JP6186709B2 - Vehicle braking / driving force control device - Google Patents

Description

  The present invention relates to a braking / driving force control device for a vehicle that controls vibration on a vehicle body or wheel load by correcting braking / driving torque.

  Conventionally, a sprung mass damping control device for a vehicle that permits execution of sprung mass damping control or prohibits sprung mass damping control according to at least one of a driving condition, a vehicle condition, or a driver request. It is known (see, for example, Patent Document 1).

JP 2010-132254 A

  However, the conventional sprung mass damping control device for a vehicle has a configuration in which the sprung mass damping control is prohibited depending on the operation mode.

  The present invention has been made paying attention to the above problems, and provides a braking / driving force control device for a vehicle that can improve the actual electricity cost or the actual fuel consumption when the vehicle is in a traveling state in which the electricity cost or the fuel efficiency of the vehicle is prioritized. For the purpose.

In order to achieve the above object, a braking / driving force control apparatus for a vehicle according to the present invention generates braking / driving torque on wheels based on an input from a system for controlling a vehicle instead of a driver or an input from a driver. Torque generating means and torque correction amount calculating means for calculating a torque correction amount of braking / driving torque for controlling vehicle body sprung vibration or wheel load, wherein the braking / driving torque generating means sets the torque correction amount to the torque correction amount. Based on this, the braking / driving torque is corrected and output.
In this vehicle braking / driving force control device,
Traveling state determination means for determining a traveling state giving priority to the power consumption or fuel consumption of the vehicle and a normal traveling state;
A torque correction amount changing means for changing the torque correction amount to a power consumption or fuel consumption-corresponding mode when a running state giving priority to the electricity consumption or fuel consumption of the vehicle is determined;
Have
The torque correction amount changing means is a positive side of the torque correction amount with respect to the torque correction amount in a normal driving state without stopping braking / driving force control when the vehicle is in a driving state in which priority is given to power consumption or fuel consumption of the vehicle. A mode in which the (acceleration side) component is reduced is referred to as the power consumption or fuel consumption mode.

The vehicle body sprung vibration or wheel load braking / driving force control by correcting the braking / driving torque is, for example, reducing the driving torque (deceleration) when the nose of the vehicle is lifted, increasing the driving torque (acceleration) when the nose is lowered, This control suppresses the sprung behavior.
If the vehicle wants to prioritize power consumption or fuel consumption, it is desirable not to increase the drive torque. However, if the braking / driving force control is stopped, the sprung behavior suppression effect by the control is lost. That is, it can be said that the energy is dissipated in a direction other than the vehicle forward direction (specifically, it is consumed by the spring vertical movement) as compared with the case where the control is performed. For this reason, stopping braking / driving force control is not necessarily a good state for power consumption or fuel consumption.
On the other hand, when the vehicle is in a driving state where priority is given to power consumption or fuel consumption, the component on the positive side (acceleration side) of the torque correction amount with respect to the torque correction amount in the normal driving state without stopping braking / driving force control. The reduced mode is the power consumption or fuel consumption mode. For this reason, the effect of suppressing the sprung behavior by the control remains, and energy dissipation to directions other than the vehicle forward direction is suppressed.
Thus, when the priority traveling state fuel efficiency or fuel economy of the vehicle, the braking and driving force control without stopping, in Rukoto energy consumed by obtaining a driving torque is reduced, greatly contributes to the improvement of the real electric power consumption or actual fuel consumption It can be Rukoto.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an in-vehicle system configuration diagram showing a front-wheel drive electric vehicle to which a braking / driving force control device of Example 1 is applied. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an in-vehicle system configuration diagram illustrating a rear-wheel drive engine vehicle to which a braking / driving force control device according to a first embodiment is applied. 1 is an overall block configuration diagram illustrating an internal configuration of a braking / driving motor ECU according to a first embodiment. It is a control block diagram which shows the braking / driving force control apparatus of Example 1. FIG. It is a flowchart which shows the flow of the braking / driving force control process in the braking / driving force control apparatus of Example 1. FIG. It is a figure which shows the basic vehicle model for calculating vehicle body vibration in the braking / driving force control process of Example 1. FIG. It is a front-wheel displacement relational characteristic figure showing the relation between the up-and-down displacement and front-and-back displacement in a front wheel. It is a rear-wheel displacement relationship characteristic figure which shows the relationship between the vertical displacement and the front-back displacement in a rear wheel. It is a figure which shows the vehicle model for calculating a regulator gain in the braking / driving force control process of Example 1. FIG. It is a figure which shows the outline | summary of the setting of a tuning gain in the braking / driving force control process of Example 1. FIG. It is a time chart which shows the relationship between the command torque when there is a steering input, and vehicle behavior (pitch rate, yaw rate, roll rate). It is a figure which shows the frequency characteristic of a general drive system. It is a figure which shows the design procedure of BPF (band pass filter) which suppresses drive system resonance. It is a correction torque characteristic diagram showing the relationship before and after the positive side torque correction amount processing and BPF processing. It is a whole system figure which shows the braking / driving force control apparatus of Example 2. It is a whole block diagram which shows the vehicle carrying the braking / driving force control apparatus of Example 2. FIG. It is a block diagram which shows the structure of the driving force control means of Example 2. It is a characteristic view which shows the relationship of the driver request | requirement drive torque with respect to the accelerator opening of the drive force control means of Example 2. FIG. It is a block diagram which shows the structure of the braking force control means of Example 2. It is a characteristic view which shows the relationship of the driver request | requirement braking torque with respect to the amount of brake operation of the braking force control means of Example 2. FIG. FIG. 10 is a control block diagram illustrating processing performed by a controller 50 according to the second embodiment. 7 is a flowchart illustrating a processing procedure of braking / driving force control processing in a controller 50 according to the second embodiment. It is a figure which shows the basic vehicle model for calculating vehicle body vibration in the braking / driving force control process of Example 2. FIG.

  Hereinafter, the best mode for realizing a braking / driving force control device for a vehicle according to the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
The configuration of the vehicle braking / driving force control device according to the first embodiment is defined as [vehicle system configuration], [overall system configuration of braking / driving force control], [detailed configuration of braking / driving force control device], [Detailed configuration]

[In-vehicle system configuration]
FIG. 1 shows a front-wheel drive electric vehicle to which the braking / driving force control device of the first embodiment is applied, and FIG. 2 shows a rear-wheel drive engine vehicle. Hereinafter, an in-vehicle system configuration will be described with reference to FIGS. 1 and 2.

  First, the braking / driving force control device is a function for controlling the vibration by appropriately controlling the braking / driving torque from the power source of the vehicle (braking / driving electric motor in FIG. 1) in accordance with the vibration of the vehicle body. have. Further, by adding the effects of the present invention, the effects of improving yaw response during steering, improving linearity, and suppressing roll behavior can also be obtained.

  The configuration of the vehicle is a front-wheel drive electric vehicle, and its braking / driving force control is performed by a braking / driving motor ECU 101 which is a controller. The braking / driving motor ECU 101 receives a signal from a wheel speed sensor (103FR, 103FL, 103RR, 103RL) connected to each wheel (102FR, 102FL, 102RR, 102RL) and a steering angle sensor 111 connected to the steering wheel 110. A braking / driving command value for the motor 108 is calculated according to the signal and driver inputs from the brake pedal 104 and the accelerator pedal 105, and the command value is sent to the inverter 106. Inverter 106 supplies electric power from battery 107 to motor 108 based on this command value. As a result, the motor 108 generates torque, and the generated torque is transmitted to the front wheels 102FR and 102FL via the transmission 109, so that the vehicle can be controlled.

  Here, as shown in FIG. 2, the vehicle to which the braking / driving force control device of the first embodiment is applied is not the motor 108 but the engine 108b or other braking / driving means, and the driving method is not front wheel driving but rear driving. The engine vehicle may be a wheel drive or a four-wheel drive, and the transmission 109 is replaced with an automatic transmission 109b (or a manual transmission) and a differential gear 109c. Further, a hybrid vehicle equipped with a motor 108 and an engine 108b may be used as a power source.

[Overall system configuration of braking / driving force control]
FIG. 3 shows an internal configuration of the braking / driving motor ECU 101 according to the first embodiment. Hereinafter, the overall system configuration of the braking / driving force control will be described with reference to FIG.

  The control program of the braking / driving force control device is programmed in the braking / driving motor ECU 101. As shown in FIG. 3, the driver request torque calculator 1201, the torque command value calculator 1202, A force control device 1203.

  The driver request torque calculator 1201 usually obtains a driver input via an accelerator pedal and a brake pedal, and calculates a driver request torque.

  The torque command value calculation unit 1202 basically receives a driver request torque from the driver request torque calculation unit 1201 and a torque request from another system (for example, VDC, TCS, etc.), and outputs a torque command to the motor 108. A value (braking / driving command value) is calculated. At this time, torque correction by a torque correction value (torque correction amount) from the braking / driving force control device 1203 is added to the driver request torque. The torque command value calculation unit 1202 and the motor 108 (engine 108b in the case of an engine vehicle) apply braking / driving torque to the wheels based on driver input (including input from a system that controls the vehicle instead of the driver). This corresponds to the braking / driving torque generating means to be generated.

  As shown in FIG. 3, the braking / driving force control device 1203 includes an input conversion unit 1204, a vehicle body vibration estimation unit 1205, a torque correction value calculation unit 1206, and an output processing unit 1207. The braking / driving force control device 1203 performs control by calculating a torque correction value based on the driver request torque, motor rotation speed, wheel speed, and steering angle, and adding this to the driver request torque as a correction torque. A control program for the braking / driving force control device may be programmed in an arbitrary controller, and the braking / driving force control command value may be sent to a driving force source controller such as the braking / driving motor ECU 101 or the engine ECU 101b.

[Detailed configuration of braking / driving force control device]
FIG. 4 is a control block diagram illustrating the braking / driving force control device according to the first embodiment, and FIG. 5 is a flowchart illustrating a flow of the braking / driving force control process. Hereinafter, based on FIG.4 and FIG.5, the detailed structure of a braking / driving force control apparatus is demonstrated.

  As shown in FIG. 4, the braking / driving force control device 1203 includes an input conversion unit 1204, a vehicle body vibration estimation unit 1205, a torque correction value calculation unit 1206 (torque correction amount calculation means), an output processing unit 1207, The four-part configuration. Hereinafter, each of the four-part configuration will be described in detail.

(Input converter)
First, the input conversion unit 1204 converts the sensing information from the vehicle into the input format of the vehicle model 1307 used in the subsequent body vibration estimation unit 1205, specifically, the dimension of torque or force applied to the vehicle body. The input conversion unit 1204 includes a drive torque conversion unit 1301, a suspension stroke calculation unit 1302, a vertical force conversion unit 1303, a vehicle body speed estimation unit 1304, a turning behavior estimation unit 1305, and a turning resistance estimation unit 1306. Have.

  The drive torque converter 1301 integrates the gear ratio to the driver request torque value and converts the motor end value (engine end value) to the drive shaft end value. The gear ratio is calculated from the ratio between the wheel speed (the left and right average rotation speed of the drive wheel) and the motor rotation speed (engine rotation speed). This gear ratio is the total gear ratio of the transmission (or the total gear ratio when both automatic or manual transmission and differential gears are combined).

The suspension stroke calculation unit 1302 calculates the stroke speed and the stroke amount of the suspension from the wheel speed. When the suspension strokes, as shown in FIG. 6, the tire also has a displacement in the front-rear direction, and this relationship is determined by the geometry of the vehicle suspension. This is shown in FIG. 7 (front wheel) and FIG. 8 (rear wheel). By linearly approximating this relationship and assuming that the coefficient of vertical displacement relative to the longitudinal displacement is KgeoF and KgeoR for the front and rear wheels, respectively, the vertical displacements Zf and Zr of the front and rear wheels are It becomes relation of expression.
Zf ＝ KgeoF ・ xtf
Zr ＝ KgeoR ・ xtr
Differentiating the above equation yields the tire longitudinal velocity and vertical velocity equations, and the suspension stroke amount and velocity are calculated using this relationship.

  The vertical force conversion unit 1303 converts the suspension stroke amount and speed calculated by the suspension stroke calculation unit 1302 into a vertical force by accumulating a spring coefficient and a damping coefficient to obtain a sum. In addition, the vehicle body speed calculation unit 1304 outputs the wheel speed average value of the driven wheels as the vehicle body speed.

The turning behavior estimation unit 1305 calculates the yaw rate γ and the vehicle body side slip angle βv from the vehicle body speed V and the steering angle input by the following equations.
Δ is a tire turning angle calculated from the steering angle, l is a wheel base, lf and lr are distances from the center of gravity of the vehicle body to the front and rear axles, m is a vehicle weight, and Cp is a tire cornering power.

The turning resistance estimation unit 1306 calculates the front and rear wheel slip angles βf and βr and the cornering forces Fyf and Fyr obtained by multiplying the cornering powers Cpf and Cpr by the yaw rate γ, the vehicle body side slip angle βv and the tire turning angle δ. The product of wheel slip angle and cornering force is output as turning resistance. The slip angles βf and βr of the front and rear wheels are
βf = βv + lf ・ γ / V−δ
βr = βv−lr ・ γ / V
It can be calculated by the following formula.

  The above is the processing in the input conversion unit 1204. This input conversion process is performed in the flowchart of FIG. 5 by proceeding from step S1401 → step S1402 → step S1403 → step S1404 → step S1405 → step S1406 → step S1407 → step S1408 → step S1409 → step S1410 → step S1411. The

(Car body vibration estimation part)
Next, the vehicle body vibration estimation unit 1205 inputs the driver requested torque, the road surface disturbance, and the force equivalent to the turning resistance calculated by the processing in the input conversion unit 1204 to the vehicle model 1307 as shown in FIG. The state quantity representing the behavior is calculated. The vehicle body vibration estimation process is performed by proceeding from step S1411 to step S1412 in the flowchart of FIG.

(Torque correction value calculation unit)
Next, the torque correction value calculation unit 1206 performs gain processing by the regulators 1308, 1309, and 1310 on the state quantity to be controlled from the vehicle body vibration estimation unit 1205, adds up the tuning gain for weighting, The correction torque value necessary for control is calculated by summing. Then, the limit processing unit 1311 limits the absolute value of the correction torque value to a torque within a range that the driver does not feel as a front-rear G variation.

  Here, first, in order to calculate the correction torque value required for control, "pitch speed by drive torque", "bounce speed by drive torque", "pitch behavior by disturbance (estimated from wheel speed)", "disturbance" Set the five regulator gains F1 to F5 and the tuning gains K1 to K5 with the bounce behavior by (estimated from the wheel speed) and the “front wheel load fluctuation due to turning resistance” as control targets.

  If a value obtained by adding the regulator gains F1 to F5 to each state quantity is subtracted from the driving torque of the vehicle, each state quantity works in an equilibrium state (here, the direction in which vibration stops). More precisely, a value obtained by adding a negative regulator gain to each state quantity is used as a correction torque, and this is added to the drive torque. However, if the correction torque is used as it is because the drive torque is changed, the front-rear G change may give the passenger a sense of incongruity, and it is not possible to improve the target steering response and to actively control the roll behavior. . Therefore, the tuning gains K1 to K4 are set to values in the positive direction that suppress vibrations, and the front-rear G variation is set to a value that does not give the passenger a sense of incongruity. On the other hand, the tuning gain K5 is set to a value in the negative direction that promotes vibration, and the front-rear G variation is set to a value that does not give the passenger a sense of incongruity. FIG. 10 shows an image of the gain setting direction. By adding the sum of these tuning gains to the vehicle drive shaft, it is possible to stabilize the load and fully demonstrate the performance of the tire. Roll behavior can be realized.

  This torque correction value calculation processing is performed by proceeding from step S1412 to step S1413 → step S1414 → step S1415 → step S1416 → step S1417 → step S1418 in the flowchart of FIG.

FIG. 11 shows a specific relationship between correction torque and vehicle behavior in a time series.
When a steering input is applied from the straight traveling at time t0, the control command value (= drive torque) output by the braking / driving force control is (command for suppressing vehicle body vibration) as shown in the control command value characteristic of FIG. Torque) + (command torque for controlling the steering response).
For this reason, as shown in the pitch rate characteristic of FIG. 11, the post-control pitch rate realizes an appropriate load movement in the steering transient region as compared with no control (dotted line characteristic), and the subsequent pitch rate is suppressed. . As shown in the yaw rate characteristic of FIG. 11, the yaw rate after the control is improved in the initial response in the turning start area compared to the case without the control (dotted line characteristic), and the entrainment after entering the turning is suppressed. As shown in the roll rate characteristic of FIG. 11, the roll rate after the control is suppressed as compared with the case where there is no control (dotted line characteristic).

(Output processing part)
Next, the output processing unit 1207 determines whether or not the driving state prioritizes the fuel consumption or the electric cost. Is output after the final limit processing. The output processing unit 1207 includes a traveling state determination unit 1312 (traveling state determination unit), a positive torque correction amount processing unit 1313 (torque correction amount changing unit), and a bandpass filter 1314 (driving system resonance frequency component removal processing unit). ), A limit processing unit 1315, and a drive torque converting unit 1316.

The traveling state determination unit 1312 determines a traveling state that prioritizes power consumption or fuel consumption. Here, the driving state that prioritizes electricity consumption or fuel consumption
[Direction from outside the vehicle]
・ External tools such as consulting
[Requirements from vehicle requirements]
・ Requests from other ECUs ・ Remaining battery capacity and remaining fuel are less than the specified values,
・ Driving source driving state (driving state in which fuel consumption tends to deteriorate), driving mode ・ Driver's operation history (past, driving with little accelerator pedal, acceleration change, driving with low maximum speed) (The average of the past 1 to several trips may be used, or the average of 1 to several hours may be used.)
・ Drive source learning function ・ Navigation information (There is a road gradient, there is traffic jam)
[Request from driver]
・ Select a mode that prioritizes vehicle fuel consumption or electricity consumption (eco-mode)
・ Select a mode according to the mode that prioritizes vehicle fuel consumption or electricity consumption. Alternatively, it is assumed that the above arbitrary combination is established.

The positive torque correction amount processing unit 1313 performs a positive torque correction amount adjustment process for the correction torque calculated by the torque correction value calculation unit 1206, and calculates an adjusted correction torque dTw1.
dTw1 ＝ Kout ・ Max (dTw, 0) + Min (dTw, 0)
Here, Kout is a positive-side torque correction amount adjustment gain, and when it is determined by the traveling state determination unit 1312 that the power consumption or fuel consumption is prioritized, a value between 0 or 0 and 1 is set in Kout. . Further, Kout may be varied between 0 and 1 according to the combination of the conditions for establishment in the running state determination unit 1312. Note that the initial value of Kout is set to 1, for example, so that the calculation can be performed even in the first routine such as when the braking / driving force control device 1203 is activated.
Further, the positive torque correction amount adjustment gain may not be used as in the above processing, and dTw may be limited as described below.
dTw1 ＝ Min (dTw, Cout)
Here, Cout as a limiter value is set to zero. Alternatively, it may be larger than 0 but smaller than the normally calculated absolute value of dTw. Cout is determined according to the result in the traveling state determination unit 1312 as in Kout. Further, the initial value of Kout is set to the same value as the correction torque upper limit value in the final limit process so that the calculation can be performed even in the first routine.

  The bandpass filter (BPF) 1314 extracts the on-spring vibration component and removes the drive system resonance frequency component as a countermeasure for the drive system resonance with respect to the value for which the positive torque correction amount processing has been completed. This is because in an actual vehicle, if a vibration component is inadvertently added to the drive torque, vibration that interferes with the drive system resonance and may cause an uncomfortable feeling may occur.

Here, a design method of the bandpass filter 1314 will be described. In general, the drive system resonance frequency varies depending on the gear stage, and the low-speed gear has a resonance frequency that is lower than the low frequency, and the high-speed gear stage has a resonance frequency that is higher than the high frequency (FIG. 12). The bandpass filter (BPF) installed here sets the gain of the sprung resonance frequency (generally around 1 to 2 Hz) to 0 dB. When the resonance frequency of the low speed gear is close to the resonance frequency on the vehicle body spring, as shown in the dotted line characteristic of FIG. And Then, the figure (dashed line characteristic in FIG. 13 (a)) connecting the vertices when the drive system resonance frequency characteristic at the gear position set as the control operation gear stage is illustrated interferes with the region that is vertically inverted by the 0 dB line. The frequency characteristics of the bandpass filter (BPF) are set so as not to be present (solid line characteristics in FIG. 13B). By designing the bandpass filter (BPF) in this way, even if the command value is amplified by drive system resonance, the gain is lowered in advance by the bandpass filter (BPF), so the entire system becomes 0 dB. (BPF) The behavior that is larger than the behavior limited by the previous limiter will not occur. FIG. 14 shows the correction torque dTw, the correction torque dTw1 after adjusting the positive torque correction amount, and the correction torque dTw2 after removing the drive system resonance frequency component.
Instead of the band-pass filter 1314 that allows vibration components in a predetermined frequency band to pass, the drive system resonance frequency component removal process may be performed by a low-pass filter or a combination of a low-pass filter and a high-pass filter.

  Next, in the final limit processing unit 1315, the absolute value of the torque correction amount is limited to a torque command value width in a range that the driver does not feel as a front and rear G variation, and in the drive torque conversion unit 1316, the torque command value width is limited. , Convert to motor end value according to gear ratio and output. This output processing is performed by proceeding from step S1418 to step S1419 → step S1420 → step S1421 → step S1422 → step S1423 in the flowchart of FIG.

  However, when the command value calculation is performed by another controller instead of the braking / driving motor ECU 101, the processing in the output processing unit 1207 may be performed by the controller that calculates the correction torque, and the correction torque is sent to the braking / driving motor ECU 101. After that, the braking / driving motor ECU 101 may be used.

Next, the operation will be described.
The operation of the braking / driving force control apparatus for a vehicle according to the first embodiment will be described by dividing it into [a torque correction amount changing operation in a traveling state in which power consumption or fuel efficiency is prioritized] and [a driving system resonance frequency component removing operation].

[Torque correction amount change action in driving conditions that prioritize electricity consumption or fuel consumption]
First, when the driving state determination unit 1312 determines that the driving state does not prioritize power consumption or fuel consumption, the correction torque calculated by the torque correction value calculation unit 1206 is directly applied to the band in the positive torque correction amount processing unit 1313. Output to the pass filter 1314. That is, the positive side torque correction amount processing unit 1313 does not perform the positive side torque correction amount adjustment process.

  Therefore, when the electric power consumption or the fuel consumption is not prioritized, normal braking / driving force control is performed. By implementing normal braking / driving force control, the vibration factor of the vehicle body is separated from that due to steering, and the yaw response is actively promoted by actively promoting nose-down behavior so that the front wheel load increases during steering. The linearity is ensured by improving and simultaneously suppressing unnecessary vibration components. Furthermore, by performing these operations simultaneously, sudden changes in the lateral G can be suppressed, so that the effect of this control that can suppress the roll rate can be achieved, and at the same time, vibrations due to drive system resonance can be prevented. It is also possible. Of course, since the vibration suppressing effect during traveling is also achieved, the riding comfort can be improved at the same time.

On the other hand, when the travel state determination unit 1312 determines that the travel state prioritizes power consumption or fuel consumption, the positive torque correction amount processing unit 1313 corrects the correction torque calculated by the torque correction value calculation unit 1206. Side torque correction amount adjustment processing is performed and output to the bandpass filter 1314.
The vehicle body sprung vibration or wheel load braking / driving force control by correcting the braking / driving torque is, for example, reducing the driving torque (deceleration) when the nose of the vehicle is lifted, increasing the driving torque (acceleration) when the nose is lowered, This control suppresses the sprung behavior.
In other words, it is desirable to suppress the drive torque in the driving state where priority is given to fuel consumption or power consumption. However, if the braking / driving force control is prohibited, the stability of the load and the vibration suppressing effect by the braking / driving force control are lost. Energy dissipation in directions other than the direction of travel increases. Therefore, it is desirable to suppress the driving torque while performing the braking / driving force control.

Therefore, in the first embodiment, a configuration is adopted in which the control mode is changed to a control mode different from the normal braking / driving force control without stopping the braking / driving force control in the traveling state where priority is given to fuel consumption or power consumption.
As described above, since the braking / driving force control is not stopped, a part of the braking / driving force control effect is maintained, and energy dissipation in a direction other than the vehicle traveling direction (the vehicle vertical direction) is reduced. That is, energy efficiency is enhanced by eliminating waste due to energy dissipation.
Therefore, the actual power consumption or the actual fuel consumption can be improved in the traveling state in which the power consumption or the fuel efficiency of the vehicle is prioritized.

In the first embodiment, the positive torque correction amount processing unit 1313 is provided, and only the positive component of the torque correction amount by the braking / driving force control (the driving torque component that increases the torque) is reduced or removed.
As described above, since the braking / driving force control is not stopped, a part of the braking / driving force control effect is maintained, and energy dissipation in a direction other than the vehicle traveling direction (the vehicle vertical direction) is reduced. In addition, by suppressing the drive torque component of the correction torque, energy consumption for obtaining the drive torque is reduced.
Therefore, not only is the waste due to energy dissipation eliminated, but the energy consumption for obtaining the drive torque is reduced, so that the energy efficiency can be further increased, and the electric power consumption or the actual fuel consumption can be greatly improved.

[Removal of drive system resonance frequency component]
As described above, in an actual vehicle, if a vibration component is inadvertently added to the drive torque, vibration that interferes with the drive system resonance and may cause a sense of incongruity may occur. It is preferable to leave it. Hereinafter, the operation of removing the drive system resonance frequency component will be described.

  To reduce the positive component of the corrected torque when the power consumption or fuel consumption is prioritized, multiply the positive component of the calculated correction torque by a gain, or remove only the positive component (zero) )And it is sufficient. However, if the above operation is performed, the waveform of the correction torque is greatly changed, so that an originally undesirable frequency component may be generated in the correction torque. An undesirable frequency component is a frequency component that causes drive system resonance. Therefore, after the positive torque correction amount processing unit 1313 reduces the positive component of the correction torque, the band-pass filter 1314 performs drive system resonance frequency component removal processing. As a result, even if the torque correction amount change control is employed in a traveling state where power consumption or fuel consumption is given priority, it is possible to prevent the occurrence of drive system resonance.

  Since the braking / driving force control is intended to control the vehicle body sprung behavior, the control effect naturally decreases when the phase of the vehicle body sprung resonance frequency component of the command value changes. Therefore, in order to realize the performance while removing the drive system resonance frequency component, it is necessary that the phase of the resonance frequency component on the vehicle body spring of the command value is not changed. For this reason, in the first embodiment, the bandpass filter 1314 performs processing for maintaining the phase characteristic of the resonance frequency component on the vehicle body spring included in the correction torque calculated from the sprung behavior of the vehicle body (FIG. 14). ).

  In the first embodiment, the vehicle body spring resonance frequency transmitted through the bandpass filter 1314 is any one of the pitch, bounce, and roll resonance frequencies of the vehicle body, or a frequency between them. To be precise, since the resonance frequency differs in the pitch, bounce, and roll directions, the frequency component in the direction to be mainly suppressed, or an intermediate value between them is set as the “resonance frequency on the body spring” that is the main control object. For this reason, it is possible to prevent the occurrence of drive system resonance in the direction to be suppressed.

  Even if it is said that the drive system resonance frequency component is removed, it is actually difficult to completely remove the drive system resonance frequency component, so it is necessary to define what level should be suppressed. In the case of the first embodiment, the gain obtained by removing the drive system resonance frequency component is set so that the product of the gain obtained by the drive system resonance is 0 dB or less.

Next, the effect will be described.
In the braking / driving force control device for a vehicle according to the first embodiment, the following effects can be obtained.

(1) braking / driving torque generating means (torque command value calculation unit 1202 and motor 108) for generating braking / driving torque on wheels based on an input from a system for controlling a vehicle instead of a driver or an input from a driver;
Torque correction amount calculation means (torque correction value calculation unit 1206) for calculating a correction amount of braking / driving torque for controlling the vehicle body sprung vibration or wheel load,
In the braking / driving force control device for a vehicle, the braking / driving torque generating means corrects and outputs the braking / driving torque based on the torque correction amount.
Traveling state determination means (running state determination unit 1312) for determining a traveling state giving priority to the power consumption or fuel consumption of the vehicle and a normal traveling state;
A torque correction amount changing means (positive torque correction amount processing unit 1313) for changing the torque correction amount to a power consumption or fuel consumption correspondence mode when a running state giving priority to the electric cost or fuel consumption of the vehicle is determined;
(FIG. 4).
For this reason, when the driving state gives priority to the electric power consumption or fuel consumption of the vehicle, the actual electric power consumption or the actual fuel consumption can be improved.

(2) The torque correction amount changing means (positive torque correction amount processing unit 1313) has a mode in which the component on the positive side (acceleration side) of the torque correction amount is made smaller than the torque correction amount in the normal running state. The power consumption or fuel consumption mode is adopted (FIG. 4).
For this reason, in addition to the effect of (1), the amount of energy consumed to obtain the drive torque is reduced, which can greatly contribute to the improvement of actual power consumption or actual fuel consumption.

(3) The torque correction amount changing means (positive torque correction amount processing unit 1313) has a mode in which the component on the positive side (acceleration side) of the torque correction amount is removed from the torque correction amount in the normal running state. The power consumption or fuel consumption mode is set (FIG. 14 (b)).
For this reason, in addition to the effect of (1), the energy consumption for obtaining the drive torque is reduced, so that the energy efficiency can be further increased, which can greatly contribute to the improvement of the actual electricity cost or the actual fuel consumption.

(4) The torque correction amount changing unit is provided as a torque correction amount changing unit (positive torque correction amount processing unit 1313) subsequent to the torque correction amount calculating unit (torque correction value calculating unit 1206) (FIG. 4). .
For this reason, in addition to the effects (1) to (3), after the calculation of the torque correction amount is completed, the torque correction amount can be changed to a power consumption or fuel consumption correspondence mode at a subsequent stage.

(5) The torque correction amount changing unit (positive torque correction amount processing unit 1313) is configured such that the torque correction amount calculating unit (torque correction value calculating unit 1206) or the braking / driving torque generating unit (torque command value calculating unit 1202). And the controller (braking / driving motor ECU101) (FIG. 3).
For this reason, in addition to the effect of (4), torque correction is performed by internal processing in the torque correction amount calculation means (torque correction value calculation unit 1206) or internal processing in the braking / driving torque generation means (torque command value calculation unit 1202). The amount can be changed to a power consumption or fuel consumption mode.

(6) The traveling state determination means (traveling state determination unit 1312) determines a traveling state in which priority is given to power consumption or fuel consumption of the vehicle by any one of a command from outside the vehicle, automatic determination, switching by the driver, or a combination thereof. Discriminate (FIG. 4).
For this reason, in addition to the effects (1) to (5), it is possible to determine whether or not the vehicle is in a traveling state in which power consumption or fuel consumption is prioritized based on a wide range of information including outside information and in-vehicle information.

(7) The automatic determination by the driving state determination means (driving state determination unit 1312) includes the remaining battery capacity, the remaining fuel amount, the driving source side driving state, the driver's operation history (accelerator pedal stroke, speed equivalent), This refers to automatic determination of the driving state based on the drive source learning function, navigation information (road slope, traffic jam), and the like (FIG. 4).
For this reason, in addition to the effect of (6), it is possible to automatically determine that the vehicle is in a traveling state in which power consumption or fuel consumption is prioritized based on a wide range of information including outside information and in-vehicle information.

(8) The switching by the driver in the driving state determination means (traveling state determination unit 1312) is a mode in which priority is given to fuel consumption or power consumption or a mode according to the mode is selected. This refers to the case where there is a request (FIG. 4).
For this reason, in addition to the effect of (6), not only mode selection operation information but also torque correction amount change request information is included, and it can be determined that the vehicle is switched by a driver who is in a driving state giving priority to power consumption or fuel consumption. it can.

(9) Drive system resonance frequency component removal processing for performing drive system resonance frequency component removal processing after changing the torque correction amount to a power consumption or fuel consumption correspondence mode when the vehicle is in a driving state where priority is given to electricity consumption or fuel consumption Means (bandpass filter 1314),
The braking / driving torque generating means (torque command value calculation unit 1202 and motor 108) uses the value after removing the resonance frequency component as the torque correction amount output value (FIG. 4).
For this reason, in addition to the effects of (1) to (8), even if the torque correction amount change control is employed in a traveling state in which power consumption or fuel efficiency is prioritized, the occurrence of drive system resonance can be prevented.

(10) The drive system resonance frequency component removal processing means (bandpass filter 1314) performs a process of maintaining the phase characteristics of the vehicle body spring top resonance frequency component included in the correction torque calculated from the vehicle body sprung behavior. (FIG. 14).
Therefore, in addition to the effect of (9), it is possible to realize a braking / driving force control performance that suppresses the behavior on the vehicle body spring while removing the drive system resonance frequency component.

(11) The drive system resonance frequency component removal processing means performs a drive system resonance frequency component removal process by the band-pass filter 1314 (FIG. 13).
Therefore, in addition to the effect of (9) or (10), the drive system resonance frequency component can be removed by designing the BPF characteristics so as to avoid drive system resonance.

(12) The drive system resonance frequency component removal processing means sets the frequency transmitted through the bandpass filter 1314 as the resonance frequency on the vehicle body spring (FIG. 13).
For this reason, in addition to the effect of (11), when the torque correction amount change control is performed in a traveling state in which power consumption or fuel efficiency is prioritized, occurrence of resonance on the vehicle body spring can be prevented.

(13) The drive system resonance frequency component removal processing means (bandpass filter 1314) uses any one of the pitch, bounce, roll resonance frequency of the vehicle body, or a frequency between them as the resonance frequency on the vehicle body spring (see FIG. 13).
For this reason, in addition to the effect of (12), when torque correction amount change control is performed in a driving state that prioritizes power consumption or fuel consumption, among body sprung resonance, pitch resonance, bounce resonance, roll resonance aiming at vibration suppression Either of them can be prevented.

(14) The drive-system resonance frequency component removal processing means performs drive-system resonance frequency component removal processing using a low-pass filter or a combination of a low-pass filter and a high-pass filter (FIG. 4).
Therefore, in addition to the effect of (9) or (10), the drive system resonance frequency component can be removed using a low-pass filter or a combination of a low-pass filter and a high-pass filter instead of the band-pass filter 1314.

(15) The drive system resonance frequency component removal processing means (bandpass filter 1314) sets the gain obtained by the drive system resonance frequency component removal processing so that the product of the amplification gain by the drive system resonance is 0 dB or less. (FIG. 4).
For this reason, in addition to the effects (9) to (14), when the torque correction amount change and the drive system resonance frequency component removal process are not performed, the following drive level can be suppressed.

  The second embodiment is an example in which the braking / driving force control is performed to correct the braking / driving torque so as to suppress the vehicle body sprung vibration caused by the required braking / driving force and the front-rear disturbance.

First, the configuration will be described.
The configuration of the braking / driving force control device for a vehicle according to the second embodiment will be described separately in [Overall system configuration] and [Detailed configuration of braking / driving force control processing].

[Overall system configuration]
FIG. 15 is an overall system diagram illustrating a braking / driving force control device according to the second embodiment, and FIG. 16 is an overall configuration diagram illustrating a vehicle on which the braking / driving force control device according to the second embodiment is mounted. The overall system configuration will be described below with reference to FIGS. 15 and 16.

  The vehicle braking / driving force control apparatus according to the second embodiment corrects the braking / driving torque so as to suppress the requested braking / driving force and vibration on the vehicle body spring caused by the longitudinal disturbance. At that time, correction is performed in both the increasing direction and decreasing direction of the drive torque. However, in a traveling state where priority is given to electricity consumption or fuel consumption, the electricity consumption or fuel consumption can be increased by suppressing the correction amount with respect to the direction of increase in drive torque.

  As shown in FIG. 15, the braking / driving force control device includes a wheel speed sensor 10, an accelerator pedal depression amount detection unit 20, a brake operation amount detection unit 30, a controller 50, a driving force control means 60, and a braking force control unit 60. Power control means 70.

  The wheel speed sensor 10 detects the speed of each wheel from the number of rotations of each wheel. The accelerator pedal depression amount detection unit 20 detects an accelerator depression amount by a driver. The brake operation amount detection unit 30 detects a brake operation amount by the driver.

  The controller 50 controls the entire braking / driving force control device. The controller 50 calculates the braking / driving torque requested by the driver based on the accelerator depression amount input from the accelerator pedal depression amount detection unit 20 and the brake operation amount input from the brake operation amount detection unit 30. To do. Moreover, the controller 50 calculates the front-back direction disturbance which acts on a tire from the change of each wheel speed based on the wheel speed of each wheel input from the wheel speed sensor 10. The controller 50 estimates the behavior on the vehicle body spring from the calculated required braking / driving force and the longitudinal disturbance. Then, the controller 50 calculates a correction torque that suppresses the vibration of the estimated vehicle body sprung behavior. Thereafter, output adjustment processing is performed on the calculated correction torque, a correction torque command value is determined, and the correction torque command value is output to the driving force control means 60 and the braking force control means 70.

  The driving force control means 60 calculates a control command to a braking / driving motor (or other driving means such as an engine). FIG. 17 shows a block diagram of the driving force control device 60. The driver requested drive torque is calculated according to the accelerator opening, and the target torque is calculated by adding the corrected torque command value output from the controller 50, and the braking / driving motor controller outputs the braking / driving motor to the braking / driving motor according to the target driving torque. Calculate the control command. Here, the driver requested driving torque is obtained by comparing the differential gear ratio, the automatic transmission (or the automatic transmission) (or the driver requested motor torque read from the characteristic map that defines the relationship between the accelerator opening and the driver requested motor torque as shown in FIG. It is calculated by converting to the drive shaft end by the gear ratio of the manual transmission).

  The braking force control device 70 outputs a brake fluid pressure command. FIG. 19 shows a block diagram of the braking force control device 70. The driver's requested braking torque is calculated according to the amount of brake pedal operation, and the target braking torque is calculated by adding a correction torque command value that is input separately, and the brake hydraulic pressure controller calculates the brake hydraulic pressure command according to the target braking torque. Is output. Here, the driver-requested braking torque is calculated by reading from a characteristic map that defines the relationship between the brake operation amount and the driver-requested braking torque as shown in FIG.

[Detailed configuration of braking / driving force control processing]
FIG. 21 is a control block diagram illustrating processing performed by the controller 50 according to the second embodiment. Hereinafter, a detailed configuration of the braking / driving force control process will be described with reference to FIG.

  As shown in FIG. 21, the controller 50 includes a required braking / driving torque calculating means 51, a front / rear disturbance calculating means 52, a sprung behavior estimating means 53, a correction torque calculating means 54, and a traveling state determining means 55 (traveling condition). State determining means) and correction command value torque calculating means 56.

  The requested braking / driving torque calculating means 51 receives signals from the accelerator pedal depression amount detection unit 20 and the brake operation amount detection unit 30 and calculates the braking / driving torque requested by the driver.

  The front / rear disturbance calculating means 52 calculates a front / rear direction disturbance acting on the tire from the change of each wheel speed based on the wheel speed of each wheel input from the wheel speed sensor 10.

  The sprung behavior estimating means 53 estimates the behavior on the vehicle body spring from the required braking / driving torque calculated from the required braking / driving torque calculating means 51 and the longitudinal disturbance calculated from the front / rear disturbance calculating means 52.

  The correction torque calculation unit 54 calculates a correction torque that suppresses vibration of the vehicle body sprung behavior estimated by the sprung behavior estimation unit 53.

  The traveling state determination unit 55 determines a traveling state in which power consumption or fuel consumption is given priority, similarly to the traveling state determination unit 1312 of the first embodiment.

  The correction command value torque calculation means 56 adjusts the output of the correction torque calculated by the correction torque calculation means 54 based on the determination result of the running state determination means 55 and determines a correction torque command value. The correction command value torque calculation means 56 includes a positive torque correction amount processing unit 561 (torque correction amount changing means), a bandpass filter 562 (drive system resonance frequency component removal processing means), a limit processing unit 563, a control unit. A drive torque converter 564.

Next, the operation will be described.
The operation of the braking / driving force control apparatus according to the second embodiment will be described with reference to FIGS. FIG. 22 is a flowchart illustrating a processing procedure of braking / driving force control processing in the controller 50 of the second embodiment. This processing content is continuously performed at a constant interval, for example, every 10 msec.

  In step S100, the running state is read. Here, the traveling state is information relating to the operation state of the driver and the traveling state of the host vehicle. Therefore, the wheel speed VwFR, VwFL, VwRR, VwRL of each wheel detected by the wheel speed sensor 10, the accelerator opening APO detected by the accelerator pedal depression amount detection unit 20, and the brake operation amount detection unit 30 are detected. The brake operation amount S_b to be read is read.

In step S200, the required braking / driving torque Tw is calculated according to the following, based on the operation status of the driver read in step S100.
The driver required torque Tm_a is read from the accelerator opening APO based on a characteristic map that defines the relationship between the accelerator opening and the driver required motor torque as shown in FIG.
The read driver request motor (engine) torque Tm_a is converted into a drive shaft torque based on the differential gear ratio Kdif and the automatic transmission (or manual transmission) gear ratio Kat, and the driver request drive torque Tw_a calculate.
Similarly, the driver request braking torque Tw_b is calculated from the brake pedal operation amount S_b from a characteristic map that defines the relationship between the brake operation amount and the driver request braking torque as shown in FIG.
Then, the requested braking / driving torque Tw is calculated from the calculated driver requested driving torque Tw_a and driver requested braking torque Tw_b.
It is calculated by the following formula.

In step S300, based on the wheel speed of each wheel read in step S100, the front-rear direction disturbance input to the motion model described later is calculated. Here, the longitudinal disturbance is a force input to each wheel from the road surface, and can be calculated according to the following.
Each wheel speed is calculated by removing the actual vehicle speed component Vbody from the wheel speed VwFR, VwFL, VwRR, VwRL, taking the difference between each wheel speed and the previous value of each wheel speed, and performing time differentiation to each wheel. Calculate acceleration. By multiplying the calculated wheel acceleration by the unsprung mass, the front-rear wheel front-rear disturbances ΔFf and ΔFr are calculated.

  In step S400, the sprung behavior is estimated from the required braking / driving torque Tw calculated in step S200 and the longitudinal disturbances ΔFf and ΔFr calculated in step S300.

  First, the motion model in the present embodiment will be described. As shown in FIG. 23, the motion model is a front and rear two-wheel model having suspensions in front and rear with respect to the vehicle body. In other words, the braking / driving torque fluctuation ΔTw generated in the vehicle, the front / rear direction disturbance ΔFf generated in the front wheel in response to a change in road surface condition or braking / driving force change, steering steering, etc., and the front / rear direction disturbance ΔFr generated in the rear wheel are provided as parameters. The suspension model includes a suspension spring damper system corresponding to one front and rear wheel, and a body spring model that expresses the amount of movement of the center of gravity of the vehicle body.

  Next, a vehicle model is used in the case where a fluctuation in braking / driving torque generated in the vehicle occurs and at least one of a road surface state change / braking / driving force change / steering steering is applied to the tire to cause a longitudinal disturbance. I will explain.

When at least one of braking / driving torque fluctuation ΔTw and longitudinal disturbances ΔFf and ΔFr is generated in the vehicle body, the vehicle body is rotated by an angle θp around the pitch axis and a vertical movement xb of the center of gravity position is generated. Here the braking and driving torque fluctuation .DELTA.Tw includes a braking and driving torque .DELTA.Tw _n calculated from the accelerator operation and brake operation of the driver is calculated from the difference of the braking-driving torque previous value .DELTA.Tw _n-1.

The front wheel suspension spring constant and damping constant are Ksf and Csf, the rear wheel suspension spring constant and damping constant are Ksr and Csr, the front wheel suspension link length and link center height are Lsf and hbf, and the rear wheel suspension. Let Lsr and hbr be the link length and link center height. In addition, the pitch direction moment of inertia of the vehicle body is Ip, the distance between the front wheel and the pitch axis is Lf, the distance between the rear wheel and the pitch axis is Lr, the height of the center of gravity is hcg, and the mass on the spring is M.
In this case, the equation of motion of the vertical vibration of the car body is
In addition, the equation of motion of the body pitching vibration is
Can be expressed as
These two equations of motion are
And convert it to a state equation
Can be expressed.
Where each element is
It is.
Furthermore, if the above equation of state is divided into a feed-forward (F / F) term with braking / driving torque as input, a feedback (F / B) term with front and rear wheel running disturbance as input, and an input signal,
The feedforward term is
Can be expressed as
The feedback term is
Can be expressed.
By obtaining x, it is possible to estimate the behavior on the vehicle body spring caused by the braking / driving torque fluctuation ΔTw and the longitudinal disturbances ΔFf and ΔFr.

In step S500, based on the sprung behavior estimated in step S400, a correction torque dTw ^* that suppresses vehicle body vibration is calculated. The process performed in step S500 will be described below.

Correction for feedback to the required braking / driving torque from each sprung behavior [x1 x2 x3 x4] ^{T with} respect to the fluctuation component ΔTw of the requested braking / driving torque Tw calculated in step S200 and the longitudinal disturbances ΔFf and ΔFr of the front and rear wheels Torque dTw ^* is calculated.
At this time, the feedback gain is determined so that vibrations of the θp differential value and the xb differential value are reduced.
For example, when calculating a feedback gain such that the xb differential value is reduced in the feedback term, the weight matrix is
Choose
This is the control input that minimizes J.
The solution is the Riccati algebraic equation
Based on the positive definite symmetric solution p
Given in. Here, F _{xb_FB} is a feedback gain matrix regarding the xb differential value in the feedback term.
Θp differential value of the vibration is small so as feedback gain F _{Thp_FB} in the feedback term, and feed xb differential value in the forward section and θp differential value is small so as feedback gain _F xb_FF, F thp_FF may similarly calculated.
The feedback gain F _{thp_FB} that reduces the vibration of the θp differential value in the feedback term is the weight matrix,
And set
Calculate as

Similarly, the feedback gain F _{xb_FF} that reduces the xb derivative in the feedforward term is the weight matrix,
And set
Calculate as

Further, the feedback gain F _{thp_FF} that reduces the xb differential value and the θp differential value in the feedforward term also represents a weight matrix,
And set
Calculate as
This is an optimal regulator method, but may be designed by other methods such as pole arrangement.

  In driving conditions where priority is given to fuel consumption or electricity consumption, it is desirable to suppress the drive torque, but if this control is prohibited, the effect of suppressing vibrations due to this control will be lost, resulting in an increase in energy dissipation outside the vehicle's traveling direction. To do. Therefore, it is desirable to suppress the drive torque while performing this control.

In step S600, a running state giving priority to power consumption or fuel consumption is determined. Driving conditions that prioritize power consumption or fuel consumption
[Direction from outside the vehicle]
・ External tools such as consulting
[Requirements from vehicle requirements]
・ Requests from other ECUs ・ Remaining battery capacity and remaining fuel are less than the specified values,
・ Driving source driving state (driving state in which fuel consumption tends to deteriorate), driving mode ・ Driver's operation history (past, driving with little accelerator pedal, acceleration change, driving with low maximum speed) (Previous 1 to several trip average or 1 to several hour average may be used.)
・ Drive source learning function ・ Navigation information (There is a road gradient, there is traffic jam)
[Request from driver]
・ Select a mode that prioritizes vehicle fuel consumption or electricity consumption (eco-mode)
・ Select a mode according to the mode that prioritizes vehicle fuel consumption or power consumption. ・ Required by the mode change switch of this control. Or it is assumed that the above arbitrary combination is realized.

In step S700, the positive torque correction amount adjustment processing of the correction torque dTw ^* calculated in step S500 is performed to calculate the corrected correction torque dTw1 ^* , and the body spring is applied with a BPF (bandpass filter) as a drive system resonance countermeasure. The upper vibration component is extracted and the drive system resonance frequency component is removed. As a final limit process, the absolute value of the correction amount is limited to a torque within a range that the driver does not feel as a front-rear G variation.
First, in the positive side torque correction amount adjustment process, the correction side torque correction amount adjustment process of the correction torque dTw ^* is performed to calculate the corrected correction torque dTw1 ^* .
dTw1 ^* = Kout · Max (dTw ^* , 0) + Min (dTw ^* , 0)
Here, Kout is a positive-side torque correction amount adjustment gain, and when it is determined in step S600 that the power consumption or fuel consumption is prioritized, a value between 0 or 0 and 1 is set in Kout. Further, Kout may be varied between 0 and 1 according to the combination of the conditions for establishment in step S600. The initial value of Kout is set to 1, for example, so that the calculation can be performed even in the first routine, such as when the controller 50 is activated.

Further, the positive torque correction amount adjustment gain may not be used as in the above processing, and dTw ^* may be limited as described below.
dTw ^* = Min (dTw ^* , Cout)
Here, Cout as a limiter value is set to zero. Alternatively, it may be larger than 0 but smaller than the normally calculated absolute value of dTw ^* . Similarly to Kout, Cout is determined according to the result in step S600. The initial value of Cout is set to the same value as the correction torque upper limit value in the final limit process, for example, so that the calculation can be performed in the first routine.

  After that, as a drive system resonance countermeasure, BPF (bandpass filter) explained in Example 1 extracts the vibration component on the body spring and removes the drive system resonance frequency component, and the absolute value of the correction amount as the final limit processing Is limited to a torque within a range that the driver does not feel as a front-rear G variation, and then the correction torque output to the driving force control means is converted into a braking / driving motor (or other driving means such as an engine) according to the gear ratio. .

In step S800, the final corrected torque command value calculated in step S700 is output to the driving force control means 60 and the braking force control means 70, and the current process is terminated.
When the controller 50 is different from the controllers of the driving force control means 60 and the braking force control means 70, step S700 is not executed by the controller 50, but step S800 is executed, and step S700 is executed by the driving force control means 60 and the braking force control means 70. The power control means 70 may be used. The other actions and the effects of the second embodiment are the same as those of the first embodiment, and thus the description thereof is omitted.

  As mentioned above, although the braking / driving force control device for a vehicle according to the present invention has been described based on the first embodiment and the second embodiment, the specific configuration is not limited to these embodiments, and the scope of the claims is as follows. Design changes and additions are allowed without departing from the spirit of the invention according to each claim.

  In the first and second embodiments, as the torque correction amount changing means, the component on the positive side (acceleration side) of the torque correction amount is reduced or the positive side of the torque correction amount when the vehicle is in a driving state where priority is given to the power consumption or fuel consumption of the vehicle. The example using the positive side torque correction amount processing units 1313 and 561 as a change mode for removing the (acceleration side) component has been shown. However, as the torque correction amount changing means, as a change mode in which both the positive side (acceleration side) and negative side (deceleration side) components of the torque correction amount are made small when the vehicle is in a driving state in which power consumption or fuel consumption is prioritized. Also good.

  The braking / driving force control device of the present invention can be applied to any vehicle such as an electric vehicle, an engine vehicle, and a hybrid vehicle as long as it controls vibration on the vehicle body spring or wheel load by correcting the braking / driving torque. .

101 Braking motor ECU (controller)
101b Engine ECU (controller)
108 Motor (braking / driving torque generating means)
108b Engine (braking / driving torque generating means)
1201 Driver required torque calculator
1202 Torque command value calculator (braking / driving torque generating means)
1203 Braking / driving force control device
1204 Input converter
1205 Body vibration estimation unit
1206 Torque correction value calculation unit (torque correction amount calculation means)
1207 Output processor
1312 Traveling state determination unit (traveling state determination means)
1313 Positive torque correction amount processing unit (torque correction amount changing means)
1314 Bandpass filter (drive system resonance frequency component removal processing means)
1315 Limit processing section
1316 Driving torque converter 50 Controller 54 Correction torque calculation means 55 Traveling state determination means (traveling state determination means)
56 Correction torque command value calculation means (torque correction amount calculation means)
561 Positive torque correction amount processing unit (torque correction amount changing means)
562 Bandpass filter (drive system resonance frequency component removal processing means)
563 Limit processing section
564 Braking / driving torque converter 60 Driving force control means (braking / driving torque generating means)
70 Braking force control means (braking / driving torque generating means)

Claims (13)

Braking / driving torque generating means for generating braking / driving torque on wheels based on an input from a system for controlling a vehicle instead of a driver or an input from a driver;
Torque correction amount calculating means for calculating a torque correction amount of braking / driving torque for controlling vibration on the vehicle body spring or wheel load,
In the braking / driving force control device for a vehicle, the braking / driving torque generating means corrects and outputs the braking / driving torque based on the torque correction amount.
Traveling state determination means for determining a traveling state giving priority to the power consumption or fuel consumption of the vehicle and a normal traveling state;
A torque correction amount changing means for changing the torque correction amount to a power consumption or fuel consumption correspondence mode when a running state giving priority to the electricity consumption or fuel consumption of the vehicle is determined;
The torque correction amount changing means is a positive side of the torque correction amount with respect to the torque correction amount in a normal driving state without stopping braking / driving force control when the vehicle is in a driving state in which priority is given to power consumption or fuel consumption of the vehicle. The vehicle braking / driving force control device is characterized in that a mode in which the (acceleration side) component is reduced is the power consumption or fuel consumption mode. In the vehicle braking / driving force control device according to claim 1 ,
The torque correction amount changing means has a torque correction amount changing section at a subsequent stage of the torque correction amount calculating means. The vehicle braking / driving force control device according to claim 2 ,
The torque correction amount changing unit is provided inside a controller together with the torque correction amount calculating means or the braking / driving torque generating means. In the vehicle braking / driving force control device according to any one of claims 1 to 3 ,
The travel state determination means determines a travel state in which priority is given to the power consumption or fuel consumption of the vehicle, based on any one of a command from outside the vehicle, automatic determination, switching by the driver, or a combination thereof. Driving force control device. In the vehicle braking / driving force control device according to claim 4 ,
The automatic determination by the traveling state determination means is the remaining battery capacity, remaining fuel amount, driving source side driving state, driver operation history (accelerator pedal stroke, speed equivalent), driving source learning function, navigation information (road slope) The vehicle braking / driving force control device is characterized by automatic determination of a driving state based on traffic congestion). In the vehicle braking / driving force control device according to claim 4 ,
The switching by the driver in the traveling state determination means refers to a case where a mode giving priority to fuel consumption or power consumption or a mode according to the mode is selected, or a case where a driver requests a torque correction amount change. A braking / driving force control device for a vehicle. In the braking / driving force control device for a vehicle according to any one of claims 1 to 6 ,
Drive system resonance frequency component removal processing means for performing drive system resonance frequency component removal processing after changing the torque correction amount to a power consumption or fuel consumption correspondence mode when the vehicle is in a driving state in which power consumption or fuel consumption of the vehicle is prioritized. ,
The braking / driving force control device for a vehicle, wherein the braking / driving torque generating means uses a value after removing the resonance frequency component as a torque correction amount output value. In the vehicle braking / driving force control device according to claim 7 ,
The drive system resonance frequency component removal processing means performs a process of maintaining the phase characteristic of the resonance frequency component on the vehicle body spring included in the correction torque calculated from the sprung behavior of the vehicle body. Force control device. In the braking / driving force control device for a vehicle according to claim 7 or 8 ,
The drive system resonance frequency component removal processing means performs a drive system resonance frequency component removal process using a band-pass filter. In the vehicle braking / driving force control device according to claim 9 ,
The vehicle braking / driving force control device characterized in that the drive-system resonance frequency component removal processing means sets a frequency transmitted through the band-pass filter as a resonance frequency on a vehicle body spring. The vehicle braking / driving force control device according to claim 10 ,
The drive system resonance frequency component removal processing means sets one of the pitch, bounce, and roll resonance frequencies of the vehicle body, or a frequency between them as a resonance frequency on the vehicle body spring. apparatus. In the braking / driving force control device for a vehicle according to claim 7 or 8 ,
The drive system resonance frequency component removal processing means performs drive system resonance frequency component removal processing using a low-pass filter or a combination of a low-pass filter and a high-pass filter. In the braking / driving force control device for a vehicle according to any one of claims 7 to 12 ,
The drive system resonance frequency component removal processing means sets the gain by the drive system resonance frequency component removal processing so that the product of the amplification gain by the drive system resonance is 0 dB or less. Force control device.