle control device 1 consists of an electronic control unit (ECU) comprising one or more processors and one or more memories. The vehicle control device 1 is a device that controls the vehicle using the vehicle control actuator group 2 (multiple actuators) based on driver input or vehicle motion control requests. The vehicle control device 1 is connected to an accelerator sensor 91, a brake sensor 92, a steering sensor 93, and the vehicle control actuator group 2.

[0010] The accelerator sensor 91 is a sensor that detects the amount of operation of the accelerator (e.g., accelerator pedal) by the driver. The brake sensor 92 is a sensor that detects the amount of operation of the brake (e.g., brake pedal) by the driver. The steering sensor 93 is a sensor that detects the amount of operation of the steering member (e.g., steering wheel) by the driver. The vehicle control device 1 acquires each of these detected values. Details of the vehicle control device 1 will be described later.

[0011] The vehicle control actuator group 2 consists of multiple actuators for performing vehicle control. The vehicle control actuator group 2 includes a drive actuator 21, a brake actuator 22, a steering actuator 23, an active stabilizer 24, and an active suspension 25.

[0012] The drive actuator 21 controls the braking and driving force of the vehicle based on commands from the vehicle control device 1. In this embodiment, the drive actuator 21 is an in-wheel motor provided on each wheel. Each drive actuator 21 is independently controllable and can generate driving force independently on each wheel. In addition, each drive actuator 21 can also generate braking force independently through regenerative braking force.

[0013] The brake actuator 22 is a device that applies braking force to the tires based on a command from the vehicle control device 1. The brake actuator 22 is incorporated into, for example, a hydraulic brake system. The brake actuator 22 may, for example, be capable of independently controlling the braking force of each wheel, or it may be capable of independently controlling the braking force of the front wheels and the braking force of the rear wheels.

[0014] The steering actuator 23 is a device that steers the steering wheels (e.g., front wheels and / or rear wheels) based on commands from the vehicle control device 1. The steering actuator 23 can also be said to control the steering angle of the steering wheels. The steering actuator 23 may be part of an electric power steering system or part of a steer-by-wire system. The entire vehicle may be a steering wheel.

[0015] The active stabilizer 24 controls the twist angle of the stabilizer bar based on commands from the vehicle control device 1. The active stabilizer 24 is provided, for example, at the front and rear of the vehicle.

[0016] The active suspension 25 controls the suspension characteristics based on commands from the vehicle control device 1. The active suspension 25 controls the suspension reaction force by adjusting extension and compression through hydraulic or pneumatic control. The active suspension 25 may also control the damping force characteristics.

[0017] (Details of Vehicle Control Device 1) As shown in Figure 2, the vehicle control device 1 is configured to execute limit acquisition processing S1, range calculation processing S2, and target control processing S3. Limit acquisition processing S1 is a process of acquiring upper and lower limits for the target tire force, which is at least one of the three components of tire force, including longitudinal force, lateral force, and vertical force. The "upper and lower limits" of the target tire force (hereinafter also referred to as "limit values" or "upper and lower limits") are, for example, information that is set (stored) in advance as an initial setting in the vehicle control device 1 or another ECU, or information calculated according to the driving state of the vehicle. The limit values ​​can also be called constraint conditions. The target tire force is set in advance.

[0018] The vehicle control unit 1 obtains information about limit values ​​from its own memory or the memory of another ECU, calculates the limit value corresponding to the situation (or uses the value as is if no calculation is necessary), and obtains the current limit value. For example, if the vehicle control unit 1 detects that the vehicle is driving off-road using various sensors, it calculates the current limit value by performing calculations that take into account the change in the tire friction circle. In this way, the vehicle control unit 1 obtains the current limit value from memory or by calculation.

[0019] The vehicle control device 1 acquires vehicle status information, which is information about the vehicle status, from the status detection device 8. Based on the vehicle status information, if it determines that the upper and lower limits of the target tire force have changed, it updates the feasible range based on the changed upper and lower limits. The vehicle status information is information acquired from the status detection device 8. The status detection device 8 includes, for example, acceleration sensors in each direction (e.g., front and rear, left and right, up and down, yaw rate, etc.), wheel speed sensors provided on each wheel, surrounding monitoring sensors (e.g., LiDAR, etc.), ZMP sensors, and / or road surface information storage devices associated with map data. The vehicle control device 1 is connectable to the status detection device 8 and vehicle position information (e.g., GPS).

[0020] For example, when the vehicle control device 1 determines from the acquired vehicle state information that the vehicle is traveling off-road, it updates the limit value of the target tire force based on the calculation based on the vehicle state information or the limit value of the target tire force according to a preset situation. In the vehicle control device 1, limit values of the three tire forces corresponding to the vehicle state information (driving situation) may be set in advance. Limit values may be set for each situation (off-road, frozen road surface, etc.).

[0021] (Range calculation processing) The range calculation process S2 is a process of calculating the achievable range of the target gravity force, which is at least one of the six gravity forces of the center of gravity including the longitudinal force, lateral force, vertical force, yaw moment, pitch moment, and roll moment of the vehicle, based on the upper limit value and the lower limit value of the target tire force acquired in the limit acquisition process S1. The target gravity force is preset.

[0022] The method of calculating the six gravity forces of the center of gravity from the three tire forces is a well-known method and will be briefly described. The three tire forces are the longitudinal force F xi 、lateral force F yi 、and vertical force F zi of the tire. The subscript i represents the position of the wheel. For the subscript i, for example, in a six-wheel vehicle, the right front wheel is represented by fr, the left front wheel is represented by fl, the right middle wheel is represented by mr, the left middle wheel is represented by ml, the right rear wheel is represented by rr, and the left rear wheel is represented by fl.

[0023] The six gravity forces of the center of gravity are the longitudinal force F x 、lateral force F y 、vertical force F z 、roll moment M x 、pitch moment M y 、and yaw moment M z of the vehicle. The vector y of the target gravity force to be calculated among the six gravity forces of the center of gravity can be obtained by multiplying the vector u of the target tire force to be calculated among the tire forces by the coefficient matrix C (y = C × u: hereinafter also referred to as the "force component calculation formula"). The number of rows m of the coefficient matrix C corresponds to the number (type number) of the target gravity forces to be obtained, and the number of columns n corresponds to the degree of freedom of the target tire force (C = [m × n]).

[0024] Specifically, for example, the force of the object's center of gravity is the longitudinal force F. x and yaw moment M z The target tire force is the longitudinal force F of each tire of the 6-wheel vehicle. xi In this case, the coefficient matrix C has 2 rows m and 6 columns, which is the number of tires multiplied by the number of degrees of freedom of each tire (number of target tire forces). In other words, in this case, the target center of gravity force y is a 2x1 matrix (y=[F x M z ] T ) and the coefficient matrix C is a 2x6 matrix, and the target tire force u is a 6x1 matrix (u=[F xfr F xfl F xmr F xml F xrr F xrl ])

[0025] Parameter C of the coefficient matrix C 11 ...C mn This is determined based on the target center of gravity force, the target tire force at u, and both parameters. In the example of the 2x6 grid above, as shown in equation (1) below, C 11 =1, C 12 =1, C 13 =1, C 14 =1, C 15 =1, C 16 =1, C 21 =-t f / 2, C 22 =t f / 2, C 23 =-t m / 2, C 24 =t m / 2, C 25 =t r / 2, C 26 =-t r / 2, which is the result. f is the tread width of the front wheel, and t m This is the tread width of the middle wheel, and t r This is the tread width of the rear wheel.

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[0026] The vehicle control device 1 calculates y using the above force component calculation formula for all combinations of u (here, 2 to the power of 6 = 64 combinations) when the target tire force (here, longitudinal force) of each of the 6 wheels is varied between the upper and lower limits in the matrix u. For example, when the target tire force of all 6 wheels is at the upper limit, the longitudinal force F of the target center of gravity is calculated. x This reaches its maximum value, and the yaw moment M z This becomes 0. For example, in terms of longitudinal forces, the force in the forward direction is a positive value, and the force in the reverse direction is a negative value.

[0027] In this example, if the upper limit of the longitudinal force, which is the target tire force, is +3000N and the lower limit is -3000N, part of the calculation result will be as shown in Figure 3. This result is plotted with the longitudinal force F on the horizontal axis. x , with yaw moment M on the vertical axis z When represented graphically, it looks like Figure 4. The area (region) represented by a diamond in the center of Figure 4 is the range of vehicle motion control (range of target center of gravity force) that can be achieved with the target tire force under the above conditions. The vehicle control device 1 calculates and stores this achievable range according to the vehicle conditions. The longitudinal force and yaw moment of the vehicle resulting from any combination of longitudinal forces of each tire will be values ​​within the achievable range.

[0028] Mathematically speaking, when a tire force has k degrees of freedom, the points within the k-dimensional region formed by its upper and lower bounds are called convex connections, and the set of such points is called a convex set. Regarding the definition of "convex connection," in n-dimensional Euclidean space E n A finite number of points x1, x2...x k For this, the points x given by equation (2) below are x1, x2...x k This is called a convex combination. Regarding the definition of a "convex set", S is E n A set is called a convex set if, when it is a subset of a set, any convex combination of any two elements in S is also contained in S.

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[0029] The endpoints of the set formed by the symmetric center of gravity force lie within the points obtained by the linear transformation of the convex set formed by the symmetric tire force (see "Corollary of Theorem 2" below). Therefore, by linearly transforming the endpoints formed by the upper and lower bounds of the symmetric tire force, we can determine the feasible range of the symmetric center of gravity force (the control region in which it can be reliably realized).

[0030] Regarding the definition of "endpoint," an element that is included in a convex set S but cannot be expressed by a convex combination of other elements in S is called an endpoint of the convex set S. Regarding "Theorem 1," any point in a convex set can be expressed by a convex combination of its endpoints (the decomposition theorem of convex sets, the basis of the so-called fundamental theorem of linear programming). Regarding "Theorem 2," E n From E m Given a linear transformation to E of a convex set S, m The surjective image T to E is m This is a convex set in . For the "corollary of Theorem 2", in this case the endpoints of the convex set T are among the points obtained by linearly mapping the endpoints of the convex set S. However, the images of the endpoints of S are not necessarily all endpoints of T. This holds when the linear mapping is bijective.

[0031] In the example shown in Figure 4, if some of the wheels (right front wheel, left middle wheel, and right rear wheel) fail and become immobile, as shown in Figure 5, the calculation result of the range calculation process S2 will be as shown in Figure 6. As shown in Figure 6, when the tires fail diagonally, the feasible range of vehicle motion control is significantly reduced compared to when all wheels are functioning normally. However, by setting a target value for the target tire force within the feasible range, the vehicle control device 1 can more reliably achieve the predicted vehicle motion.

[0032] (Target control processing) The vehicle control device 1 executes the target control process S3 following the range calculation process S2. The target control process S3 is a process that sets the target center of gravity force of the target vehicle to a value within the feasible range based on the driver input or vehicle motion control request and the feasible range, and controls the vehicle control actuator group 2 based on the set target center of gravity force. The target control process S3 can also be described as a process that calculates the target tire force of the target vehicle based on the driver input or vehicle motion control request and the feasible range, sets a target control value corresponding to the target tire force, and controls the vehicle control actuator group 2 based on the target control value. The vehicle control device 1 calculates the target tire force of the target vehicle based on the target center of gravity force, and calculates the target control value of the vehicle control actuator group 2 based on the target tire force.

[0033] The vehicle control device 1 sets target control values ​​for the vehicle control actuator group 2 based on detected values ​​related to driver input (detected values ​​from various sensors 91 to 93) or vehicle motion control requests transmitted from other ECUs (e.g., an autonomous driving ECU). For example, when the driver operates the accelerator pedal, the vehicle control device 1 calculates target control values ​​for each drive actuator 21 based on the detected pedal stroke. In this calculation, the vehicle control device 1 calculates the target control values ​​so that the target center of gravity force realized by the target control value (target tire force) is within a feasible range.

[0034] The vehicle control device 1 is applicable to vehicles with two or more wheels, where the sum of the degrees of freedom of the inputs for each wheel is greater than the number of target center of gravity forces to be controlled. For example, if the target center of gravity forces consist of three types: longitudinal force, lateral force, and yaw moment (hereinafter also referred to as "three-component plane forces"), the vehicle control device 1 can be applied to any vehicle with four or more wheels that can control the longitudinal force (each wheel having 1 degree of freedom). The sum of the degrees of freedom of the inputs for each wheel corresponds to the number of columns n in the coefficient matrix C, and corresponds to the degrees of freedom of the vehicle control actuator group 2 (the sum of the degrees of freedom of each actuator). The number of rows m in the coefficient matrix is ​​less than the number of columns n.

[0035] As an example of the flow of the target control process S3, as shown in Figure 2, the vehicle control device 1 acquires driver input information (S31) and calculates motion commands based on the driver input (S32). The vehicle control device 1 calculates motion commands (vehicle state variables) corresponding to the driver input, such as longitudinal acceleration, front wheel steering angle, and rear wheel steering angle. A well-known method can be used to calculate motion commands from driver input.

[0036] The vehicle control device 1 calculates the six components of the center of gravity (target center of gravity force) as the vehicle motion target based on the calculated motion command (S33). As an example, the vehicle control device 1 calculates the six components of the center of gravity through a two-stage calculation: first, it calculates the three components of the plane motion using a plane motion model, and then it calculates the three components of the sprung mass using an inertial motion model that takes into account inertial forces and suspension reaction forces. Each motion model may be set in advance.

[0037] The vehicle control device 1 applies motion commands (longitudinal acceleration, front wheel steering angle, rear wheel steering angle) corresponding to driver input to a planar motion model to calculate the sideslip angle, yaw angular velocity, and yaw angular acceleration. The planar motion model reflects, for example, the dynamic characteristics of the vehicle. For example, a two-wheel model can be used as the planar motion model. Using the planar motion model, the vehicle control device 1 calculates the three components of planar forces (longitudinal force, lateral force, and yaw moment) from the sideslip angle, yaw angular velocity, and yaw angular acceleration. A well-known method can be used for this calculation.

[0038] The vehicle control device 1 uses an inertial motion model to calculate the three components of sprung mass forces (vertical force, roll moment, and pitch moment) from the three components of plane forces. The inertial motion model is a coupled model (relative motion model between sprung mass and unsprung mass) that takes into account inertial forces and suspension reaction forces. A known model can be applied as the coupled model. In this way, the vehicle control device 1 calculates the six components of the target center of gravity based on the driver input. Note that if the target center of gravity force is one of the three components of plane forces, the calculation of the three components of sprung mass forces here may be omitted.

[0039] The vehicle control device 1 sets the target center of gravity force based on the target center of gravity force among the six components of the target center of gravity force and the feasible range of the target center of gravity force calculated in the range calculation process S2 (S34). The vehicle control device 1 sets the target center of gravity force to a value within the feasible range. If the target center of gravity force calculated in step S33 (hereinafter referred to as "calculated target center of gravity force") is within the feasible range, the vehicle control device 1 sets that value as the target center of gravity force without modification. If the calculated target center of gravity force is outside the feasible range, the vehicle control device 1 selects the target value that is closest to (most corresponding to) the calculated target center of gravity force from within the feasible range.

[0040] For example, as shown in Figure 5, if part of the wheel is malfunctioning, the target center of gravity force corresponding to the driver input is likely to be outside the achievable range. For example, even if the longitudinal force Fx of the vehicle, which is the target center of gravity force, is +20000N and the yaw rate Mz is 0Nm, if the maximum value of the longitudinal force Fx within the achievable range is +10000N, the target center of gravity force will be set to a longitudinal force Fx of +10000N and a yaw rate Mz of 0Nm.

[0041] Furthermore, if, for example, all of the multiple calculated center of gravity forces (longitudinal force and yaw rate in Figure 5) are outside the feasible range, the vehicle control device 1 will set the target center of gravity force to a value within the feasible range, depending on the situation. The vehicle control device 1 may determine the target center of gravity force based on, for example, pre-set rules (e.g., priority order of achievement). The vehicle control device 1 may have priority orders (priorities) set for each situation, such as "prioritizing the realization of yaw rate over longitudinal force when the vehicle is turning" or "prioritizing the realization of longitudinal force when the vehicle is moving straight." For example, in order to achieve the required yaw rate within the feasible range, the longitudinal force of each wheel may be made smaller than required. In this way, the vehicle control device 1 may grasp the vehicle's driving situation and set the target center of gravity force within the feasible range according to the priority.

[0042] In this embodiment, the vehicle control device 1 sets the calculated target center of gravity force, which is the target center of gravity force calculated based on driver input or vehicle motion control request, as the target center of gravity force if it is within the feasible range. If the calculated target center of gravity force is outside the feasible range, it sets a target center of gravity force that falls within the feasible range based on predetermined rules including priority.

[0043] The vehicle control device 1 sets the six components of the target center of gravity force based on the target's center of gravity force. If the target center of gravity force is one of the three component plane forces, the vehicle control device 1 calculates the three component sprung mass force using the inertial motion model as described above. This sets the six components of the target center of gravity force based on the driver input and the feasible range.

[0044] The vehicle control device 1 calculates the three tire components for each wheel based on the six component forces of the set target center of gravity (S35). The above component force calculation formula (y = C × u) is used for the calculation. The coefficient matrix C is determined, for example, based on the arrangement of the wheels and the suspension mechanism. In this way, the vehicle control device 1 calculates the three tire components u for each wheel corresponding to the six component forces y of the target center of gravity based on the component force calculation formula.

[0045] The vehicle control device 1 calculates a target control value (control command) for the vehicle control actuator group 2 based on the calculated three-component tire force of each wheel (S36). The vehicle control device 1 transmits the target control value to the corresponding vehicle control actuator group 2 and realizes vehicle control according to the driver input and feasible range.

[0046] The vehicle control device 1 calculates the target tire force to achieve the most appropriate target center of gravity force within the feasible range (for example, the value that best corresponds to the driver input), and calculates a target control value corresponding to that target tire force. The target control value (target target tire force) for each wheel is set within the feasible range, on the premise of maintaining safe driving, to best respond to the driver's request or a request from another ECU. The vehicle control device 1 calculates the target control values ​​for the corresponding various actuators and controls the various actuators.

[0047] According to this embodiment, vehicle control is performed based on the feasible range of the target center of gravity force, so the vehicle control actuator group can be controlled within the feasible range. By setting the target control value for each target tire force so that it falls within the feasible range, the target six components of the center of gravity force can be achieved more reliably. In addition, by setting the target control value within the feasible range, the possibility of recalculation due to unrealistic results is reduced. Thus, according to this embodiment, it is possible to improve the feasibility of vehicle motion and shorten the calculation time.

[0048] In particular, when a vehicle is driving off-road, the friction circle of each tire changes, and the upper and lower limits (limits, constraints) of the target tire force also change in various combinations. In such situations, by calculating and updating the feasible range according to the tire's limit, it is possible to design a safer target motion at all times. Furthermore, for example, when a ZMP (Zero Moment Point) sensor detects a risk of tipping over, the upper and lower limits of the target tire force (including actuator constraints) can be taken into account to design a safer target motion for tipping prevention.

[0049] (others) The present invention is not limited to the above embodiments. For example, the vehicle may be a four-wheeled vehicle. Also, the target center of gravity force and target tire force can be set as appropriate. The vehicle control actuator group 2 that is the target of control by the calculation in this invention may be one type or multiple actuators, such as the drive actuator 21 for each wheel. The vehicle control device 1 of this embodiment can also be said to include a limit acquisition unit that performs limit acquisition processing, a range calculation unit that performs range calculation processing, and a target control unit that performs target control processing. The present invention can also be applied to vehicles with an autonomous driving function, in which case the driver input can be replaced with, for example, a request from an autonomous driving ECU (vehicle driving control request). Various calculations can be performed using known methods. The target tire force and target center of gravity force are not limited to those described above and can be set arbitrarily. [Explanation of Symbols]

[0050] 1...Vehicle control device, 2...Vehicle control actuator group, 8...State detection device.

Claims

1. A vehicle control device that performs vehicle control using a group of vehicle control actuators based on driver input or vehicle motion control requests, For the target tire force, which is at least one of the three components of the tire force including longitudinal force, lateral force, and vertical force, an upper limit and a lower limit are obtained. Based on the upper and lower limits of the target tire force, the feasible range of the target center of gravity force, which is at least one of the six components of the center of gravity force including longitudinal force, lateral force, vertical force, yaw moment, pitch moment, and roll moment of the vehicle, is calculated. Based on the driver input or vehicle motion control request and the feasible range, the target center of gravity force is set to a value within the feasible range, and the vehicle control actuator group is controlled based on the set target center of gravity force. Vehicle control system.

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

3. If the calculated target center of gravity force, which is the target center of gravity force of the target calculated based on the driver input or vehicle motion control request, is within the feasible range, the calculated center of gravity force is set as the target center of gravity force of the target. If the calculated center of gravity force is outside the feasible range, the target center of gravity force of the target that falls within the feasible range is set based on predetermined rules including priority. The vehicle control device according to claim 1.

4. The system acquires vehicle status information from a status detection device, and if it determines that the upper and lower limits of the target tire force have changed based on the vehicle status information, it updates the feasible range based on the changed upper and lower limits. A vehicle control device according to any one of claims 1 to 3.

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