Vehicle control system

Abstract

To suppress the reduction in vibration damping effect caused by rear preview control. [Solution] The vehicle is equipped with actuators that apply vertical control force to the wheel suspension. The vehicle control system controls the actuators to perform vibration damping control to suppress vibrations of the sprung mass structure on the wheels. The vibration damping control includes rear preview control. The rear preview gain is the gain of the rear preview control. The vehicle control system sets the rear preview gain when the vehicle speed is a first speed lower than the rear preview gain when the vehicle speed is a second speed higher than the first speed.

Description

Technical Field

[0001] The present disclosure relates to vibration control applied to a vehicle.

Background Art

[0002] Patent Document 1 discloses a suspension control device. The suspension control device includes at least one sensor that detects the vertical behavior of the front wheel side portion of the vehicle. The suspension control device controls the suspension of the rear wheel, which is the control target wheel, based on the detection value by the sensor. This control is also called "rear preview control". Further, when the vehicle turns, the suspension control device predicts the overlap between the road surface passed by the front wheel and the road surface predicted to be passed by the rear wheel. The suspension control device reduces the gain used for suspension control as the overlap decreases.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Consider "rear preview control", which is a type of vibration control applied to a vehicle. In rear preview control, first, based on the measurement result by an in-vehicle sensor, a front wheel vertical motion parameter related to the vertical motion when the front wheel passes through the first position is acquired. Then, based on the front wheel vertical motion parameter, the vibration when the rear wheel passes through the target position corresponding to the first position is suppressed.

[0005] Here, the lower the vehicle speed, the longer the time between the front wheels passing the first position and the rear wheels passing the target position corresponding to the first position. Therefore, the lower the vehicle speed, the lower the accuracy of estimating the timing of the rear wheels' passage may become. This may lead to a decrease in the vibration damping effect of the rear preview control.

[0006] One objective of this disclosure is to provide a technology that can suppress the reduction in vibration damping effect caused by rear preview control. [Means for solving the problem]

[0007] One aspect of this disclosure relates to vehicle control systems applied to vehicles. The vehicle is equipped with actuators that provide vertical control force to the wheel suspension. The vehicle control system comprises one or more processors that control actuators to perform vibration damping control to suppress vibrations of the sprung mass structure on the wheels. Vibration damping control includes rear preview control. Rear preview control is, Based on measurement results from sensors mounted on the vehicle, the system acquires front wheel vertical motion parameters related to the vertical movement of the front wheels when they pass a first position, and Based on the front wheel vertical motion parameters, the actuator is controlled to suppress vibrations as the rear wheel passes a target position corresponding to the first position. Includes. The rear preview gain is the gain for rear preview control. One or more processors are configured to set the rear preview gain lower when the vehicle speed is a first speed than the rear preview gain when the speed is a second speed which is higher than the first speed. [Effects of the Invention]

[0008] According to this disclosure, the rear preview gain at low speeds is set lower than the rear preview gain at high speeds. This suppresses the reduction in vibration damping effect due to rear preview control at low speeds. [Brief explanation of the drawing]

[0009] [Figure 1] This is a conceptual diagram showing an example of a vehicle and suspension configuration. [Figure 2] This is a conceptual diagram to explain rear preview control. [Figure 3] This is a conceptual diagram illustrating an example of setting the rear preview gain. [Figure 4] This is a conceptual diagram illustrating the setting of the total gain for vibration damping control. [Figure 5] This is a conceptual diagram illustrating an example of setting the rear preview gain and feedback gain. [Figure 6] This is a conceptual diagram illustrating further examples of rear preview gain and feedback gain settings. [Modes for carrying out the invention]

[0010] Embodiments of this disclosure will be described with reference to the attached drawings.

[0011] 1. Vehicle control system Figure 1 is a schematic diagram showing an example configuration of a vehicle 1 and suspension 3 according to this embodiment. The vehicle 1 is equipped with wheels 2 and suspension 3. The wheels 2 include a left front wheel 2FL, a right front wheel 2FR, a left rear wheel 2RL, and a right rear wheel 2RR. Suspensions 3FL, 3FR, 3RL, and 3RR are provided for each of these left front wheel 2FL, right front wheel 2FR, left rear wheel 2RL, and right rear wheel 2RR, respectively. In the following description, unless otherwise specified, each wheel will be referred to as wheel 2, and each suspension will be referred to as suspension 3.

[0012] The suspension 3 is provided to connect the under-spring structure 4 and the above-spring structure 5 of the vehicle 1. The under-spring structure 4 includes the wheel 2. The suspension 3 includes a spring 3S, a damper (shock absorber) 3D, and an actuator 3A. The spring 3S, the damper 3D, and the actuator 3A are provided in parallel between the under-spring structure 4 and the above-spring structure 5. The spring constant of the spring 3S is K. The damping coefficient of the damper 3D is C. The damping force of the damper 3D may be variable. The actuator 3A applies (acts) a vertical control force Fc between the under-spring structure 4 and the above-spring structure 5.

[0013] Here, the definitions of terms are given. The "road surface displacement Zr" is the vertical displacement of the road surface RS. The "under-spring displacement Zu" is the vertical displacement of the under-spring structure 4. The "above-spring displacement Zs" is the vertical displacement of the above-spring structure 5. The "under-spring velocity Zu'" is the vertical velocity of the under-spring structure 4. The "above-spring velocity Zs'" is the vertical velocity of the above-spring structure 5. The "under-spring acceleration Zu''" is the vertical acceleration of the under-spring structure 4. The "above-spring acceleration Zs''" is the vertical acceleration of the above-spring structure 5. Note that the sign of each parameter is positive when upward and negative when downward.

[0014] The wheel 2 moves on the road surface RS. In the following description, the parameters related to the vertical motion of the wheel 2 are referred to as "vertical motion parameters". Examples of the vertical motion parameters include the above-mentioned road surface displacement Zr, under-spring displacement Zu, under-spring velocity Zu', under-spring acceleration Zu'', above-spring displacement Zs, above-spring velocity Zs', above-spring acceleration Zs'', etc. It can also be said that the vertical motion parameters are "road surface displacement-related parameters" related to the road surface displacement Zr.

[0015] The vehicle control system 10 is applied to the vehicle 1 and controls the vehicle 1. For example, the vehicle control system 10 is mounted on the vehicle 1. As another example, the vehicle control system 10 may be distributed between the vehicle 1 and a remote device.

[0016] The vehicle control system 10 includes a sensor 20 mounted on the vehicle 1. The sensor 20 includes a vehicle speed sensor (wheel speed sensor) that detects the vehicle speed V of the vehicle 1, a sprung acceleration sensor that detects the sprung acceleration Zs'', and the like. The sensor 20 may include a stroke sensor that detects a stroke ST (= Zs - Zu) which is the relative displacement between the sprung structure 5 and the unsprung structure 4. The sensor 20 may include an unsprung acceleration sensor. In addition, the sensor 20 may include a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor, and the like.

[0017] Furthermore, the vehicle control system 10 includes one or more processors 30 (hereinafter simply referred to as "processor 30") and one or more storage devices 40 (hereinafter simply referred to as "storage device 40"). The processor 30 executes various processes. For example, the processor 30 includes a CPU (Central Processing Unit). The processor 30 can also be referred to as a processing circuit. The storage device 40 stores various information. Examples of the storage device 40 include a volatile memory, a non-volatile memory, an HDD (Hard Disk Drive), an SSD (Solid State Drive), and the like. The functions of the vehicle control system 10 may be realized by the processor 30 executing a vehicle control program. The vehicle control program may be recorded on a computer-readable recording medium.

[0018] The vehicle control system 10 (processor 30) controls the suspension 3. Typically, the vehicle control system 10 (processor 30) performs vibration suppression control to control the suspension 3 to suppress the vibration of the sprung structure 5 of the vehicle 1 (target vehicle). For example, the vehicle control system 10 (processor 30) controls the actuator 3A to generate a vertical control force Fc between the unsprung structure 4 and the sprung structure 5, thereby suppressing the vibration of the sprung structure 5. Hereinafter, such vibration suppression control will be described in more detail.

[0019] 2. Vibration Suppression Control As an example, the following explanation considers the case where the vertical motion parameter is the unsprung displacement Zu. When generalizing, replace "unsprung displacement" with "vertical motion parameter" in the following explanation.

[0020] The vehicle control system 10 calculates the unsprung displacement Zu based on the measurement results from the sensor 20 mounted on the vehicle 1. This process will be referred to below as the "unsprung displacement calculation process".

[0021] More specifically, first, the sprung mass acceleration Zs'' is detected by a sprung mass acceleration sensor installed in the sprung mass structure 5. Next, the sprung mass displacement Zs is calculated by performing a second integral of the sprung mass acceleration Zs''. Subsequently, the stroke ST (=Zs-Zu), which is the relative displacement between the sprung mass structure 5 and the unsprung mass structure 4, is obtained. For example, the stroke ST is detected by a stroke sensor installed in the suspension 3. As another example, the stroke ST may be estimated based on the sprung mass acceleration Zs'' by an observer configured based on a single-wheel, two-degree-of-freedom model. To suppress the effects of sensor drift and the like, filtering may be performed on the time-series data of the sprung mass displacement Zs and the time-series data of the stroke ST. For example, the filter is a bandpass filter that allows signal components in a specific frequency band to pass through. The specific frequency band may be set to include the sprung mass resonance frequency of the vehicle 1. For example, the specific frequency band is 0.3 to 10 Hz. Then, the difference between the sprung mass displacement Zs and the stroke ST is calculated as the unsprung mass displacement Zu. Alternatively, the unsprung acceleration Zu'' may be detected by an unsprung acceleration sensor, and the unsprung displacement Zu may be calculated from the unsprung acceleration Zu''.

[0022] The equation of motion for the sprung mass structure 5 is given by the following equation (1).

[0023]

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[0024] In equation (1), m is the mass of the sprung mass 5, C is the damping coefficient of the damper 3D, K is the spring constant of the spring 3S, and Fc is the vertical control force Fc generated by the actuator 3A. If the vibration of the sprung mass 5 is completely canceled out by the control force Fc (Zs''=0, Zs'=0, Zs=0), then the control force Fc is expressed by the following equation (2).

[0025]

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[0026] The control force Fc that provides at least a vibration damping effect is expressed by the following equation (3).

[0027]

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[0028] In equation (3), the gain α is greater than 0 and less than or equal to 1, and the gain β is also greater than 0 and less than or equal to 1. If the differential term in equation (3) is omitted, the control force Fc that provides at least a vibration damping effect is expressed by the following equation (4).

[0029]

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[0030] The vehicle control system 10 calculates the target control force Fc according to equation (3) or equation (4) above. Then, the vehicle control system 10 controls the actuator 3A to generate the target control force Fc.

[0031] 3. Rear preview control 3-1. Overview Figure 2 is a conceptual diagram illustrating "rear preview control," an example of vibration damping control. While this explanation uses the left front wheel 2FL and left rear wheel 2RL, the same applies to the right front wheel 2FR and right rear wheel 2RR. First, at timing tx, when the left front wheel 2FL passes the first position Px, the unsprung displacement Zu_sen is calculated in real time by the unsprung displacement calculation process described above. For convenience, this unsprung displacement Zu_sen is referred to as the front wheel unsprung displacement Zu_f_sen.

[0032] After time L / V has elapsed from timing tx, the left rear wheel 2RL (target wheel) passes the target position corresponding to the first position Px. Here, L is the wheelbase between the left front wheel 2FL and the left rear wheel 2RL, and V is the vehicle speed of vehicle 1. The vehicle speed V is detected by sensor 20. Ideally, the target position coincides with the first position Px. However, due to errors in the vehicle speed V, etc., the target position may deviate slightly from the first position Px. At timing tx + L / V, vibration damping control is performed on the left rear wheel 2RL using the front wheel unsprung displacement Zu_f_sen calculated earlier. The target control force Fc at this time is expressed by, for example, the following equation (5).

[0033]

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[0034] In equation (5), the rear preview gain Grp is the gain for rear preview control and corresponds to "β·K" in equation (4) above. β takes values ​​from 0 to 1. K is the upper and lower spring constant of the suspension spring 3S of the target wheel of vehicle 1.

[0035] The vehicle control system 10 controls the actuator 3A to generate a target control force Fc at timing tx+L / V. This suppresses vibrations when the left rear wheel 2RL (target wheel) passes the target position.

[0036] 3-2. Gain setting considering vehicle speed As the vehicle speed V decreases, the time between the front wheels passing the first position and the rear wheels passing the target position corresponding to the first position increases. Therefore, as the vehicle speed V decreases, the accuracy of estimating the timing of the rear wheels' passage may decrease. This may lead to a decrease in the vibration damping effect of the rear preview control. Accordingly, according to this embodiment, the rear preview gain Grp is set appropriately, taking the vehicle speed V into consideration.

[0037] Figure 3 is a conceptual diagram illustrating various examples of gain settings considering vehicle speed V. The horizontal axis represents vehicle speed V, and the vertical axis represents the rear preview gain Grp. In example (A) in Figure 3, the rear preview gain Grp decreases monotonically as the vehicle speed V decreases. In example (B) in Figure 3, the rear preview gain Grp decreases stepwise as the vehicle speed V decreases. In example (C) in Figure 3, rear preview control is performed when the vehicle speed V is greater than or equal to the threshold Vth, and rear preview control is not performed when the vehicle speed V is less than the threshold Vth (rear preview gain Grp = 0).

[0038] In general terms, the following applies: The second vehicle speed V2 is higher than the first vehicle speed V1 (V2 > V1). The vehicle control system 10 sets the rear preview gain Grp for the first vehicle speed V1 lower than the rear preview gain Grp for the second vehicle speed V2. This suppresses the reduction in vibration damping effect due to rear preview control at low speeds. Conversely, the vehicle control system 10 sets the rear preview gain Grp for the second vehicle speed V2 higher than the rear preview gain Grp for the first vehicle speed V1. This makes it possible to effectively implement rear preview control at high speeds.

[0039] 3-3. Gain setting considering the degree of deviation In addition to the vehicle speed V, the degree of deviation between the trajectory of the front wheels and the trajectory of the rear wheels may also be considered. The degree of deviation between the trajectory of the front wheels and the trajectory of the rear wheels can be calculated, for example, by the method described in Patent Document 1 (Japanese Patent Application Publication No. 2009-119948). The vehicle control system 10 acquires the degree of deviation between the trajectory of the front wheels and the trajectory of the rear wheels based on the measurement results (vehicle speed V, steering angle, etc.) from the sensor 20 mounted on the vehicle 1. If the degree of deviation becomes large, the vibration damping effect by rear preview control may decrease. Therefore, the vehicle control system 10 may set the rear preview gain Grp according to the degree of deviation. More specifically, the vehicle control system 10 sets the rear preview gain Grp when the degree of deviation is high (first level) lower than the rear preview gain Grp when the degree of deviation is lower than the first level (second level). This makes it possible to suppress the decrease in vibration damping effect caused by rear preview control when the degree of discrepancy is high.

[0040] 4. Combination of rear preview control and feedback control 4-1. Overview The vibration damping control according to this embodiment may include both rear preview control and feedback control. In other words, the vibration damping control according to this embodiment may be a combination of rear preview control and feedback control.

[0041] For example, the feedback control is an unsprung weight feedback control that suppresses vibrations based on the unsprung weight Zu_sen. The unsprung weight Zu_sen is calculated in real time by the unsprung weight calculation process described above, based on the measurement results from the sensor 20 mounted on the vehicle 1. For convenience, the unsprung weight Zu_sen when the rear wheel passes the target position is called the rear wheel unsprung weight Zu_r_sen. In this case, the target control force Fc is expressed by, for example, the following equation (6).

[0042]

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[0043] The first term on the right-hand side of equation (6) represents the control force due to unsprung weight feedback control. The feedback gain Gfb is the gain of the unsprung weight feedback control. The second term on the right-hand side of equation (6) represents the control force due to rear preview control. The rear preview gain Grp is the gain of the rear preview control. -τs This represents the time delay calculated from the wheelbase L and vehicle speed V. The feedback gain Gfb represents the contribution of feedback control to the overall vibration damping control, and the rear preview gain Grp represents the contribution of rear preview control to the overall vibration damping control.

[0044] Due to integration errors and filtering processes, the control performance of feedback control is not as high as that of rear preview control. However, even at low vehicle speeds V, the vibration damping effect of feedback control does not decrease, and a certain level of vibration damping effect is reliably obtained. Therefore, by combining rear preview control and feedback control, it becomes possible to always obtain a control effect, while simultaneously achieving both high control performance and reliability.

[0045] 4-2. Setting the Total Gain The total gain Gt is the sum of the rear preview gain Grp for rear preview control and the feedback gain Gfb for feedback control (Gt = Grp + Gfb). If the total gain Gt becomes excessively large, vibration may increase rather than be suppressed. To prevent such "excitation," the total gain Gt must be set appropriately.

[0046] Figure 4 is a conceptual diagram illustrating the setting of the total gain Gt for vibration damping control according to this embodiment. The horizontal axis represents the total gain Gt, and the vertical axis represents the magnitude of vibration of the sprung mass structure 5. The ideal gain Gideal is the total gain Gt that minimizes the vibration of the sprung mass structure 5, and is predetermined. As can be seen from equation (4) above, the ideal gain Gideal is, for example, K (Gideal = K). K is the upper and lower spring constant of the spring 3S of the suspension of the target wheel of the vehicle 1. The ideal gain information indicating the ideal gain Gideal is stored in advance in the storage device 40 of the vehicle control system 10.

[0047] In Figure 4, Gt=0 corresponds to the case where no vibration damping control is performed. As the total gain Gt increases from 0, vibration is suppressed and decreases. When the total gain Gt becomes the ideal gain Gideal, vibration is minimized. When the total gain Gt becomes greater than the ideal gain Gideal, vibration occurs in the opposite direction to when no vibration damping control is performed. However, as long as the total gain Gt does not exceed twice the ideal gain Gideal, even if vibration occurs in the opposite direction, the magnitude of the vibration itself will be smaller compared to the case where Gt=0. In other words, as long as the total gain Gt does not exceed twice the ideal gain Gideal, excitation will not occur, and at least a vibration damping effect will be obtained. When the total gain Gt becomes more than twice the ideal gain Gideal, excitation will occur.

[0048] Based on the above, according to this embodiment, the total gain Gt is set to be greater than 0 and not exceed twice the ideal gain Gideal. That is, the vehicle control system 10 sets the rear preview gain Grp and feedback gain Gfb so that the total gain Gt is greater than 0 and not exceed twice the ideal gain Gideal. Preferably, the vehicle control system 10 sets the rear preview gain Grp and feedback gain Gfb so that the total gain Gt is near the ideal gain Gideal. Since the total gain Gt is set not to exceed twice the ideal gain Gideal, it is possible to reliably obtain a vibration damping effect without causing excitation.

[0049] 4-3. Gain setting considering vehicle speed The vehicle control system 10 may appropriately set the ratio of the rear preview gain Grp to the feedback gain Gfb, taking into account the vehicle speed V. In other words, the vehicle control system 10 may flexibly adjust the respective contributions of the rear preview control and the feedback control according to the vehicle speed V. Even if the ratio of the rear preview gain Grp to the feedback gain Gfb changes, the total gain Gt will be set as described in Section 4-2 above.

[0050] Figure 5 is a conceptual diagram illustrating various examples of gain settings considering vehicle speed V. The horizontal axis represents vehicle speed V, and the vertical axis represents the rear preview gain Grp and feedback gain Gfb. In example (A) in Figure 5, as vehicle speed V decreases, the rear preview gain Grp decreases monotonically, while the feedback gain Gfb increases monotonically. In example (B) in Figure 5, as vehicle speed V decreases, the rear preview gain Grp decreases gradually, while the feedback gain Gfb increases monotonically. In example (C) in Figure 5, rear preview control is performed when vehicle speed V is greater than or equal to the threshold Vth, and feedback control is performed instead of rear preview control when vehicle speed V is less than the threshold Vth.

[0051] In general terms, the following applies: The second vehicle speed V2 is higher than the first vehicle speed V1 (V2 > V1). The vehicle control system 10 sets the rear preview gain Grp for the first vehicle speed V1 lower than the rear preview gain Grp for the second vehicle speed V2. The vehicle control system 10 also sets the feedback gain Gfb for the first vehicle speed V1 higher than the feedback gain Gfb for the second vehicle speed V2. This makes it possible to suppress the decrease in vibration damping effect due to rear preview control at low speeds, while supplementing the effect of vibration damping control with feedback control. In other words, it becomes possible to always obtain a control effect, and to achieve both high control performance and reliability.

[0052] Figure 6 is a conceptual diagram illustrating yet another example of gain settings considering vehicle speed V. The horizontal axis represents vehicle speed V, and the vertical axis represents rear preview gain Grp, feedback gain Gfb, and total gain Gt.

[0053] In Figure 6 (A), as the vehicle speed V decreases, the rear preview gain Grp and total gain Gt decrease, while the feedback gain Gfb increases. For example, when the vehicle speed V is sufficiently high Vm, the feedback gain Gfb is set to zero, and the rear preview gain Grp is set to the ideal gain Gideal. On the other hand, when the vehicle speed V is 0, the rear preview gain Grp is set to zero. The maximum value of the feedback gain Gfb is set to be less than the maximum value of the rear preview gain Grp. As a result, as the vehicle speed V decreases, the total gain Gt decreases. In general, the total gain Gt at the first vehicle speed V1 is set lower than the total gain Gt at the second vehicle speed V2. This makes it possible to reduce the load and power consumption of actuator 3A while ensuring a certain level of vibration damping effect at low speeds.

[0054] In addition to the vehicle speed V, the degree of deviation between the trajectory of the front wheels and the trajectory of the rear wheels may also be considered. The degree of deviation between the trajectory of the front wheels and the trajectory of the rear wheels can be calculated, for example, by the method described in Patent Document 1 (Japanese Patent Application Publication No. 2009-119948). The vehicle control system 10 acquires the degree of deviation between the trajectory of the front wheels and the trajectory of the rear wheels based on the measurement results (vehicle speed V, steering angle, etc.) from the sensor 20 mounted on the vehicle 1. If the degree of deviation becomes large, the vibration damping effect by rear preview control may decrease. Therefore, the vehicle control system 10 may set the rear preview gain Grp according to the degree of deviation. More specifically, the vehicle control system 10 sets the rear preview gain Grp when the degree of deviation is high (first level) lower than the rear preview gain Grp when the degree of deviation is lower than the first level (second level). This makes it possible to suppress the decrease in vibration damping effect caused by rear preview control when the degree of discrepancy is high.

[0055] Figure 6(B) shows an example of gain settings when the degree of deviation is high. Compared to Figure 6(A), the rear preview gain Grp is set lower overall. Also, in the low vehicle speed range 0 to Vn, the rear preview gain Grp is set to zero and the feedback gain Gfb is set to its maximum value. When the vehicle speed V exceeds Vn, the rear preview gain Grp increases and the feedback gain Gfb decreases. Note that the maximum value of the feedback gain Gfb is set to be less than the maximum value of the rear preview gain Grp.

[0056] Multiple types of gain maps may be provided for each degree of deviation. The vehicle control system 10 sets the gain using the gain map corresponding to the opening degree.

[0057] 4-4. Effects As explained above, the combination of rear preview control and feedback control is effective. At low speeds, the reduction in vibration damping effect due to rear preview control is suppressed, while the feedback control complements the effect of vibration damping control. This makes it possible to always obtain a control effect, and to achieve both high control performance and reliability. [Explanation of symbols]

[0058] 1 vehicle 2 wheels 3 Suspension 10. Vehicle control system

Claims

1. A vehicle control system applied to a vehicle equipped with actuators that apply vertical control force to the wheel suspension, The system includes one or more processors that control the actuator to perform vibration damping control to suppress vibrations of the sprung mass structure on the wheel, The vibration damping control includes rear preview control, The rear preview control is, Based on the measurement results from sensors mounted on the vehicle, the system acquires front wheel vertical motion parameters related to the vertical movement when the front wheel passes a first position, Based on the front wheel vertical movement parameters, the actuator is controlled to suppress the vibration when the rear wheel passes a target position corresponding to the first position. Includes, The rear preview gain is the gain for the rear preview control. The one or more processors are configured to set the rear preview gain when the vehicle speed is a first speed lower than the rear preview gain when the speed is a second speed higher than the first speed. Vehicle control system.

2. A vehicle control system according to claim 1, The vibration damping control further includes feedback control, The aforementioned feedback control is, Based on the measurement results from the sensors mounted on the vehicle, the rear wheel vertical motion parameters related to the vertical movement when the rear wheel passes the target position are obtained, Based on the rear wheel vertical movement parameters, the actuator is controlled to suppress the vibration. Includes, The feedback gain is the gain of the feedback control, The one or more processors are configured to set the feedback gain when the speed is the first speed to be higher than the feedback gain when the speed is the second speed. Vehicle control system.

3. A vehicle control system according to claim 2, The total gain is the sum of the rear preview gain and the feedback. The ideal gain is the total gain that minimizes the vibration of the spring structure, and is predetermined. The one or more processors are configured to set the rear preview gain and the feedback so that the total gain does not exceed twice the ideal gain. Vehicle control system.

4. A vehicle control system according to claim 1, The vibration damping control further includes feedback control, The aforementioned feedback control is, Based on the measurement results from the sensors mounted on the vehicle, the rear wheel vertical motion parameters related to the vertical movement when the rear wheel passes the target position are obtained, Based on the rear wheel vertical movement parameters, the actuator is controlled to suppress the vibration. Includes, The feedback gain is the gain of the feedback control, The total gain is the sum of the rear preview gain and the feedback. The ideal gain is the total gain that minimizes the vibration of the spring structure, and is predetermined. The one or more processors are configured to set the rear preview gain and the feedback so that the total gain does not exceed twice the ideal gain. Vehicle control system.

5. A vehicle control system according to any one of claims 1 to 4, The one or more processors further include: The degree of deviation between the trajectory of the front wheel and the trajectory of the rear wheel is obtained. The rear preview gain when the deviation is at a first level is configured to be lower than the rear preview gain when the deviation is at a second level, which is lower than the first level. Vehicle control system.

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