JP2015105624A - Vehicle body vibration control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively suppress vehicle body vibration as much as possible during non-execution of drive force limit control and to reduce a possibility that control performance of drive force limit control is deteriorated due to execution of vehicle body vibration control by a vehicle body vibration control device during execution of the drive force limit control.SOLUTION: A vehicle body vibration control device 10 of a vehicle includes: a requested drive force calculation unit 20 which calculates requested drive force of a driver; a drive unit 16 which imparts drive force to a vehicle 12; a drive force control unit 22 which controls the drive unit on the basis of instructed drive force; and a notch filter 24 which receives a signal indicating the requested drive force, processes the signal indicating the requested drive force so that a frequency component of vibration of a vehicle body is reduced, and outputs the processed signal to the drive force control device as a signal indicating the instructed drive force. The vehicle body vibration control device of the vehicle also includes an instructed drive force correction unit 30 which corrects the instructed drive force to the limited requested drive force of the driver during execution of the drive force limit control in which the requested drive force of the driver used for control of the drive force is limited to a prescribed value or lower.

Description

  The present invention relates to a vehicle body vibration control device for a vehicle such as an automobile, and more particularly to a vehicle body vibration control device that suppresses vibration of the vehicle body caused by fluctuations in driving force of the vehicle.

  A vehicle such as an automobile travels by a driving force generated by a driving device such as an engine. When the driving force generated by the driving device fluctuates, the vehicle body receives loads in the vehicle front-rear direction and the vertical direction relative to the wheels, so that pitching vibration of the vehicle body occurs. Therefore, it has already been proposed to reduce the pitching vibration of the vehicle body by appropriately controlling the command driving force for the driving device.

  For example, Japanese Patent Application Laid-Open Publication No. 2004-122867, which is filed by the same applicant as the present applicant, describes a vehicle body vibration control device based on the above idea. The vehicle body vibration control device includes a required driving force calculation device that calculates a driver's required driving force, a driving device that applies driving force to the vehicle, and a driving force control device that controls the driving device based on a command driving force. A notch filter configured to receive a signal indicating the required driving force from the required driving force calculation device and set the notch frequency to a value for reducing the frequency component of the vibration of the vehicle body. And a notch filter that outputs a later signal as a signal indicating a command driving force to the driving force control device.

  When any one of the cruise control, the brake assist control, and the collision prevention control intervenes in the control of the driving force of the vehicle, the damping control based on the command driving force generated by the processing by the notch filter. Is not executed. Therefore, according to this type of vehicle vibration control device, the vehicle vibration can be reduced by the vibration suppression control when the vehicle travel control is not being executed, and when the vehicle travel control is being executed, the vibration suppression control is performed. It is possible to prevent the vehicle travel control from being adversely affected.

JP 2007-8421 A

[Problems to be Solved by the Invention]
In the vehicle travel control, the vehicle speed is controlled to a required vehicle speed for the purpose of each control, and the driving force of the vehicle is controlled to control the vehicle speed. Therefore, in these vehicle travel controls, the driving force of the vehicle is controlled regardless of the driving operation of the driver. Therefore, even if the driving force of the vehicle is increased or decreased by the vehicle travel control, the driver does not feel discomfort due to the driving force of the vehicle changing without corresponding to the driving operation.

  On the other hand, the driving force of the vehicle basically fluctuates in accordance with the driving operation of the driver, but the driver is used for controlling the driving force of the vehicle even if the driving force increasing operation is performed by the driver. There is known a driving force limiting control in which the required driving force is limited to a predetermined value or less. For example, as such driving force limit control, there are so-called brake override (BOS) control, drive start control (DSC), and automatic speed limiter (ASL) control.

  The brake override control is control for preventing the driving force of the vehicle from surpassing the braking force of the vehicle in a situation where both the braking operation and the driving operation are performed by the driver. The drive start control is a control for limiting the driving force of the vehicle to be equal to or less than the braking force of the vehicle in order to prevent the driving force of the vehicle from being excessive when the shift operation is performed by the driver. The automatic speed limiter control is a control that limits the driving force of the vehicle so that the vehicle speed does not exceed the limit vehicle speed set by the driver.

  In particular, in the brake override control and the drive start control, the driver's required driving force used for controlling the driving force of the vehicle is limited to be equal to or less than the braking force of the vehicle. In the automatic speed limiter control, the driver's required driving force used for controlling the driving force of the vehicle is limited by a predetermined limit value, and the predetermined limit value is a limited vehicle speed set by the driver. This is a limit value so as not to exceed.

  These driving force limiting controls limit the driving force of the vehicle in order to ensure the safety of traveling of the vehicle, rather than preventing the driver from feeling uncomfortable due to the limitation of the driving force. It is a priority.

  However, if the vehicle system vibration control is performed by the vehicle body vibration control device during the execution of the driving force limiting control, the required driving force limited by the driving force limiting control is processed by the notch filter, so that the driving force of the vehicle is reduced. There is a case where the predetermined value required by the driving force limit control is not reached. Therefore, if the vehicle system vibration control is performed by the vehicle body vibration control device during the execution of the driving force limiting control, the control performance of the driving force limiting control such as the brake override control may be deteriorated.

  The present invention relates to a vehicle body vibration control device that controls a drive device with a command drive force in which a frequency component of vehicle body vibration is reduced by a notch filter, and the vehicle body vibration control by the vehicle body vibration control device during execution of the drive force limit control. This has been made in view of the above-described problem when the process is performed. The main problem of the present invention is to suppress the vehicle body vibration as effectively as possible during the non-execution of the driving force limiting control, and the vehicle system vibration control by the vehicle body vibration control device is performed during the driving force limiting control. This is to reduce a possibility that the control performance of the driving force limiting control is deteriorated due to being performed.

[Means for Solving the Problems and Effects of the Invention]
According to the present invention, the main problem described above is that a required driving force calculating device that calculates a driver's required driving force, a driving device that applies driving force to a vehicle, and the driving device based on a command driving force. A driving force control device to control, a signal indicating the required driving force from the required driving force calculation device, and a notch filter in which the notch frequency is set to a value for reducing the frequency component of the vibration of the vehicle body, A vehicle body vibration control device having a notch filter that filters the signal and outputs the processed signal as a signal indicating a command driving force to the driving force control device. When the driving force limiting control is performed in which the driver's required driving force calculated by the required driving force calculating device is limited to a predetermined value or less even when the driving force increasing operation is performed, the command driving force is It is achieved by a vehicle body vibration control device for a vehicle having a command driving force correcting device that corrects the command driving force to a value close to the driver's required driving force limited by the driving force limiting control. The

  According to the above configuration, the signal indicating the required driving force is processed by the notch filter in which the notch frequency is set to a value for reducing the frequency component of the vibration of the vehicle body, and the processed signal is sent to the driving force control device. It is output as a signal indicating the command driving force. When the driving force limiting control is performed in which the driver's required driving force calculated by the required driving force calculation device is limited to a predetermined value or less even when the driving force increasing operation is performed by the driver, the command driving is performed. The command driving force is corrected to a value closer to the driver's required driving force limited by the driving force limit control than the force. In this case, the “value closer to the driver's required driving force limited by the driving force limiting control than the command driving force” is a concept including the driver's required driving force limited by the driving force limiting control. .

  Therefore, when the driving force limit control is performed, the degree to which the driver's required driving force is smoothed when the command driving force is generated by the filter processing can be reduced. Therefore, it is possible to reduce the influence of the vehicle system vibration control by the vehicle body vibration control device on the driving force limit control. Therefore, compared to the case where the command driving force is not corrected according to the present invention, the driving force limit control is less affected by the vehicle system vibration control by the vehicle body vibration control device. It is possible to reduce a possibility that the control performance of the driving force limiting control is deteriorated.

  Note that the influence of the vehicle system vibration control by the vehicle body vibration control device on the driving force limit control can also be reduced by setting the notch degree of the notch filter low. However, in that case, it is inevitable that the effect of reducing the frequency component of the vibration of the vehicle body by the notch filter, that is, the vehicle system vibration effect is reduced.

  On the other hand, according to the above configuration, the notch degree of the notch filter is not set to be low, so that the effect of reducing the frequency component of the vibration of the vehicle body by the notch filter is not lowered. Therefore, in the situation where the driving force limit control is not performed, while ensuring the highest possible vehicle system vibration effect, in the situation where the driving force limit control is performed, the driving force limit is caused by the vehicle structure vibration control. The possibility that the control performance of the control is lowered can be reduced.

  According to the present invention, in the above configuration, the command driving force correcting device may correct the command driving force to a driver's required driving force limited by the driving force limiting control.

  According to the above configuration, when the driving / driving force limiting control is performed, the command driving force is the driver's requested driving force limited by the driving force limiting control, that is, when the filter processing by the notch filter is not performed. Is corrected to the same value. Therefore, for example, compared with the case where the command drive force is corrected to a value closer to the command drive force generated by the filter process than the driver's request drive force limited by the drive force limit control, the influence of the filter process is reduced. Can be reduced. Therefore, compared with the case where the command driving force is corrected to a value other than the driver's required driving force limited by the driving force limiting control, the control performance of the driving force limiting control is reduced due to the vehicle system vibration control. The risk of this can be reduced effectively.

  According to the present invention, in the above configuration, the driving force limiting control is such that the driving force of the vehicle surpasses the braking force of the vehicle in a situation where both the braking operation and the driving operation are performed by the driver. The control may be to prevent this.

  According to the above configuration, when the brake override control is being performed, the command driving force is corrected, thereby reducing the possibility that the control performance of the brake override control is deteriorated due to the vehicle system vibration control. it can. That is, the possibility that the effect of preventing the driving force of the vehicle from surpassing the braking force of the vehicle may be reduced.

  Further, according to the present invention, in the above configuration, the driving force limiting control is performed so that the driving force of the vehicle when the shift operation is performed by the driver is prevented from being excessive. May be controlled to limit the vehicle braking force below the braking force of the vehicle.

  According to the above configuration, when the drive start control is performed, the command driving force is corrected, thereby reducing the possibility that the control performance of the drive start control control is deteriorated due to the vehicle system vibration control. Can do. That is, it is possible to reduce the possibility that the effect of preventing the driving force of the vehicle from becoming excessive will be reduced.

  According to the present invention, in the above configuration, the driving force limiting control may be a control for limiting the driving force of the vehicle so that the vehicle speed does not exceed the limiting vehicle speed set by the driver.

  According to the above configuration, when the automatic speed limiter control is being performed, the command driving force is corrected, thereby reducing the possibility that the control performance of the automatic speed limiter control will deteriorate due to the vehicle system vibration control. be able to. That is, the possibility that the effect of preventing the vehicle speed from exceeding the limit vehicle speed set by the driver may be reduced.

It is a block diagram which shows one Embodiment of the vehicle body vibration control apparatus of the vehicle by this invention applied to the rear-wheel drive vehicle which has a combination of an engine and a transmission as a drive device. It is a block diagram which shows the notch filter and instruction | command driving force correction block in embodiment. It is a graph which shows an example of the frequency characteristic of a notch filter, ie, the relationship between a frequency and a gain. It is a flowchart which shows an example of the routine of correction | amendment of the command driving force in embodiment. It is a time chart which shows the action | operation of embodiment compared with the action | operation of the conventional vehicle body vibration control apparatus about the case where brake override control is started in the condition where vehicle system vibration control is performed. It is a map for calculating a driver | operator's request | requirement driving force based on a vehicle speed and an accelerator opening.

  Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing one embodiment of a vehicle body vibration control device 10 according to the present invention. In FIG. 1, a vehicle body vibration control device 10 is mounted on a vehicle 12, and includes a vehicle body (VB) 14, a drive device (DU) 16 that applies drive force to the vehicle 12 including the vehicle body 14, and the drive device 16. An electronic control unit (ECU) 18 to be controlled is included. In the illustrated embodiment, the drive device 16 is a combination of an engine and a transmission (gear type automatic transmission, continuously variable transmission or dual clutch transmission), but other drive such as a hybrid system or an electric motor. It may be a device. The electronic control device 18 may be any electronic control device having a calculation function and a storage function, such as a microcomputer.

  The electronic control unit 18 includes a required driving force calculation block (PC) 20 that calculates a driver's required driving force, and a driving force control block (DC) 22 that outputs a signal for controlling the driving force to the driving device 16. Is included. The requested driving force calculation block 20 is input with signals indicating the accelerator opening and the steering angle, which are the amount of steering operation by the driver, and signals indicating the vehicle speed and the transmission gear ratio, which are parameters indicating the driving state of the vehicle. Is done. The required driving force calculation block 20 calculates the driver's required driving force based on the accelerator opening, the steering angle, the vehicle speed, the reduction ratio, or any other input parameter for calculating the driving force. A signal indicating the required driving force is output to the notch filter (NF) 24.

  The vehicle to which this embodiment is applied includes a brake override control device 32. In the following description, the brake override control is abbreviated as “BOS control” as necessary. The BOS control device 32 limits the driving force of the vehicle so that the driving force of the vehicle does not exceed the braking force of the vehicle when both the braking operation and the driving operation are performed by the driver. .

  The required driving force calculation block 20 relates to BOS control information from the brake control device 32, that is, information on whether or not BOS control is being performed, and target vehicle driving force for limiting the driving force of the vehicle by BOS control. Information is entered. In this case, the target driving force of the vehicle is a driving force necessary to prevent the driving force of the vehicle from surpassing the braking force of the vehicle.

  The requested driving force calculation block 20 sets the target driving force of the vehicle to the requested driving force Fdreqbos of the driver when information indicating that the BOS control is being performed is input. The required driving force calculation block 20 outputs a signal indicating the required driving force Fdreqbos to the notch filter 24 when the required driving force Fdreqbos by BOS control is smaller than the required driving force Fdreq based on the input parameter for driving force calculation.

  The notch filter 24 reduces the notch frequency component by suppressing or blocking transmission of the notch frequency component among the frequency components included in the signal indicating the required driving force. In this case, the notch frequency is basically set to the resonance frequency of the vehicle body. A signal indicating the required driving force (command driving force) corrected by being processed by the notch filter 24 is input to the driving force control block 22 via the command driving force correction block (CC) 30. The command driving force correction block 30 will be described in detail later with reference to FIG.

The pitch damping of the vehicle body by the notch filter 24 is that ζ _p is the pitch damping ratio, ζ _m is the sum of the pitch damping ratio ζ _p and the control damping ratio ζ _k , ω _p is the pitch natural frequency, and s is Laplace. As an operator, it is a filter process represented by a transfer function H (s) represented by the following formula (1).

The filter processing represented by the transfer function of the above formula (1) is represented by the following formula (2) according to discrete time expression. Y _n and x _n are an output value and an input value, respectively, x _n−1 and x _n−2 are a previous input value and a previous previous input value, respectively, and y _n−1 and y _n−2 are respectively The previous output value and the previous previous output value.
y _n = a _n x _n + a _n-1 x _n-1 + a _n-2 x _n-2
-B _n-1 y _n-1 -b _n-2 y _n-2 (2)

The filter coefficients a _n , a _n−1 , a _n−2 , b _n−1 , and b _n−2 in the above formula (2) are as follows.

The driving force control block 22 includes an electronic fuel injection device (EFI) control unit 22A and an electronic transmission (ECT) control unit 22B. Then, the driving force control block 22 determines the target throttle opening degree and the target reduction ratio based on parameters such as the command driving force, the vehicle speed, the engine speed, and the reduction ratio, and outputs a signal indicating them to the driving device 16. To do.
The driving device 16 applies a driving force corresponding to the command driving force to the vehicle 12 including the vehicle body 14 by controlling the engine based on the target throttle opening and controlling the transmission based on the target reduction ratio. . When driving force is applied to the vehicle 12 and the driving force fluctuates, the vehicle body 14 of the vehicle vibrates. In particular, vibrations such as pitching vibration and rolling vibration of the vehicle body appear as changes in suspension stroke, pitch angle, and roll angle.

  A signal indicating the driving force applied to the vehicle 12 by the driving device 16 and a signal indicating changes in the suspension stroke, pitch angle, and roll angle generated in the vehicle body by the driving force are input to the notch filter control block (FC) 26. The notch filter control block 26 variably controls the notch frequency of the notch filter 24. Specifically, the notch filter control block 26 obtains the distribution of the amplitude of the pitching vibration or rolling vibration of the vehicle body with respect to the frequency of the command driving force based on the correspondence relationship with the vibration of the vehicle body, particularly the pitching vibration or rolling vibration. The notch filter control block 26 controls the notch frequency so as to suppress the amplitude of the pitching vibration and rolling vibration of the vehicle body to the maximum.

  For example, the notch filter control block 26 frequency-analyzes the response motion of the vehicle body with respect to the driving force applied to the vehicle in various driving states of the vehicle using a Fourier transform technique. The notch filter control block 26 calculates the distribution of the pitching vibration and rolling vibration amplitude of the vehicle body with respect to the frequency of the command driving force, and controls the notch frequency so as to suppress the amplitude to the maximum.

  In this case, the signal indicating the pitching or rolling of the vehicle body input to the notch filter control block 26 may be low-pass filtered by a low-pass filter as indicated by a broken line block 28 in FIG. If low-pass filter processing is performed, body vibration with a relatively low frequency of about 1 to 2 Hz, which is likely to occur due to resonance with changes in the steering operation amount such as the accelerator opening and the steering angle, is efficiently extracted. The notch frequency can be controlled more accurately.

  Note that the control of the notch frequency of the notch filter 24 is not the gist of the present invention, so that it is calculated to a value corresponding to the resonance frequency of the vehicle body so as to effectively reduce the pitching vibration and rolling vibration of the vehicle body. The calculation may be performed in an arbitrary manner. For example, as another control procedure, there is a procedure described in paragraphs [0036] to [0038] of Japanese Patent Application Laid-Open No. 2007-237879 filed by the applicant of the present application.

  The notch filter 24 has its notch frequency controlled by the notch filter control block 26, and the notch degree, that is, the degree of attenuation of the notch frequency component, increases or decreases the driver's required driving force, and therefore the driver's request is accelerated. It is controlled according to whether there is deceleration. In this case, the increase / decrease in the driver's required driving force may be determined based on the increase / decrease in the accelerator opening. The control of the notch degree based on whether the driver's request is acceleration or deceleration is not the gist of the present invention, so it may be calculated in an arbitrary manner, and the notch degree is a constant value. Also good.

  FIG. 3 shows the frequency characteristics of the notch filter 24, where Fn is the notch frequency. As can be seen from FIG. 3, the notch degree N is the depth of the V-shaped notch in the frequency characteristics, and the higher the notch degree, the higher the degree of attenuation of the driver's required driving force at the notch frequency.

  As shown in FIG. 2, the command driving force correction block 30 includes a determination block 30A and a switching block 30B. The determination block 30 </ b> A receives a signal indicating information on BOS control from the brake control device 32, in particular, information on whether or not the vehicle driving force is limited by the BOS control.

  The determination block 30A determines whether or not the vehicle driving force is limited by the BOS control based on the information of the BOS control. When the determination block 30A determines that the vehicle driving force is limited by the BOS control, the determination block 30A determines that the correction of the command driving force should be stopped, and requests the corrected command driving force Fdfila by the BOS control. A command to be set for the driving force Fdreqbos is output to the switching block 30B.

  The switching block 30B receives the command driving force Fdfil as the corrected command driving force Fdfila as the corrected command driving force Fdfila when the command driving force Fdfila after correction from the determination block 30A is not received as a command driving force Fdreqbos by BOS control. Output to the control block 22. On the other hand, when a command to set the command driving force Fdfil to the required driving force Fdreqbos by the BOS control is received from the determination block 30A, the switching block 30B drives the required driving force Fdreqbos as the corrected command driving force Fdfila. Output to the force control block 22.

  As understood from the above description, the required driving force calculation block 20, the driving force control block 22, and the command driving force correction block 30 function as the required driving force calculation device, the driving force control device, and the command driving force correction device of the present invention, respectively. To do. The functions of these blocks and the notch filter 24 are achieved by control by the electronic control unit 18. For example, each function is achieved according to a control program by an arithmetic control device such as a microcomputer constituting the electronic control device 18.

  FIG. 4 is a flowchart showing an example of a command driving force correction routine executed by the command driving force correction block 30. Note that the control according to the flowchart shown in FIG. 4 is started when an ignition switch (not shown) is turned on, and is repeatedly executed every predetermined time. In the description of the flowchart shown in FIG. 4, the control according to this flowchart is simply referred to as control.

  First, in step 10, BOS control information is read from the BOS control device 32. Prior to step 10, the flag Fs regarding whether or not the correction of the command driving force should be stopped is reset to zero.

  In step 20, it is determined whether or not the vehicle driving force is limited by the BOS control. When an affirmative determination is made, control proceeds to step 50, and when a negative determination is made, control proceeds to step 30.

  In step 30, the flag Fs is reset to zero. In step 40, the command driving force Fdfil as the corrected command driving force Fdfila, that is, a signal indicating a value generated by filtering the driver's required driving force Fdreq is output to the driving force control block 22. The

  In step 50, the flag Fs is set to 1, and in step 60, the target driving force for BOS control is set to the required driving force Fdreqbos. In step 70, a signal indicating the required driving force Fdreqbos is output to the driving force control block 22 as the corrected command driving force Fdfila.

In step 80, the data provided for the filtering process is updated in preparation for the next control. That is, the input values x _n and x _n−1 in the above equation (2) are rewritten to x _n−1 and x _n−2 , respectively.

  As understood from the above description, when the vehicle driving force is not limited by the BOS control, a negative determination is made in step 20. In step 40, the command driving force Fdfil as the corrected command driving force Fdfila, that is, a signal indicating a value generated by filtering the driver's required driving force Fdreq is output to the driving force control block 22. The Accordingly, normal vehicle vibration control is executed by the vehicle body vibration control device 10.

  On the other hand, if the vehicle driving force is limited by the BOS control, an affirmative determination is made in step 20. In step 60, the target driving force for BOS control is set to the required driving force Fdreqbos. In step 70, a signal indicating the required driving force Fdreqbos is output to the driving force control block 22 as the corrected command driving force Fdfila. .

Thus, the corrected command driving force Fdfila is limited to the driver's requested drive that is not filtered by the notch filter 24 when the vehicle driving force is limited by the BOS control. Since the force Fdreq is set, the vehicle body vibration control by the vehicle body vibration control device 10 is not executed. Therefore, when the limitation of the driving force of the vehicle by the BOS control is started, it is possible to prevent the reduction of the driving force of the vehicle from being delayed due to the filtering process.

  For example, FIG. 5 illustrates a case where the vehicle driving force is limited by the BOS control when the braking operation is also performed while the acceleration operation is performed by the driver in a situation where the vehicle system vibration control is performed. 5 is a time chart showing the operation of the embodiment in contrast to the operation of the conventional vehicle body vibration control device.

  In FIG. 5, black dots indicate the driver's required driving force Fdreq, and thin solid lines indicate changes in the required driving force Fdreq. The black triangle points indicate the required driving force Fdreqbos, and the thick solid line indicates the change in the required driving force Fdreqbos. The white circle points indicate the corrected command driving force Fdfila in the embodiment, and the broken lines indicate changes in the corrected command driving force Fdfila. Square points indicate the command drive force Fdfil, and alternate long and short dash lines indicate changes in the command drive force Fdfil. Furthermore, regarding the BOS control, “ON” and “OFF” mean that the driving force of the vehicle is limited or not controlled by the BOS control, respectively.

  As shown in FIG. 5, it is assumed that the driving demand of the driver increases at time points t1 and t2, and that the braking operation is also performed by the driver at time point t3, so that the limitation of the driving force of the vehicle by the BOS control is started. . Therefore, at time t3, the BOS control is turned on and the flag Fs is set to 1.

The command driving force Fdfil at the time point t3 is calculated based on the required driving force Fdreq and the command driving force Fdfil at the time points t1 and t2, and thus is calculated to a value larger than zero. Similarly, the command driving force Fdfil at the time point t4 is calculated based on the required driving force Fdreq and the command driving force Fdfil at the time points t2 and t3, and is calculated to a value larger than zero.
Further, the command driving force Fdfil at the time point t5 is calculated based on the required driving force Fdreq and the command driving force Fdfil at the time points t3 and t4, and thus is calculated to a value larger than zero.

  Therefore, in the case of the conventional vehicle vibration control device in which the command driving force Fdfil is not corrected even if the vehicle driving force is limited by the BOS control, after the time t3 when the vehicle driving force limitation by the BOS control is started. In this case, the driving force of the vehicle does not become zero but becomes a positive value. For this reason, an extra driving force acts on the vehicle, so that the control performance of the BOS control is lowered.

  On the other hand, according to the embodiment, the command driving force after the time point t3 is corrected to the corrected command driving force Fdfila, and the corrected command driving force Fdfila is the required driving force Fdreqbos based on the BOS control. As a result, the driving force of the vehicle becomes zero. Accordingly, since no excessive driving force acts on the vehicle, it is possible to prevent a decrease in the control performance of the BOS control.

  In particular, in this embodiment, in steps 130 and 160, a signal indicating the required driving force Fdreqbos is output to the driving force control block 22 as the corrected command driving force Fdfila. Not affected by filtering. Therefore, the vehicle driving force is reduced as compared with the case where the value that is closer to the required driving force Fdreqbos than the commanded driving force Fdfil but larger than the required driving force Fdreqbos is the corrected command driving force Fdfila. A decrease in the control performance of BOS control can be effectively prevented.

  In the above-described embodiment, the driving force limit control is brake override (BOS) control. However, the driving force limit control may be drive start control (DSC), and in this case, DSC information is input to the electronic control unit 18. The driving force limit control may be automatic speed limiter (ASL) control. In this case, information on ASL control is input to the electronic control unit 18.

  When the driving force limit control is DSC or ASL control, the target driving force of these controls is set to the required driving force Fdreqbos based on the driving force limit control. Therefore, the target driving force of DSC or ASL control is not filtered by the notch filter 24, and the vehicle system vibration control by the vehicle body vibration control device 10 is not executed. Therefore, it is possible to prevent the reduction of the driving force of the vehicle from being delayed due to the filter processing when the limitation of the driving force of the vehicle by the DSC or ASL control is started.

  Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. This will be apparent to those skilled in the art.

  For example, in the above-described embodiment, correcting the command driving force to a value closer to the driver's required driving force limited by the driving force limit control than the command driving force is the command driving force generated by the filter processing. Is achieved by correcting However, when a predetermined condition is satisfied, the notch degree of the notch filter 24 is reduced, and the command driving force is calculated to a value closer to the driver's required driving force than the command driving force when the notch degree is not reduced. May be achieved.

  In the above-described embodiment, when the vehicle driving force is limited by the BOS control, the corrected command driving force Fdfila is set to the required driving force Fdreqbos based on the BOS control. However, the corrected command driving force Fdfila may be a value other than the required driving force Fdreqbos as long as it is closer to the required driving force Fdreqbos than the command driving force Fdfil. For example, as a value other than the required driving force, a simple average value or a weighted average value of the command driving force Fdfil and the required driving force Fdreqbos, or a difference between the command driving force Fdfil and the required driving force Fdreqbos is larger than 0 and smaller than 1. The sum Ka (Fdfil−Fdreqbos) + Fdreqbos of the value obtained by multiplying the coefficient Ka and the required driving force Fdreqbos may be used.

  In the above-described embodiment, the required driving force calculation block 20 sets the BOS-controlled vehicle target driving force to the required driving force Fdreqbos. However, the signal indicating the required driving force Fdreqbos may be corrected so as to be input from the BOS control 32 to the required driving force calculation block 20.

  In the above-described embodiment, the command driving force correction block 30 operates between the notch filter 24 and the driving force control block 22, and the corrected command driving force Fdfila is used as the command driving force Fdfil or the required driving force Fdreqbos. It is supposed to switch to. However, the command driving force correction block 30 operates on the side opposite to the driving force control block 22 with respect to the notch filter 24 and inputs the requested driving force Fdreq to the notch filter 24 or the requested driving force Fdreqbos as the driving force control block. The input to 22 may be switched.

  In the above-described embodiment, the driver's required driving force is estimated based on the accelerator opening, but the driver's required driving force is shown in FIG. 6 based on the vehicle speed and the accelerator opening. It may be modified to be calculated from the map shown. In FIG. 6, the high opening and the low opening mean that the accelerator opening is large and the accelerator opening is small, respectively.

  In the above-described embodiment, the drive device 16 is a combination of an engine and a transmission, and a signal indicating the target throttle opening and the target reduction ratio calculated based on the command drive force and the like is output to the drive device 16. It has become so. However, when the vehicle body vibration control device of the present invention is applied to a vehicle equipped with a hybrid system, the outputs of the engine and the motor generator may be controlled based on the command driving force or the like. When the vehicle body vibration control device of the present invention is applied to an electric vehicle, the output of the motor generator may be controlled based on a command driving force or the like.

  In particular, when the vehicle body vibration control device of the present invention is applied to a hybrid system-equipped vehicle or an electric vehicle, the torque of the motor generator decreases as the rotational speed increases, so that the notch degree decreases as the vehicle speed increases. May be set.

  In the above embodiment, the vehicle is a rear wheel drive vehicle, but the vehicle body vibration control device of the present invention may be applied to a front wheel drive vehicle and a four wheel drive vehicle.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle body vibration control apparatus, 12 ... Vehicle, 14 ... Vehicle body, 16 ... Drive apparatus, 18 ... Electronic control apparatus, 20 ... Required drive force calculation block, 22 ... Drive force control block, 24 ... Notch filter, 26 ... Notch filter Control block, 28 ... low pass filter, 30 ... command driving force correction block

Claims (5)

A required driving force calculation device that calculates a driver's required driving force, a driving device that applies driving force to a vehicle, a driving force control device that controls the driving device based on a command driving force, and the required driving force calculation A notch filter configured to receive a signal indicating a required driving force from the apparatus and set the notch frequency to a value for reducing a frequency component of vibration of the vehicle body, the signal being filtered, In a vehicle body vibration control device for a vehicle having a notch filter that outputs a signal indicating a command driving force to the driving force control device,
The vehicle body vibration control device performs driving force limit control in which the driver's required driving force calculated by the required driving force calculation device is limited to a predetermined value or less even when the driving force increasing operation is performed by the driver. The vehicle has a command driving force correcting device that corrects the command driving force to a value closer to the driver's required driving force limited by the driving force limiting control than the command driving force. Vehicle vibration control device.   2. The vehicle body vibration control device according to claim 1, wherein the command driving force correcting device corrects the command driving force to a driver's required driving force limited by the driving force limiting control. Vehicle vibration control device.   3. The vehicle body vibration control device according to claim 1, wherein the driving force limiting control is performed when the vehicle driving force is a vehicle braking force when both a braking operation and a driving operation are performed by a driver. The vehicle body vibration control device for a vehicle, characterized in that the control is to prevent the vehicle from surpassing.   3. The vehicle body vibration control device according to claim 1, wherein the driving force limit control is performed in order to prevent an excessive driving force of the vehicle when a shift operation is performed by a driver. The vehicle body vibration control device for a vehicle is characterized in that the driving force is limited to be equal to or less than the braking force of the vehicle.   3. The vehicle body vibration control device according to claim 1, wherein the driving force limiting control is a control for limiting the driving force of the vehicle so that the vehicle speed does not exceed a limiting vehicle speed set by a driver. A vehicle body vibration control device characterized by the above.

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