Vehicle behavior control system

Abstract

To suppress a sense of discomfort when performing vehicle behavior control using three actuators.SOLUTION: A vehicle behavior control apparatus includes: an i-th suspension disposed in a vehicular i-th wheel (i: 1 through 3); a fourth suspension disposed in a fourth wheel; and a controller. The i-th suspension includes an i-th actuator for providing the i-th wheel with vertical-direction brake force. The controller converts a required value of a behavior parameter indicating a vehicular behavior into i-th required brake force to the i-th actuator. The controller controls the i-th actuator on the basis of i-th required brake force, thus controlling a vehicular behavior. In the case where i-th required brake force (where k is any of 1 through 3) exceeds a k-th output range in accordance with output performance of the k-th actuator, the controller executes requirement reduction processing to reduce all of the first through third required brake force, and controls the i-th actuator on the basis of the i-th required brake force that is post requirement reduction processing.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] This disclosure relates to a technology for controlling the behavior of a vehicle. [Background technology]

[0002] Patent Document 1 discloses a technology for controlling vehicle behavior using an active suspension. The active suspension includes actuators that can actively apply vertical control force to the wheels. According to the technology described in Patent Document 1, even if actuators are provided on only three wheels, it is possible to achieve vehicle behavior control equivalent to that when actuators are provided on four wheels. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2023-47810 [Overview of the Initiative] [Problems that the invention aims to solve]

[0004] Let's consider the case where vehicle behavior control is performed using three actuators, as described in Patent Document 1. If the output of one actuator reaches the upper limit of that actuator, an unnatural feeling may occur in the vehicle's behavior. [Means for solving the problem]

[0005] The first point concerns vehicle behavior control systems. The vehicle behavior control system comprises an i-th suspension installed on the i-th wheel (i=1 to 3) of the vehicle's four wheels, a fourth suspension installed on the fourth wheel other than the i-th wheel, and a controller. The i-th suspension includes an i-th actuator that provides vertical control force to the i-th wheel. The controller calculates a required value of a behavior parameter representing the behavior of the vehicle. Further, the controller converts the required value of the behavior parameter into a required control force for the i-th actuator. Then, the controller controls the behavior of the vehicle by controlling the i-th actuator based on the required control force for the i-th actuator. When the required control force for the k-th actuator (k is any one of 1 to 3) exceeds the k-th output range corresponding to the output ability of the k-th actuator, the controller executes a required reduction process of reducing all of the required control forces for the first to third actuators, and controls the i-th actuator based on the required control force for the i-th actuator after the required reduction process.

Advantages of the Invention

[0006] According to the present disclosure, when the required control force for the k-th actuator exceeds the k-th output range corresponding to the output ability of the k-th actuator, a required reduction process is executed. By the required reduction process, all of the required control forces for the first to third actuators are decreased. Then, the i-th actuator is controlled based on the required control force for the i-th actuator after the required reduction process. As a result, the possibility that the output of the i-th actuator reaches the output upper limit is reduced. Consequently, the generation of a sense of incongruity with respect to the vehicle behavior is suppressed. <00000​​​​​​​​​​​​​​​​​​​​​ [Figure 5] It is a flowchart showing a second example of a process related to vehicle behavior control. [Figure 6] It is a flowchart showing a third example of a process related to vehicle behavior control.

Embodiments for Carrying Out the Invention

[0009] 1. Configuration Example of Vehicle Behavior Control Device FIG. 1 is a schematic diagram showing a configuration example of a vehicle behavior control device that controls the behavior of a vehicle 10 according to the present embodiment. The vehicle 10 includes a left front wheel 14FL and a right front wheel 14FR on a front axle 16F, and a left rear wheel 14RL and a right rear wheel 14RR on a rear axle 16R. The vehicle behavior control device includes suspensions 20FL, 20FRA, 20RLA, 20RRA, a controller 30, and a sensor group 40.

[0010] The suspension 20FL is provided for the left front wheel 14FL and suspends the left front wheel 14FL from the vehicle body 12. The suspension 20FL includes a spring 22FL and a shock absorber 24FL.

[0011] The suspension 20FRA is provided for the right front wheel 14FR and suspends the right front wheel 14FR from the vehicle body 12. The suspension 20FRA includes an actuator 26FR in addition to a spring 22FR and a shock absorber 24FR. The actuator 26FR is configured to be able to actively apply a control force in the vertical direction to the right front wheel 14FR. That is, the suspension 20FRA is a full active suspension.

[0012] The suspension 20RLA is provided for the left rear wheel 14RL and suspends the left rear wheel 14RL from the vehicle body 12. In addition to the spring 22RL and shock absorber 24RL, the suspension 20RLA includes an actuator 26RL. The actuator 26RL is configured to actively apply vertical control force to the left rear wheel 14RL. In other words, the suspension 20RLA is a fully active suspension.

[0013] The suspension 20RRA is provided for the right rear wheel 14RR, and suspends the right rear wheel 14RR from the vehicle body 12. In addition to the spring 22RR and shock absorber 24RR, the suspension 20RRA includes an actuator 26RR. The actuator 26RR is configured to actively apply vertical control force to the right rear wheel 14RR. In other words, the suspension 20RRA is a fully active suspension.

[0014] The configuration and mechanism of the actuator 26 are not particularly limited. For example, the actuator 26 includes a motor supported on a sprung mass structure and a torsion bar connected to the output shaft of the motor. The end of the torsion bar is connected to the suspension arm of the suspension 20 via a linkage mechanism. The rotation of the torsion bar by the motor is converted into vertical movement of the wheel 14 via the linkage mechanism. This makes it possible to actively move the wheel 14 up and down.

[0015] Furthermore, the suspension 20FL provided for the left front wheel 14FL is an inactive suspension that does not have an actuator 26.

[0016] The controller 30 is connected to the sensor group 40 by an in-vehicle network such as CAN (Controller Area Network). The controller 30 acquires signals from the sensor group 40. The sensor group 40 includes sensors that measure physical quantities related to the behavior of the vehicle 10, such as acceleration sensors, vehicle height sensors, and wheel speed sensors. The controller 30 is also connected to the actuators 26RL, 26RR, and 26FR by the in-vehicle network.

[0017] The controller 30 comprises a processor 32 and a memory 34 coupled to the processor 32. The processor 32 performs various processes. The memory 34 stores a program 36 that can be executed by the processor 32, and various related information. The program 36 may be recorded on a computer-readable recording medium. The functions of the controller 30 are realized through the cooperation of the processor 32, which executes the program 36, and the memory 34.

[0018] The controller 30 performs "vehicle behavior control" to control the behavior of the vehicle 10. Examples of vehicle behavior control include sprung mass feedback control, unsprung mass feedback control, attitude control, and preview control. Sprung mass feedback control suppresses vibrations of the sprung mass based on sprung mass state quantities calculated using the measured values ​​of the sprung mass acceleration sensor. Unsprung mass feedback control suppresses vibrations of the unsprung mass based on unsprung mass state quantities calculated using the measured values ​​of the sprung mass acceleration sensor and the vehicle height sensor. Attitude control controls the attitude in response to steering and acceleration / deceleration. Preview control predicts road surface conditions using camera images and a database of high-precision map data and suppresses vibrations. These various controls may be combined.

[0019] The controller 30 executes desired vehicle behavior control by controlling the actuators 26FR, 26RL, and 26RR of the suspensions 20FR, 20RL, and 20RR based on the signals obtained by the sensor group 40. Although no actuator 26 is provided for the left front wheel 14FL, it is possible to achieve the same controllability as in the case where actuators 26 are provided for all four wheels with only the three actuators 26FR, 26RL, and 26RR. Hereinafter, the vehicle behavior control by the three actuators 26FR, 26RL, and 26RR will be described in more detail.

[0020] 2. Vehicle Behavior Control The vehicle behavior control by the three actuators 26FR, 26RL, and 26RR is the same as that described in, for example, Patent Document 1 (Japanese Patent Application Laid-Open No. 2023-47810).

[0021] Figure 2 shows a behavior model for vehicle behavior control. The behavior of the vehicle 10 is represented by behavior parameters. In the behavior model shown in Figure 2, the behavior parameters are the motion modes at the center of gravity position above the spring of the vehicle 10, that is, the roll moment M r , the pitch moment M p , and the heave force F h . Hereinafter, the motion mode consisting of the roll moment M r , the pitch moment M p , and the heave force F h will be referred to as the center-of-gravity three-mode. The controller 30 first converts the required control force required for any type of vehicle behavior control into the required values of the center-of-gravity three-mode (behavior parameters).

[0022] For example, for a certain vehicle behavior control, a vertical required control force is required for each of the four wheels of the vehicle 10. Specifically, the vertical required control force F fli for the left front wheel 14FL, the vertical required control force F fri for the right front wheel 14FR, the vertical required control force F rli for the left rear wheel 14RL, and the vertical required control force F rri for the right rear wheel 14RRThis is required. The controller 30 controls the required control force F for these four wheels. fli ,F fri ,F rli ,F rri This is converted to the required values ​​for the three modes of the centroid according to the following formula (1).

[0023]

number

[0024] In equation (1), lf, lr, Tf, and Tr are the distance between the front axle 16F and the center of gravity, the distance between the rear axle 16R and the center of gravity, the front tread, and the rear tread, respectively (see Figure 2). These parameters are given in advance as specifications of the vehicle 10. The controller 30 receives the specifications of the vehicle 10 and the required control force F for the four wheels. fli ,F fri ,F rli ,F rri Based on this, the required values ​​for the three modes of the center of gravity (F h M r M p The required values ​​for the three modes of the center of gravity may include the roll moment, pitch moment, and heave force required for attitude control associated with steering, acceleration, and deceleration.

[0025] Required value F for the center of gravity in 3 modes h M r M p After the calculation, the controller 30 calculates the required value F of the three modes of the center of gravity according to the following formula (2). h M r M p The required control force F for the three wheels 14FR, 14RR, and 14RL. fr ,F rr ,F rl Convert to.

[0026]

number

[0027] Required control force F for the three wheels 14FR, 14RR, 14RL fr ,F rr ,F rl This corresponds to the required control force for the three actuators 26FR, 26RR, and 26RL. The controller 30 determines that the vertical control force applied to the right front wheel 14FR is the required control force F. fr The actuator 26FR is controlled to achieve the following. Similarly, the controller 30 controls the vertical control force applied to the right rear wheel 14RR to obtain the required control force F. rr The actuator 26RR is controlled in such a manner. Similarly, the controller 30 controls the vertical control force applied to the left rear wheel 14RL to obtain the required control force F. rl The actuator 26RL is controlled to achieve the following behavior.

[0028] By distributing the required values ​​of the three center of gravity modes to the three actuators 26FR, 26RR, and 26RL in this way, the desired behavior, including roll, pitch, and heave, is achieved in the vehicle 10. In other words, the desired vehicle behavior can be achieved with only the three actuators 26FR, 26RR, and 26RL. Reducing the number of required actuators is desirable from the viewpoint of improving mountability, reducing costs, reducing weight, and saving power.

[0029] The control method for actuator 26 may be position control (angle control) rather than force control (torque control). In that case, the controller 30 will control the required control force F for the three actuators 26FR, 26RR, and 26RL shown in equation (2) above. fr ,F rr ,F rl The controller 30 calculates the required position control amount for the three actuators 26FR, 26RR, and 26RL so that the desired position is obtained. Then, the controller 30 controls the positions of actuators 26FR, 26RR, and 26RL according to the required position control amount.

[0030] In the above description, the suspension 20FL provided for the left front wheel 14FL was an inactive suspension without an actuator 26. However, this embodiment is not limited to this. Instead of the left front wheel 14FL, the suspension 20 for another wheel 14 may be an inactive suspension.

[0031] In general terms, the following applies: i takes values ​​from 1 to 3. The i-th wheel 14-i is equipped with an active suspension, the i-th suspension 20-i. The i-th suspension 20-i includes an i-th actuator 26-i that provides vertical control force to the i-th wheel 14-i. The fourth wheel 14-4 is equipped with a non-active suspension, the fourth suspension 20-4. The fourth suspension 20-4 does not include an actuator 26.

[0032] The controller 30 calculates the required values ​​of behavioral parameters that represent the behavior of the vehicle 10 (see equation (1)). Next, the controller 30 converts the required values ​​of the behavioral parameters into the i-th required control force Fi for the i-th actuator 26-i (see equation (2)). Then, the controller 30 controls the behavior of the vehicle 10 by controlling the i-th actuator 26-i based on the i-th required control force Fi. The fact that the desired vehicle behavior can be achieved with only three actuators 26-i (i=1 to 3) is preferable from the viewpoint of improved mountability, cost reduction, weight reduction, power saving, etc.

[0033] 3. Request Reduction Process Let's consider the case where the output of a certain actuator 26 reaches its upper limit. For convenience, let's call this actuator 26 the j-th actuator 26-j, where j is one of 1 to 3.

[0034] In a four-actuator configuration, even if the output of the j-th actuator 26-j reaches its output limit, only the control effect on the j-th wheel 14-j decreases. However, in a three-actuator configuration as in this embodiment, the j-th actuator 26-j also covers the control of the fourth wheel 14-4, which does not have an actuator 26. Therefore, if the output of the j-th actuator 26-j reaches its output limit, it may cause an unnatural feeling in the vehicle's behavior. For example, consider the case where there is no actuator 26 on the left front wheel 14FL, and the output limit of actuator 26FR for the right front wheel 14FR is smaller than that of actuators 26RL and 26RR for the rear wheels 14RL and 14RR. In this case, if a large road input is applied to the left front wheel 14FL, the output of actuator 26FR for the right front wheel 14FR becomes insufficient. As a result, the right front wheel 14FR will shake even though the road input is to the left front wheel FL. This is the cause of the unnatural feeling.

[0035] Furthermore, during the period when the j-th requested control force Fj for the j-th actuator 26-j exceeds the output limit of the j-th actuator 26-j, active vehicle behavior control cannot be performed, resulting in reduced comfort. In particular, in the case of a torsion bar type active suspension, the wheel rate increases due to the rigidity of the torsion bar, so if vehicle behavior control is not performed, body vibration tends to increase. If this condition persists, comfort will be greatly reduced.

[0036] To solve the above-mentioned problems, the controller 30 according to this embodiment performs a "request reduction process" as needed.

[0037] The activation condition for the demand reduction process is that the kth-ordered control force Fk for the kth actuator 26-k exceeds the kth-ordered output range corresponding to the output capability of the kth actuator 26-k. k is at least one of 1 to 3. The kth-ordered output range corresponding to the output capability of the kth actuator 26-k does not necessarily have to match the maximum output range of the kth actuator 26-k. For example, the kth-ordered output range may be 70% of the maximum output range. Information regarding the kth-ordered output range is provided to the controller 30 in advance. The controller 30 determines whether the activation condition for the demand reduction process is met. If the activation condition is met, the controller 30 executes the demand reduction process because the output of the kth actuator 26-k may reach its output limit. Specifically, the controller 30 reduces all of the first to third-ordered control forces F1 to F3 for each of the first to third actuators 26-1 to 26-3. The controller 30 then controls the behavior of the vehicle 10 by controlling the i-th actuator 26-i based on the i-th request control force Fi' after the request reduction processing.

[0038] Figure 3 is a conceptual diagram illustrating an example of demand reduction processing. The limit of the i-th output range of the i-th actuator 26-i (i=1~3) is represented by the i-th threshold Thi. The i-th threshold Thi does not necessarily have to match the maximum output of the i-th actuator 26-i. For example, the i-th threshold Thi may be 70% of the maximum output. The first to third output ranges (i.e., the first to third thresholds Th1~Th3) for the first to third actuators 26-1~26-3 depend on the respective actuator capabilities and are independent of each other.

[0039] In example (A) in Figure 3, the first required control force F1 for the first actuator 26-1 exceeds the first threshold Th1 (first output range). Since the operating condition is met, the requirement reduction process is performed. The controller 30 calculates the first to third required control forces F1' to F3' by uniformly multiplying the first to third required control forces F1 to F3 by a correction coefficient α (0 < α < 1). The larger the difference between the first required control force F1 and the first threshold Th1, the smaller the correction coefficient α may be set to.

[0040] In example (B) in Figure 3, the first requested control force F1 for the first actuator 26-1 exceeds the first threshold Th1 (first output range). In this example, the request reduction process is executed so that all of the first to third requested control forces F1' to F3' after the request reduction process fall within the first to third output ranges. In this case, the correction coefficient α can be set based on the ratio (F1 / Th1) of the first requested control force F1 to the first threshold Th1.

[0041] In example (C) in Figure 3, the first to third required control forces F1 to F3 for the three actuators 26-1 to 26-3 each exceed the first to third thresholds Th1 to Th3, respectively. In this example as well, the requirement reduction process is executed so that all of the first to third required control forces F1' to F3' after the requirement reduction process fall within the first to third output ranges, respectively. In this case, the correction coefficient α can be set based on the largest of the three ratios F1 / Th1, F2 / Th2, and F3 / Th3.

[0042] As another example, the demand reduction process may apply a high-pass filter to the first to third demand control forces F1 to F3. Since the demand control force tends to be larger for lower frequency components, the demand control force can be reduced by applying a high-pass filter. In example (A) in Figure 3, the first demand control force F1 for the first actuator 26-1 exceeds the first threshold Th1 (first output range). In this case, the larger the difference between the first demand control force F1 and the first threshold Th1, the greater the filter effect may be. The filter effect can be increased by increasing the cutoff frequency of the high-pass filter or by increasing the order of the high-pass filter.

[0043] As yet another example, the demand reduction process may reduce the control gains of the vehicle behavior control. More specifically, the vehicle behavior control includes a first vehicle behavior control in response to road surface input and a second vehicle behavior control in response to operation input (steering, acceleration, or deceleration). The controller 30 calculates the required values ​​of the behavior parameters based on the first control gain G1 of the first vehicle behavior control and the second control gain G2 of the second vehicle behavior control. In the demand reduction process, the controller 30 performs a "gain reduction process" that reduces at least one of the first control gain G1 and the second control gain G2. Then, the controller 30 recalculates the required values ​​of the behavior parameters based on the first control gain G1' and the second control gain G2' after the gain reduction process. This also reduces all of the first to third required control forces F1 to F3 for each of the first to third actuators 26-1 to 26-3.

[0044] Various methods can be considered for gain reduction processing. For example, the controller 30 may uniformly multiply the first control gain G1 and the second control gain G2 by a correction coefficient β (0 < β < 1).

[0045] Another example of gain reduction processing is that the priority of the first vehicle behavior control and the second vehicle behavior control may be considered. More specifically, the first correction coefficient β1 is greater than 0 and less than or equal to 1 (0 < β1 ≤ 1), and decreases as the priority of the first vehicle behavior control decreases. The second correction coefficient β2 is greater than 0 and less than or equal to 1 (0 < β2 ≤ 1), and decreases as the priority of the second vehicle behavior control decreases. The controller 30 multiplies the first correction coefficient β1 by the first control gain G1, and the second correction coefficient β2 by the second control gain G2. The correction coefficient for the higher priority of the first and second vehicle behavior control may be set to 1.0. In that case, only one of the first control gain G1 or the second control gain G2 will decrease.

[0046] The first control gain G1 of the first vehicle behavior control may be further divided into a feedback gain and a feedforward gain, and the priority of the feedback gain and the feedforward gain may be considered. The second control gain G2 of the second vehicle behavior control may be further divided into a steering input gain and an acceleration / deceleration input gain, and the priority of the steering input gain and the acceleration / deceleration input gain may be considered.

[0047] It is also possible to combine two or more of the above-mentioned examples of requirement reduction processes.

[0048] As described above, according to this embodiment, if the kth required control force Fk for the kth actuator 26-k exceeds the kth output range corresponding to the output capability of the kth actuator 26-k, a request reduction process is executed. The request reduction process reduces all of the first to third required control forces F1 to F3 for the first to third actuators 26-1 to 26-3. Then, the ith actuator 26-i is controlled based on the ith required control force Fi' after the request reduction process. This reduces the possibility that the output of the ith actuator 26-i will reach its output limit. As a result, the occurrence of unnatural behavior in the vehicle is suppressed.

[0049] Furthermore, as a result of the demand reduction process, the period during which the kth required control force Fk for the kth actuator 26-k exceeds the output upper limit of the kth actuator 26-k is shortened. Consequently, the period during which active vehicle behavior control cannot be performed is shortened. As a result, comfort is improved.

[0050] Preferably, the request reduction process is performed such that the i-th request control force Fi' after the request reduction process falls within the i-th output range corresponding to the output capability of the i-th actuator. In this case, the above-mentioned effects are further enhanced.

[0051] 4. Example of a processing flow The following describes some examples of processing flows related to vehicle behavior control according to this embodiment.

[0052] 4-1. Example 1 Figure 4 is a flowchart of a first example of a process related to vehicle behavior control. In step S100, the controller 30 calculates the required values ​​of behavior parameters that represent the behavior of the vehicle 10 (see equation (1)). In step S200, the controller 30 converts the required values ​​of the behavior parameters into the first to third required control forces F1 to F3 for the first to third actuators 26-1 to 26-3 (see equation (2)).

[0053] In the following step S300, the controller 30 determines whether the operating conditions for the demand reduction process are met. The operating conditions for the demand reduction process are that the kth demand control force Fk for the kth actuator 26-k exceeds the kth output range (kth threshold Thk) corresponding to the output capability of the kth actuator 26-k.

[0054] If the operating conditions are not met (step S300; No), the process proceeds to step S500. In step S500, the controller 30 controls the vehicle behavior by controlling the i-th actuator 26-i based on the i-th requested control force Fi.

[0055] On the other hand, if the operating conditions are met (step S300; Yes), the process proceeds to step S400. In step S400, the controller 30 performs a request reduction process. The request reduction process is as described in Section 3 above. After that, the process proceeds to step S500. In step S500, the controller 30 controls the vehicle behavior by controlling the i-th actuator 26-i based on the i-th request control force Fi' after the request reduction process.

[0056] 4-2. Second Example Figure 5 is a flowchart of a second example of processing related to vehicle behavior control. The second example is the same as the first example described above, except for step S400. In step S400, the controller 30 performs a demand reduction process. In this demand reduction process, it is not checked whether all of the first to third demand control forces F1' to F3' after the demand reduction process fall within the first to third output ranges. Instead, after step S400, the process returns to step S300. By repeating steps S300 and S400, it is guaranteed that all of the first to third demand control forces F1' to F3' after the demand reduction process fall within the first to third output ranges.

[0057] 4-3. Third Example Figure 6 is a flowchart showing a third example of processing related to vehicle behavior control. Vehicle behavior control includes a first vehicle behavior control in response to road surface input and a second vehicle behavior control in response to operation input (steering, acceleration, or deceleration).

[0058] In step S100, the controller 30 calculates the required values ​​of the behavior parameters based on the first control gain G1 of the first vehicle behavior control and the second control gain G2 of the second vehicle behavior control. Steps S200 and S300 are the same as in the first example above. If the operating conditions for the requirement reduction process are met (step S300; Yes), the process proceeds to step S410.

[0059] In step S410, the controller 30 performs a gain reduction process to reduce at least one of the first control gain G1 and the second control gain G2. Various examples of the gain reduction process are as described above. After step S410, the process returns to step S100. In step S100, the controller 30 recalculates the required values ​​of the behavior parameters based on the first control gain G1' and the second control gain G2' after the gain reduction process. In the subsequent step S200, the controller 30 converts the required values ​​of the behavior parameters into the first to third required control forces F1 to F3 for the first to third actuators 26-1 to 26-3.

[0060] Thus, the gain reduction process can reduce all of the first to third required control forces F1 to F3. It can also be said that the combination of steps S410, S100, and S200 corresponds to the requirement reduction process (step S400). [Explanation of Symbols]

[0061] 10…Vehicle, 20…Suspension, 26…Actuator, 30…Controller

Claims

1. The i-th suspension is installed on the i-th wheel (i=1 to 3) of the vehicle's four wheels, A fourth suspension provided on the fourth wheel other than the i-wheel, Controller and Equipped with, The i suspension includes an i actuator that applies a vertical control force to the i wheel, The aforementioned controller, The required values ​​of the behavioral parameters representing the behavior of the vehicle are calculated. The requested value of the behavioral parameter is converted into the i-th requested control force for the i-actuator. The behavior of the vehicle is controlled by controlling the actuator i based on the i-requested control force. It is configured in such a way, If the k-th requested control force (where k is one of 1 to 3) exceeds the k-th output range corresponding to the output capability of the k actuator, the controller is configured to perform a request reduction process that reduces all of the first to third requested control forces, and to control the i actuator based on the i-th requested control force after the request reduction process. The aforementioned request reduction process is, The first to third required control forces are uniformly multiplied by a correction coefficient of less than 1, Applying a high-pass filter to the first to third required control forces and Includes at least one of the following Vehicle behavior control system.

2. A vehicle behavior control device according to claim 1, The controller is configured to perform the request reduction process such that the i-request control force after the request reduction process falls within the i-th output range corresponding to the output capability of the i-actuator. Vehicle behavior control system.

3. A first i-th suspension provided on the first i-th wheel (i = 1 to 3) of the four wheels of a vehicle, A fourth suspension provided on the fourth wheel other than the i-wheel, Controller and Equipped with, The i suspension includes an i actuator that applies a vertical control force to the i wheel, The aforementioned controller, The required values ​​of the behavioral parameters representing the behavior of the vehicle are calculated. The requested value of the behavioral parameter is converted into the i-th requested control force for the i-actuator. The behavior of the vehicle is controlled by controlling the actuator i based on the i-requested control force. It is configured in such a way, If the k-th requested control force (where k is one of 1 to 3) exceeds the k-th output range corresponding to the output capability of the k actuator, the controller is configured to perform a request reduction process that reduces all of the first to third requested control forces, and to control the i actuator based on the i-th requested control force after the request reduction process. The control of the vehicle's behavior includes a first vehicle behavior control in response to road surface input and a second vehicle behavior control in response to steering, acceleration, or deceleration. The controller is configured to calculate the required value of the behavior parameter based on the first control gain of the first vehicle behavior control and the second control gain of the second vehicle behavior control. The aforementioned request reduction process is, A gain reduction process that reduces at least one of the first control gain and the second control gain, Based on the first control gain and the second control gain after the gain reduction process, the required value of the behavior parameter is recalculated. Includes, The aforementioned gain reduction process is The first control gain and the second control gain are uniformly multiplied by a correction coefficient of less than 1, The first control gain is multiplied by a first correction coefficient that decreases as the priority of the first vehicle behavior control decreases, and the second control gain is multiplied by a second correction coefficient that decreases as the priority of the second vehicle behavior control decreases. It is one of the following. Vehicle behavior control system.

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