Vehicle control device, vehicle control method

Abstract

To provide a high-performance vehicle control device which integrally controls different types of actuators, and which can control acceleration and a jerk affecting riding comfort to desired movement while improving path followability.SOLUTION: A vehicle control device for operating a plurality of actuators to control the motion of a vehicle includes: a predictor for predicting future vehicle motion on the basis of a vehicle motion prediction model and an actuator command value; and an optimizer for calculating, by an iterative operation, the actuator command value which minimizes a difference between an arbitrary motion target value and a prediction value predicted by the predictor. The predictor includes a first motion predictor for calculating a first motion prediction state obtained by the first or higher order differentiation of the dynamics of the vehicle.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to the configuration and control of a vehicle control device, and particularly to a technology effective for improving ride comfort.

Background Art

[0002] In the development of autonomous driving technology for automobiles, conventionally, the main focus has been on the development of technologies essential for autonomous driving such as path following. However, with the development of autonomous driving technology, the values required in the moving space have diversified, and the demand for improving ride comfort has been increasing.

[0003] Therefore, in recent years, the development of vehicle control technologies that improve the comfort of drivers and passengers by optimally integrating and controlling multiple and different types of actuators has been underway.

[0004] As background art in this technical field, for example, there is a technology such as Patent Document 1. Patent Document 1 discloses "a roll angular acceleration detection device that detects the roll angular acceleration of a vehicle body, an actuator that generates a roll moment applied to the vehicle body, and a control unit that controls the actuator, and the control unit stores the roll inertia moment, roll damping coefficient, and equivalent roll rigidity of the vehicle, a roll vibration vibration control device for a vehicle".

[0005] Further, Patent Document 2 discloses "a driving support method that predicts the behavior of a vehicle when driving according to the driving plan of the host vehicle, calculates an evaluation value for the predicted behavior of the vehicle based on the driving plan, and calculates the control amount of an actuator that controls the vehicle based on the evaluation value".

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0007] According to Patent Document 1 above, it is stated that the roll vibration of the vehicle body can be effectively suppressed without changing the dynamic characteristics of the roll motion of the vehicle.

[0008] However, in Patent Document 1, as described in each embodiment, it only controls the same type of actuator to suppress roll vibration, and when different types of actuators are used in combination, it does not specifically explain how to control various actuators to suppress roll vibration.

[0009] Also, according to Patent Document 2 above, it is stated that even when the behavior of the vehicle changes dynamically, the control delay of the vehicle can be reduced.

[0010] However, in Patent Document 2, although it mentions a control technique for optimally controlling a plurality of actuators to improve path following performance by predicting vehicle motion with a state predictor, there is no explanation about specific control methods regarding jerk, which is an acceleration and acceleration change known to affect ride comfort.

[0011] Therefore, an object of the present invention is to provide a high-performance vehicle control device and a vehicle control method capable of controlling acceleration and jerk that affect ride comfort to a desired motion while improving path following performance in a vehicle control device that integrally controls different types of actuators.

Means for Solving the Problems

[0012] To solve the above problems, the present invention is a vehicle control device that controls the motion of a vehicle by operating a plurality of actuators, and includes a vehicle motion prediction model and an actuator command Prediction a predictor that predicts future vehicle motion based on values, an arbitrary motion target value, and a predicted value by the predictor the future vehicle motion that is and the actuator command that minimizes the difference between them PredictAn optimizer that calculates a value through iterative calculation, and the predictor has a first motion predictor that calculates a first motion prediction state obtained by differentiating the dynamics of the vehicle by one or more orders. and the optimizer calculates a predicted value of the actuator command that minimizes the difference between the motion target value and the future vehicle motion based on the first motion prediction state calculated by the first motion predictor It is characterized by doing so.

[0013] Further, the present invention is a vehicle control method for controlling the motion of a vehicle by operating a plurality of actuators, comprising: (a) predicting the future motion of the vehicle based on a motion prediction model of the vehicle and an actuator command Predict value; (b) calculating an actuator command the future vehicle motion that is value that minimizes the difference between an arbitrary motion target value and the predicted value predicted in step (a) Predict by iterative calculation, and in step (a), calculating a first motion prediction state obtained by differentiating the dynamics of the vehicle by one or more orders and in the step (b), a predicted value of the actuator command that minimizes the difference between the motion target value and the future vehicle motion is calculated based on the first motion prediction state calculated in the step (a) It is characterized by doing so.

Advantages of the Invention

[0014] According to the present invention, in a vehicle control device that integrally controls different types of actuators, a high-performance vehicle control device and a vehicle control method capable of controlling the acceleration and jerk that affect the ride comfort to a desired motion while improving the path following performance can be realized.

[0015] Thereby, while ensuring the path following performance required for automatic driving of an automobile, the ride comfort of the driver and passengers can be improved.

[0016] Problems, configurations, and effects other than those described above will be clarified by the description of the following embodiments.

Brief Description of the Drawings

[0017]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Mode for Carrying Out the Invention

[0018] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The same reference numerals are given to the same components, and the same description will not be repeated.

Embodiment

[0019] With reference to FIGS. 1 to 5, a vehicle control device and a vehicle control method according to Embodiment 1 of the present invention will be described. FIG. 1 is a diagram showing a schematic configuration of the vehicle of this embodiment.

[0020] As shown in FIG. 1, the vehicle 1 of this embodiment is equipped with wheels 11, a motor 12, a suspension 13, a steering 14, a brake 15, and a stabilizer 16 on a vehicle body 10.

[0021] Hereinafter, the front-rear direction of the vehicle 1 is defined as the x-axis (positive in the forward direction), the left-right direction as the y-axis (positive in the left direction), and the up-down direction as the z-axis (positive in the upward direction).

[0022] The wheels 11 support the vehicle body 10 and come into contact with the road surface to exert a grip force. In this embodiment, four wheels, namely, a left front wheel 11FL, a right front wheel 11FR, a left rear wheel 11RL, and a right rear wheel 11RR are provided.

[0023] In the following, the symbols corresponding to the configurations of the left front wheel 11FL will be suffixed with FL, those corresponding to the configurations of the right front wheel 11FR will be suffixed with FR, those corresponding to the configurations of the left rear wheel 11RL will be suffixed with RL, and those corresponding to the configurations of the right rear wheel 11RR will be suffixed with RR. Also, the symbols corresponding to the configurations common to both the left front wheel 11FL and the right front wheel 11FR will be suffixed with F, and the symbols corresponding to the configurations common to both the left rear wheel 11RL and the right rear wheel 11RR will be suffixed with R.

[0024] An in-wheel type motor 12 (12FL, 12FR, 12RL, 12RR) is attached to each of the wheels 11, and each of these motors 12 can independently rotate (forward rotation, reverse rotation) the wheels 11.

[0025] A suspension 13 (13FL, 13FR, 13RL, 13RR) is provided between each of the motors 12 and the vehicle body 10, and these suspensions 13 absorb vibrations and shocks generated in each of the wheels 11, improving the stability and ride comfort of the vehicle body 10.

[0026] These suspensions 13 include, for example, a semi-active suspension combining a damper with variable viscosity and a coil spring, a full-active suspension combining an actuator with adjustable stroke, a damper, and a coil spring, and an electric type using a combination of a linear motor or a rotary motor and a rotary-linear motion mechanism.

[0027] The steering 14 is a device for steering the wheels 11 and determining the traveling direction of the vehicle 1. In this embodiment, it includes three steerings: a steering 14FL for steering the left front wheel 11FL, a steering 14FR for steering the right front wheel 11FR, and a steering 14R for steering the left rear wheel 11RL and the right rear wheel 11RR.

[0028] The brake 15 is a device for braking the rotation of the wheel 11. In this embodiment, there are four brakes: the brake 15FL for the left front wheel 11FL, the brake 15FR for the right front wheel 11FR, the brake 15RL for the left rear wheel 11RL, and the brake 15RR for the right rear wheel 11RR.

[0029] The stabilizer 16 is a device that moves in conjunction with the vertical movement of the left and right wheels and suppresses the roll amount of the vehicle. The stabilizer in this embodiment is a control stabilizer whose torsional angle can be adjusted electrically. It is a device for tilting the vehicle body 10 in the roll direction, which is a rotational movement around the x-axis, during turning of the vehicle 1 and adjusting the roll amount. In this embodiment, there are two stabilizers: the front stabilizer 16F and the rear stabilizer 16R.

[0030] Figure 2 is a block diagram showing the schematic configuration of the control system for controlling the vehicle 1 in FIG. 1.

[0031] The vehicle control device 2 mounted on the vehicle 1 receives the map information, the information of its own position, and the vehicle motion command value calculated by the upper computer based on the target ride comfort index. In addition, the vehicle control device 2 has a function of calculating a plurality of actuator commands so as to reduce the error between the received motion command value and the current motion information obtained from an acceleration sensor or the like, and transmitting the operation command value to each actuator.

[0032] In FIG. 2, as the motion command values, the longitudinal command value, the lateral command value, the vertical command value, the roll command value, the pitch command value, and the yaw command value are input to the vehicle control device 2, and an example of outputting the operation command values of the driving actuator, the brake actuator, the active suspension actuator, the steering actuator, etc. is shown.

[0033] Here, there is a technique called model predictive control as a means for optimally controlling the error between the target motion and the current value shown in FIG. 2.

[0034] FIG. 3 shows a schematic configuration diagram of a general model predictive control technique incorporated in the vehicle control device 2 and performing optimal actuator control based on vehicle motion prediction.

[0035] In model predictive control, the motion predictor 21 is equipped with a model of vehicle dynamics to simulate vehicle motion, and predicts vehicle motion based on operation commands of a plurality of actuators. Further, the optimizer 22 compares the motion command value received from the host computer 41 with the motion prediction value obtained from the motion predictor 21, and optimizes the operation command value of the actuator 42 by iterative calculation so that the error of the future motion prediction value is minimized for a certain interval with respect to the motion command value.

[0036] At this time, in a plurality of vehicle motions, the weight of the evaluation function in optimization by the evaluation weight setting unit 23 can be adjusted so as to enable control of an arbitrary motion. For example, control such as prioritizing suppression of the attitude angle change of the vehicle 1 over the path following error of the vehicle 1 can be adjusted.

[0037] Further, the constraint condition setting unit 24 enables the optimization calculation while restricting that an arbitrary motion state or operation command of the actuator does not exceed preset upper and lower limit values in the optimization calculation of the optimizer 22. For example, it is possible to travel while restricting the path following error to always be 10 m or less.

[0038] In this way, in general model predictive control, based on the prediction of vehicle dynamics, an operation command value for preferably operating the actuator is calculated by optimizing so as to minimize the error from the target value and not exceed various constraints, and is transmitted to the actuator 42.

[0039] Fig. 4 shows a control block diagram of the vehicle control device 2 in the present embodiment. Also in the present embodiment, similar to Fig. 3, an optimizer 22, an evaluation weight setting unit 23, and a constraint condition setting unit 24 are provided. The motion predictor 21 includes a first motion predictor 31 and a second motion predictor 32. The first motion predictor 31 includes a vehicle motion model obtained by second-order differentiating a general vehicle motion model that calculates the acceleration change of vehicle motion.

[0040] Here, the motion models of the longitudinal x, vertical z, and pitch θ which is the rotational motion around the y-axis of a general vehicle motion model that calculates the acceleration change of vehicle motion are, for example, the motion models shown in Equations (1) to (3).

[0041]

Number

[0042]

Number

[0043]

Number

[0044] Here, m is the mass of the entire vehicle, ms is the mass above the spring, hp is the deviation between the pitch center and the vehicle center of gravity position, ρ is a coefficient representing the influence of various motions, f is the input of various actuators, and for optimal control, according to these equations of motion, it is expressed as a linear state equation shown in Equation (4).

[0045]

Number

[0046] However, X and U are the state and input respectively, and A and B are the coefficient matrix of the state vector and the coefficient matrix of the input vector respectively. Equation (4) includes, for example, the position and velocity of the vehicle or the angle and angular velocity of the vehicle attitude in the state.

[0047] Here, in the first motion predictor 31 of this embodiment, an equation obtained by second-order differentiating Equation (4) is provided as a vehicle motion prediction model.

[0048]

Equation

[0049] At this time, since the equation of motion as shown in Equations (1) to (3) is second-order differentiated in Equation (5), the state includes the acceleration, jerk, angular acceleration of the attitude, and angular jerk.

[0050] Also, due to the second-order differentiation, the input handled by the state equation is given as the rate of change of the actuator command change (the second-order differential value of U).

[0051] Next, by second-order integrating the state predicted by Equation (5), a second motion prediction state is obtained. The state obtained here is of the same type as the state X in Equation (4).

[0052] Furthermore, the prediction state combiner 33 converts the first motion prediction model, the second motion prediction model, and the input U of the actuator into a form that can be simultaneously optimized. Specifically, an extended system of Equation (6) is configured.

[0053]

Equation

[0054] However, in reality, since U included in the input vector is uniquely determined by the integration of the input of the second-order differential of U in Equation (5), it is not appropriate to handle it as an independent control input. Therefore, Equation (7) in which U is included in the state vector is defined as a new extended system.

[0055]

Equation

[0056] The thus obtained formula (8) simultaneously includes the position, velocity, acceleration, jerk, angle, angular velocity, angular acceleration, angular jerk, and various actuator commands in the state. Therefore, it is possible to predict these changes and simultaneously and optimally control them with the optimizer 22.

[0057]

Number

[0058] At this time, since the value calculated as the result of the optimization is the second derivative value of the actuator command, the signal actually transmitted to the actuator 42 is the value obtained by integrating it twice (the actuator command value).

[0059] Note that in the optimizer 22, a weight setting value Q by the evaluation weight setting unit 23 and a formula (10), which is an optimization function based on the error E between the target motion and the motion prediction value shown in the formula (9), are defined, and a constrained optimization operation is executed based on the formulas (11) and (12) in which the constraint conditions regarding the state and input of the enlarged system represented by the formula (8) are formulated as inequality constraint conditions.

[0060]

Number

[0061]

Number

[0062]

Number

[0063]

Number

[0064] Here, Hp is the prediction interval, and Gx and Gu are coefficient matrices regarding the constraints of the state and input, respectively.

[0065] With the above configuration, in this embodiment, simultaneously with the path following control of the vehicle 1, it is possible to control the motion states of acceleration and jerk that affect the ride comfort of the driver and passengers so as not to exceed the operating limits of the actuator.

[0066] The effects of this embodiment will be described with reference to FIG. 5. FIG. 5 shows waveforms of vehicle speed, driving torque of the in-wheel motor, longitudinal and lateral jerk, pitch angular acceleration, and pitch angular velocity from top to bottom. In the waveform of the vehicle speed, the speed command value is indicated by a dashed line, the control waveform of the prior art is indicated by a dotted line, and the control waveform of the present invention is indicated by a solid line.

[0067] In the prior art, it is not possible to control to suppress longitudinal and lateral jerk and pitch angular acceleration simultaneously with speed following control, and the allowable values (dashed lines) of longitudinal and lateral jerk and pitch angular acceleration set from the perspective of ride comfort are exceeded. On the other hand, according to the present invention, while performing speed following control, considering the limit of the driving torque, it is possible to realize a running state in which longitudinal and lateral jerk and pitch angular acceleration are simultaneously suppressed, so that vehicle operation control with improved ride comfort becomes possible.

[0068] As described above, the vehicle control device 2 of this embodiment includes a motion predictor 21 that predicts future vehicle motion based on the motion prediction model of the vehicle 1 and the actuator command value, and an optimizer 22 that calculates, by iterative calculation, an actuator command value that minimizes the difference between an arbitrary motion target value and the predicted value by the motion predictor 21. The motion predictor 21 has a first motion predictor 31 that calculates a first motion prediction state obtained by differentiating the dynamics of the vehicle 1 by one or more orders.

[0069] Further, the motion predictor 21 has a second motion predictor 32 that calculates a second motion prediction state obtained by integrating the first motion prediction state by one or more orders.

[0070] Further, the vehicle control device 2 includes a prediction state combiner 33 that combines the first motion prediction state and the second motion prediction state.

[0071] The predicted state combiner 33 further combines the predicted actuator command values predicted based on the integral of the change amount of the actuator command value.

[0072] The optimizer 22 calculates an optimization result based on the change amount of the actuator command value obtained by differentiating the dynamics of the vehicle 1 by one or more orders.

[0073] Then, the first motion predictor 31 and the second motion predictor 32 predict one or more of the six degrees of freedom of motion of the vehicle 1, namely, the translational motions in the front-rear, up-down, and left-right directions, and the rotational motions around the roll, pitch, and yaw axes.

[0074] In addition, the first motion predictor 31 predicts one or more of the acceleration or jerk of the translational motion of the vehicle 1 and the angular acceleration or angular jerk of the rotational motion of the vehicle 1.

[0075] In addition, the second motion predictor 32 predicts one or more of the position or velocity of the translational motion of the vehicle 1 and the angle or angular velocity of the rotational motion.

[0076] In addition, the optimizer 22 restricts so that one or more predicted values including the first motion prediction state and the second motion prediction state and the predicted actuator command value predicted based on the integral of the change amount of the actuator command value do not exceed any limit value.

[0077] Thereby, simultaneously with the path following control necessary for the automatic driving of the automobile, the motion states of acceleration and jerk that affect the riding comfort of the driver and passengers can be restricted to be below the allowable values and preferably controlled.

Embodiment

[0078] With reference to FIG. 6, the vehicle control device and the vehicle control method according to Embodiment 2 of the present invention will be described. FIG. 6 is a block diagram showing the control configuration of the vehicle control device 2 of the present embodiment.

[0079] As shown in FIG. 6, the vehicle control device 2 of this embodiment is different from that of the first embodiment (FIG. 4) in that when the first motion prediction model and the second motion prediction model are converted into an optimizable form by the prediction state combiner 33, the actuator command value is not used. Other configurations are the same as those of the first embodiment (FIG. 4).

[0080] In model predictive control, the computational cost often becomes an issue. And the computational cost can be reduced by reducing the dimension of the state vector.

[0081] Therefore, in view of the control objective of improving the riding comfort, it is assumed that the limit performance of the actuator is not fully utilized, and a configuration in which the actuator command value is not included in the prediction state combiner 33 can be considered.

[0082] By doing so, the dimension involved in the optimization calculation can be reduced by the number of actuators to be handled, so that the effect of reducing the computational cost can be expected, and the cost of the computer mounted on the vehicle can be reduced.

Embodiment

[0083] With reference to FIG. 7, the vehicle control device and the vehicle control method according to the third embodiment of the present invention will be described. FIG. 7 is a block diagram showing the control configuration of the vehicle control device 2 of this embodiment.

[0084] As shown in FIG. 7, the vehicle control device 2 of this embodiment is different from that of the first embodiment (FIG. 4) in that when predicting the vehicle motion by the motion predictor 21, the second motion predictor 32 is not used, and further, the form conversion of the first motion prediction model by the prediction state combiner 33 is not performed. Other configurations are the same as those of the first embodiment (FIG. 4).

[0085] This embodiment is a control configuration that further focuses only on the control of the riding comfort. In this embodiment, only the acceleration, jerk, angular acceleration of the attitude, and angular jerk acceleration can be controlled as states.

[0086] By doing so, it becomes possible to further reduce the calculation cost.

[0087] Note that the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Also, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, or replace other configurations for a part of the configuration of each embodiment.

Explanation of Reference Numerals

[0088] 1... Vehicle, 2... Vehicle control device, 10... Vehicle body, 11... Wheels, 12... Motor, 13... Suspension, 14... Steering, 15... Brake, 16... Stabilizer, 21... Motion predictor, 22... Optimizer, 23... Evaluation weight setting unit, 24... Constraint condition setting unit, 31... First motion predictor, 32... Second motion predictor, 33... Prediction state combiner, 41... Host computer, 42... Actuator.

Claims

1. A vehicle control device that controls the movement of a vehicle by operating a plurality of actuators, a predictor that predicts future vehicle movement based on a vehicle motion prediction model and a predicted value of an actuator command; an optimizer that calculates, by iterative calculation, a predicted value of an actuator command that minimizes a difference between an arbitrary motion target value and the future vehicle movement that is the predicted value by the predictor, and is provided with: The predictor has a first motion predictor that calculates a first motion prediction state obtained by differentiating the dynamics of the vehicle by one or more orders, The optimizer is a vehicle control device that calculates a predicted value of an actuator command that minimizes a difference between the motion target value and the future vehicle movement based on the first motion prediction state calculated by the first motion predictor.

2. The vehicle control device according to claim 1, The predictor has a second motion predictor that calculates a second motion prediction state obtained by integrating the first motion prediction state by one or more orders, The optimizer is a vehicle control device that calculates a predicted value of an actuator command that minimizes a difference between the motion target value and the future vehicle movement based on the first motion prediction state and the second motion prediction state calculated by the second motion predictor.

3. The vehicle control device according to claim 2, comprising a prediction state combiner that combines the first motion prediction state and the second motion prediction state, The optimizer is a vehicle control device that calculates a predicted value of an actuator command that minimizes a difference between the motion target value and the future vehicle movement based on the motion prediction value obtained by combining the first motion prediction state and the second motion prediction state by the prediction state combiner.

4. The vehicle control device according to claim 3, The prediction state combiner further combines an integral value of a change amount of the predicted value of the actuator command, The optimizer calculates a predicted actuator command value that minimizes the difference between the motion target value and the future vehicle motion based on a predicted motion value obtained by combining the first predicted motion state, the second predicted motion state, and the integral value of the change amount of the predicted actuator command value by the predicted state combiner.

5. The vehicle control device according to claim 3, wherein the optimizer calculates an optimization result based on the change amount of the predicted actuator command value obtained by differentiating the vehicle dynamics by one or more orders, and generates and outputs an actuator command value based on the calculated optimization result.

6. The vehicle control device according to claim 3, wherein the first motion predictor and the second motion predictor predict one or more of the translational motions of the vehicle in the front-rear, up-down, and left-right directions, and the rotational motions of roll, pitch, and yaw about each axis, a total of six degrees of freedom of motion.

7. The vehicle control device according to claim 3, wherein the first motion predictor predicts one or more of the acceleration or jerk of the translational motion of the vehicle and the angular acceleration or angular jerk of the rotational motion of the vehicle.

8. The vehicle control device according to claim 3, wherein the second motion predictor predicts one or more of the position or velocity of the translational motion of the vehicle and the angle or angular velocity of the rotational motion of the vehicle.

9. The vehicle control device according to claim 8, wherein the optimizer restricts one or more predicted values including the first predicted motion state, the second predicted motion state, and the integral value of the change amount of the predicted actuator command value so as not to exceed an arbitrary limit value.

10. A vehicle control method for controlling the motion of a vehicle by operating a plurality of actuators, (a) predicting future vehicle motion based on a vehicle motion prediction model and predicted values of actuator commands; (b) calculating, by iterative calculation, predicted values of actuator commands that minimize the difference between an arbitrary motion target value and the future vehicle motion that is the predicted value predicted in step (a); having: In step (a), calculating a first motion prediction state obtained by differentiating the dynamics of the vehicle by one or more orders; A vehicle control method for calculating, in step (b), predicted values of actuator commands that minimize the difference between the motion target value and the future vehicle motion based on the first motion prediction state calculated in step (a).

11. The vehicle control method according to claim 10, In step (a), calculating a second motion prediction state obtained by integrating the first motion prediction state by one or more orders; A vehicle control method for calculating, in step (b), predicted values of actuator commands that minimize the difference between the motion target value and the future vehicle motion based on the first motion prediction state and the second motion prediction state.

12. The vehicle control method according to claim 11, In step (a), combining the first motion prediction state and the second motion prediction state; A vehicle control method for calculating, in step (b), predicted values of actuator commands that minimize the difference between the motion target value and the future vehicle motion based on the motion prediction value obtained by combining the first motion prediction state and the second motion prediction state.

13. The vehicle control method according to claim 12, In step (a), further combining the integral value of the change amount of the predicted value of the actuator command; In the (b) step, based on the predicted motion value obtained by combining the first predicted motion state, the second predicted motion state, and the integral value of the change amount of the predicted actuator command value, a vehicle control method for calculating a predicted actuator command value that minimizes the difference between the motion target value and the future vehicle motion.

14. The vehicle control method according to claim 12, wherein In the (b) step, an optimization result is calculated based on the change amount of the predicted actuator command value obtained by differentiating the vehicle dynamics one or more times, A vehicle control method for generating and outputting an actuator command value based on the calculated optimization result.

15. The vehicle control method according to claim 12, wherein The first predicted motion state and the second predicted motion state predict one or more of the six degrees of freedom of motion including the longitudinal, vertical, and lateral translational motions of the vehicle and the roll, pitch, and yaw rotational motions around each axis.

Images