JP4811199B2 - Vehicle braking / driving force control device - Google Patents

Description

  The present invention relates to a braking / driving force control device for a vehicle such as an automobile, and more particularly, based on a request for control of acceleration / deceleration in the front-rear direction of various vehicles such as driving support type and preventive safety type control. The present invention relates to a braking / driving force control device that integrally controls operations of a vehicle drive system device and a brake system device.

  In the field of motion control of vehicles such as automobiles, various control methods have already been proposed and implemented in vehicles. For example, driving assistance type / preventive safety type control such as ACC (Adaptive Cruising Control), PCS (PreCrash Safety System), LKA (Lane Keeping Assist), DABC (Driver Assist Braking Control), IPA (Intelligent Parking Assist) In order to assist or substitute the driver's driving operation, the electronic control unit uses the vehicle speed and the relative speed / distance information of the preceding vehicle or obstacle together with the accelerator / brake operation by the driver to drive In addition, the operation of the braking system device is controlled, and the vehicle speed, acceleration (deceleration) speed, or braking / driving force is appropriately adjusted. (For example, Patent Documents 1 and 2)

  Conventionally, the various controls as described above give commands to the drive system device or the brake system device independently so as to obtain the vehicle speed, acceleration / deceleration, or braking / driving force to be achieved by each control. It was. However, when the number of controls that are installed and executed in a single vehicle increases and multiple controls are activated simultaneously, the commands from each control do not interfere with each other and can be appropriately and efficiently performed. It becomes necessary to “arbitrate” (select or integrate commands) commands from each control so that the drive system or braking system can operate (for example, ACC control has previously accelerated vehicle acceleration). In order to request, a target value of torque is given as a control amount to the control device of the drive system device, and at the same time, another control instructs the control device of the brake system device to increase the braking force (hydraulic pressure) so as to decelerate the vehicle. Inefficiency control, etc.) could occur. Therefore, at present, commands from various controls relating to vehicle motion or braking / driving force are once integrated and then arbitration of each command is performed, and commands that do not conflict with each other are given to the drive system device and the brake system device. A control method has been proposed. Such an integrated control method (“integrated control”) is described in Patent Document 3, for example.

According to the integrated control as described above, it is possible not only to avoid control interference caused by giving a plurality of commands in a drive system device or braking system device of one vehicle, but also to realize a target value of the command. Since it is possible to collectively determine control commands directly applied to the drive system device and the brake system device, it is advantageous in that the control of the drive system device or the brake system device can be executed efficiently. In the development stage of various motion control, it is only necessary to consider how to give control commands for each control to the device that arbitrates those control commands ("arbiter") (drive system). The amount of control to the device or the braking system device is adjusted in the arbiter). Therefore, when determining a predetermined control command to be given to the arbiter, what control command is issued from another control, or It is necessary to consider the type and type of drive system (engine type, motor type or hybrid type) and the type and type of brake system device (hydraulic type or electromagnetic type). As a result, the time and labor required for control development are significantly reduced. In integrated control, the control device (various control devices) that gives commands to the arbiter is called the "braking / driving force request system" and actually generates braking / driving force based on the commands of the arbiter. The driving system device and the braking system device to be used are sometimes referred to as “braking / driving force realizing system”, and these terms will be used in the following description.
JP-A-2004-90712 JP 2004-239207 A JP2003-191774

  In the integrated control of the braking / driving force of the vehicle as described above, first, the vehicle for adjusting the vehicle speed to a predetermined target value in each of the driving assistance type and preventive safety type control of the braking / driving force request system. The target value of acceleration / deceleration (target acceleration / deceleration) is determined. Then, when the target acceleration / deceleration of these various controls is integrated as a single command, the target acceleration / deceleration of various controls is adjusted, and it occurs throughout the vehicle to realize the target acceleration / deceleration adjusted to one of them. The braking / driving force to be performed, that is, the target braking / driving force (or required braking / driving force) is determined. The relationship between acceleration / deceleration and braking / driving force changes with the driving condition or environment of the vehicle, such as road surface gradient and vehicle weight, and is difficult to obtain analytically. Therefore, the target braking / driving force is determined from the target acceleration / deceleration. At this time, referring to the actual acceleration / deceleration (actual acceleration / deceleration), feedback control is adopted that reduces the deviation between the target acceleration / deceleration and the actual acceleration / deceleration so that the target acceleration / deceleration matches the actual acceleration / deceleration. In feedback control, the integrated value of the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is fed back, and not only the deviation between the target acceleration / deceleration and the actual acceleration / deceleration, but also the accumulated deviation (deviation between the target value of the vehicle speed and the actual value). ) Is also reduced.

  In the case of operating various devices of the braking / driving force realization system by integrating the demands from various control of the braking / driving force request system as described above, in normal feedback control, the deviation between the target acceleration / deceleration and the actual acceleration / deceleration May not be properly suppressed, and this may cause some problems.

  For example, in each of the various controls in the request system, it is not determined whether or not the target braking / driving force determined by adjusting the target acceleration / deceleration is a value that can be realized in the braking / driving force realizing system. Actually, the limit of the braking / driving force that can be generated by the devices of the braking / driving force realization system varies depending on the operation area of those devices, and therefore the target braking / driving force after the arbitration can be realized by the device of the realization system. It is possible that the upper and lower limits of the driving force range are deviated. In such a case, even if feedback control is performed, the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is not reduced. In the configuration in which the integrated value of the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is fed back, rather, since the deviation between the target acceleration / deceleration and the actual acceleration / deceleration that cannot be resolved accumulates, the control response delay, control This causes problems such as hunting, driver's sense of driving, and loss of comfort. In this regard, in general feedback control, in order to prevent the integrated value of the deviation from becoming excessive, an upper limit value or a lower limit value is provided for the integrated value of the deviation to limit the integrated value to be fed back. . However, as described above, when the deviation between the target acceleration / deceleration and the actual acceleration / deceleration cannot be resolved by deviating from the upper and lower limits of the range of the braking / driving force at which the target braking / driving force can be realized, the integral value remains, Problems such as poor control responsiveness cannot be resolved.

  In the case of integrated control, a device for generating a target braking / driving force that is adjusted to one among a plurality of various devices such as an engine, a motor, and a brake device is selectively controlled. However, there is a difference in the responsiveness (response speed) of the generated braking / driving force with respect to the target braking / driving force, depending on the selected realization system, so that the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is appropriately Not being reduced, the stability of control may be impaired, and the driver's sensation may deteriorate. As can be seen, in order to quickly eliminate the deviation between the target acceleration / deceleration and the actual acceleration / deceleration in the process of obtaining the target braking / driving force from the target acceleration / deceleration, the feedback amount of the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is: Just make it bigger. However, the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is fed back faster than the response of the realization system device to the control command, that is, faster than the change in the braking / driving force of the realization device (at a large value). In some cases, too much return of the control amount causes control divergence or hunting. When the required system control individually controls the system of the actual system as before, the feedback gain is set in consideration of the responsiveness for each apparatus to be controlled, and the target acceleration / deceleration and actual acceleration / deceleration are set. It was possible to properly eliminate the deviation. However, in the case of integrated control, there are a plurality of realization devices that may be selected, and their responsiveness is different. Therefore, when the conventional request system control individually controls the realization system devices If the feedback gain is set in the same manner as in the above, there is a case where the deviation between the target acceleration / deceleration and the actual acceleration / deceleration cannot be appropriately suppressed.

  Furthermore, in the conventional feedback control, the feedback control is performed when the feedback control does not function well for any reason (for example, when the sensor does not detect an appropriate value) or when another control having priority over another is executed. In the situation where the deviation between the actual value to be controlled and the target value is not reduced depending on the case, the feedback of the whole feedback or the integral term of the deviation is often stopped. When the braking / driving force of the entire vehicle is controlled collectively as in the integrated control, suddenly stopping the feedback control may cause problems such as loss of driver's driving feeling and comfort. There is.

  As described above, in the integrated control, various problems relating to the deviation between the target acceleration / deceleration and the actual acceleration / deceleration that cannot be appropriately suppressed may occur in normal feedback control. However, at present, no configuration has been proposed for appropriately applying the target braking / driving force when the deviation between the target acceleration / deceleration and the actual acceleration / deceleration cannot be suppressed in the integrated control of the braking / driving force.

  According to the present invention, the braking / driving force control device is advantageously used in the integrated control of braking / driving force, and the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is suppressed in normal feedback control due to various factors. There is provided a braking / driving force control device configured to appropriately set a target braking / driving force and suppress the occurrence of the above-described problems in a situation that cannot be fully achieved.

  The braking / driving force control device to which the present invention is applied generally describes a target braking / driving force to be generated by the braking / driving force generating device in a vehicle having a braking / driving force generating device that generates braking / driving force. A device for controlling, based on the target acceleration / deceleration means for acquiring the target acceleration / deceleration to be generated in the entire vehicle, the means for acquiring the actual acceleration / deceleration occurring in the entire vehicle, and the target acceleration / deceleration Means for calculating the feedforward control amount of the target braking / driving force, means for calculating the feedback control amount of the target braking / driving force by accumulating the deviation between the target acceleration / deceleration and the actual acceleration / deceleration, and the feedforward control amount and feedback control A means for calculating the target braking / driving force based on the amount, and by feeding back the integrated value of the deviation between the target acceleration / deceleration and the actual acceleration / deceleration to the target braking / driving force, A device for controlling so as to match the target acceleration. Note that the braking / driving force generator is a braking / driving force realizing system in the case of integrated control.

  In the above braking / driving force control device, the means for calculating the feedback control amount is a means for calculating an integral term in so-called feedback control. In normal operation, the target acceleration / deceleration and the actual acceleration / deceleration are calculated. Is fed back to the target braking / driving force so that the target acceleration / deceleration is achieved. However, in the situation where the device of the present invention described later is characteristic and the operation thereof, the deviation between the target acceleration / deceleration and the actual acceleration / deceleration cannot be suppressed by normal feedback control. The configuration in which the integrated value of the deviation from the speed is fed back to the target braking / driving force is corrected, and the problem related to the fact that the deviation between the target acceleration / deceleration and the actual acceleration / deceleration cannot be suppressed is solved.

  In the first aspect of the characteristic configuration of the present invention, the braking / driving force control device further includes means for acquiring an upper limit and a lower limit of the braking / driving force that can be generated in the braking / driving force generator, When the target braking / driving force calculated based on the feedforward control amount and the feedback control amount exceeds the upper limit of the braking / driving force that can be generated in the braking / driving force generator, the braking / driving that can generate the target braking / driving force is possible. The value is reset to a value larger than the upper limit of the force by a predetermined amount, and the feedback control amount up to that point is set to the difference between the target braking / driving force and the feedforward control amount, while the braking / driving force capable of generating the target braking / driving force is set. When the driving force falls below the lower limit of the driving force, the target braking / driving force is reset to a value smaller by a predetermined amount than the lower limit of the braking / driving force at which the target braking / driving force can be generated. Adapted to reset to the difference between the over-de control quantity. [In the above, the “predetermined amount” may be 0, and therefore, “a value larger than the upper limit of the braking / driving force that can be generated” and “smaller than the lower limit of the braking / driving force that can be generated”. The “value” may be the acquired upper limit value of the generated braking / driving force and the acquired lower limit value of the generated braking / driving force. ]

  In other words, in the braking / driving force control, the configuration of this aspect is when the target braking / driving force calculated based on the feedforward control amount and the feedback control amount deviates from the range of the braking / driving force that can be generated. The target braking / driving force is reset to a value that is substantially equivalent to the limit value of the braking / driving force that can be generated, and the feedback control amount up to that point is changed to the re-set target braking / driving force (the braking force that can be generated). The feedback control is corrected by replacing it with a difference between the feedforward control amount and a value substantially equivalent to the limit value of the driving force. In operation, when the target braking / driving force deviates from the range of the braking / driving force that can be generated, the limit value of the range of braking / driving force that can be generated (or a value substantially equivalent thereto) is replaced. The target braking / driving force is sent as a command to the braking / driving force generator. The feedback control amount replaced with the difference between the target braking / driving force and the feedforward control amount together with the replacement of the target braking / driving force is the next target adjustment in the process of calculating the next feedback control amount. It is used as a “feedback control amount until then” in which the deviation between the speed and the actual acceleration / deceleration is accumulated.

  According to this configuration and its operation, the target acceleration / deceleration cannot be realized by the braking / driving force generator, and therefore the target braking / driving force can be generated while the deviation between the target acceleration / deceleration and the actual acceleration / deceleration cannot be expected. In this period, the deviation between the target acceleration / deceleration and the actual acceleration / deceleration cannot be suppressed, but the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is accumulated and fed back. When calculating the controlled variable, the feedback control variable up to that point is replaced with the difference between the target braking / driving force and the feed-forward controlled variable, so that the target acceleration / deceleration and actual acceleration / deceleration are compared with the target braking / driving force. It is avoided that the deviation from the speed is continuously accumulated. The target acceleration / deceleration is controlled / branched under the situation where the target acceleration / deceleration is controlled so as to change along the upper limit or lower limit of the braking / driving force at which the target braking / driving force can be generated in order to achieve the target acceleration / deceleration as much as possible. When the value changes to a value that can be realized by the force generator, that is, when the relationship between the target acceleration / deceleration and the actual acceleration / deceleration is reversed, this is calculated by accumulating the deviation between the target acceleration / deceleration at that time and the actual acceleration / deceleration The target braking / driving force and the generated braking / driving force immediately follow changes in the target acceleration / deceleration without being affected by the deviation between the previous target acceleration / deceleration and the actual acceleration / deceleration. Can be changed.

  Thus, when the apparatus of the present invention is used in integrated control, according to the above configuration, the target acceleration / deceleration determined in the requirement system exceeds the range that can be realized in the realization system, and the target acceleration / deceleration When the deviation from the actual acceleration / deceleration cannot be controlled, the control response is delayed without the continuous accumulation of the deviation between the target acceleration / deceleration and the actual acceleration / deceleration being fed back to the target braking / driving force. In addition, problems such as control hunting or a deterioration in ride comfort and comfort of the driver and passengers associated therewith will be solved.

  In the above configuration, the target braking / driving force is set to "a value larger by a predetermined amount than the upper limit of the generated braking / driving force" or "a value smaller by a predetermined amount than the lower limit of the generated braking / driving force". When correcting, the target braking / driving force may be set to the upper or lower limit value of the generated braking / driving force acquired in the apparatus as described above, but preferably the acquired braking / driving force acquired is the same. It is set to a value greater or smaller than the upper or lower limit value of the force. The upper limit value and the lower limit value of the braking / driving force that can be generated are obtained by detection or estimation by an arbitrary method, but are not necessarily obtained with high accuracy. If the acquired limit value of the braking / driving force that can be generated is not accurate, the braking / driving force generator may not be stably operated at the upper limit or lower limit at which the braking / driving force can be generated. Therefore, the target braking / driving force is preferably slightly higher or slightly higher than the upper or lower limit of the braking / driving force that can be generated so that the braking / driving force generating device operates reliably at the upper limit or lower limit of the operable range. Set lower. A value that is slightly higher than the upper limit of the braking / driving force that can be generated and a value that is slightly lower than the lower limit of the braking / driving force that can be generated are appropriately adjusted by those skilled in the art when adjusting the braking / driving force control device and the braking / driving force generator. It should be understood that it can be arbitrarily set.

  In the second aspect of the characteristic configuration of the present invention, when the braking / driving force generator cannot achieve the target braking / driving force, the means for calculating the feedback control amount includes the target acceleration / deceleration and the actual acceleration / deceleration. Is configured to stop accumulating deviations and hold the feedback control amount up to that point. As described above, the braking / driving force generator can achieve the target braking / driving force even when the target braking / driving force is outside the range of the braking / driving force that can be generated by the braking / driving force generator. Therefore, if the deviation between the target acceleration / deceleration and the actual acceleration / deceleration cannot be suppressed, the feedback control amount increases if the means for calculating feedback continues the deviation between the target acceleration / deceleration and the actual acceleration / deceleration. The response of the target braking / driving force to the target acceleration / deceleration is delayed. In order to avoid such a situation, when the target braking / driving force cannot be achieved, the means for calculating the feedback stops the accumulation of the deviation between the target acceleration / deceleration and the actual acceleration / deceleration, thereby reducing the target acceleration / deceleration and the actual acceleration / deceleration. Further increase in the magnitude of the feedback control amount due to the deviation is prevented. However, simply stopping the feedback may cause a sudden change in the target braking / driving force so far, which may cause an uncomfortable or adverse effect on the driving operation of the driver or the ride comfort of the occupant. Therefore, in order to avoid such a phenomenon, in the subsequent control, the feedback control amount is fed back to the target braking / driving force while maintaining the feedback control amount.

  In the above, “when the braking / driving force generator cannot achieve the target braking / driving force” means that the actual acceleration / deceleration cannot be accurately detected or calculated, or has priority over the braking / driving force control of the present invention. When another control to be executed is operating. In the former case, there are, for example, a case where there is a failure in a sensor necessary for acquiring the actual acceleration / deceleration or its communication path, and a case where the vehicle is running on a chassis stand in a factory. On the other hand, in the latter case, the slip amount control of any wheel of the vehicle (for example, ABS control, VSC, TRC, etc.) is being performed when the shift stage of the vehicle transmission is being switched. It may be.

  In the above configuration, when the feedback control amount is fixed, the target braking / driving force is always in a state where the feedback control amount is added to the feedforward control amount, and the target braking / driving force is the feedforward control amount. It will deviate from the amount. However, in the case of the integrated control, in the control of the demand system, for example, when the vehicle speed is not satisfactory for the control, the target acceleration / deceleration is corrected, and as a result, the feedforward control of the target braking / driving force is performed. The amount will be corrected. When the state in which the braking / driving force generator cannot achieve the target braking / driving force is resolved, feedback control is executed again. At that time, the target acceleration / deceleration from the stop of the accumulation to the actual acceleration / deceleration Since the acceleration / deceleration deviation is not reflected in the feedback control amount, the target braking / driving force can change following the target acceleration / deceleration quickly. It should be understood that the second aspect of the present invention may be incorporated into the braking / driving force control apparatus according to the first aspect. (In the first aspect, when the target braking / driving force obtained from the feedforward control amount and the feedback control amount deviates from the range of braking / driving force that can be generated in the braking / driving force generator, the braking / driving force is generated. Since the target braking / driving force is set so that the device operates at its operating limit, it is not the case that “the braking / driving force generating device cannot achieve the target braking / driving force”.

  By the way, as already described, as in the case of integrated control of braking / driving force, a single braking / driving force control device is a plurality of braking / driving force generating devices having different response speeds for control commands, such as an engine, a motor, and a brake device. A specific braking / driving force generator is selectively operated from among the above. Therefore, the timing until a certain target braking / driving force command is reflected in the actual acceleration / deceleration differs depending on the braking / driving force generator to be operated, and the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is different. There are various modes of change. In such a situation, if a feedback amount larger than the change of the braking / driving force generating device with respect to the target braking / driving force command is given, the target braking / driving force value may be returned too much and control hunting may occur. If the feedback amount is too small, the deviation between the target acceleration / deceleration and the actual acceleration / deceleration cannot be effectively suppressed.

  In order to solve such a problem, according to the third aspect of the characteristic configuration of the present invention, the braking / driving force generation device includes at least two braking / driving force generation devices, and the braking / driving force control device selectively A value obtained by multiplying the deviation between the target acceleration / deceleration and the actual acceleration / deceleration by the feedback gain, when the operation of at least one of the at least two braking / driving force generating devices is operated. In the configuration in which the feedback control amount is calculated by adding to the previous feedback control amount, the feedback gain is set higher as the response speed to the target braking / driving force of the operated braking / driving force generator is faster. . According to this configuration, one braking / driving force generation device can suppress the deviation between the target acceleration / deceleration and the actual acceleration / deceleration, but another braking / driving force generation device cannot suppress the deviation or in the opposite direction. Problems such as deviations are avoided and control stability is improved.

  In the configuration of the third aspect, when changing the setting of the feedback gain, a means for reducing the feedback gain change amount for smoothing the change of the feedback gain value may be provided. . In the case of integrated control, the braking / driving force generator currently operating during execution of braking / driving force control may be determined based on information from the arbiter. It should be understood that the third aspect of the present invention may be incorporated into the braking / driving force control apparatus according to the first or second aspect.

  Thus, according to the present invention described above, when the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is difficult to be eliminated by normal feedback control, for example, the target acceleration / deceleration is realized as a braking / driving force realizing system. When the possible range is exceeded or when normal feedback control does not operate effectively, the feedback control amount to the target braking / driving force is corrected, and the deviation between the target acceleration / deceleration and the actual acceleration / deceleration is controlled. Provided is a braking / driving force control device capable of reducing or suppressing control problems caused by the force realization system even if the force realization device cannot solve the problem. In particular, in some aspects of the present invention, the target acceleration / deceleration and the actual acceleration / deceleration in the feedback control amount are determined under a situation in which it is difficult to eliminate the deviation between the target acceleration / deceleration and the actual acceleration / deceleration. Therefore, unnecessary accumulation of the deviation is avoided, and the response speed of the control is improved. In addition, since the control responsiveness is improved, deterioration of the driver's sense of driving, riding comfort, and the like is reduced or suppressed.

  The configuration and characteristics of the control device according to the present invention are such that in the integrated control of braking / driving force, the target braking / driving force is calculated from the target acceleration / deceleration after arbitrating the target acceleration / deceleration from various controls of the required system. In particular, it should be understood that it can be used particularly advantageously. According to the present invention, it is necessary to determine whether or not the target acceleration / deceleration is a value that can achieve the target acceleration / deceleration or which braking / driving force generating device is operated in each of the various controls of the required system. This reduces the operational load of various controls in the required system and the burden on developers in the design, configuration, and adjustment of various controls.

  Other objects and advantages of the present invention will become apparent from the following description of preferred embodiments of the present invention.

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings. In the figure, the same reference numerals indicate the same parts.

Diagram 1 of the apparatus is a car that the preferred embodiment of the drive force control device according to the present invention is mounted is schematically shown. In the figure, a vehicle 10 having left and right front wheels 12FL and 12FR and left and right rear wheels 12RL and 12RR is arranged in a normal manner according to the depression of the accelerator pedal 14 by the driver (in the example shown in the figure). A drive system device 20 that generates braking / driving force on the rear wheels (because it is a rear wheel drive vehicle) and a braking system device 40 that generates braking force on each wheel are mounted. In the illustrated example, the drive system device 20 has a braking / driving torque output from the engine 22 via the torque converter 24, the automatic transmission 26, the differential gear device 28, etc. Although it is configured to be transmitted to 12RR, it may be an electric type in which an electric motor is used instead of the engine 22 or a hybrid type driving system device having both an engine and an electric motor. In the illustrated example, the braking system device 40 includes an oil reservoir, an oil pump, various valves (not shown), wheel cylinders 42FL, 42FR, 42RL, 42RR mounted on each wheel, and braking by the driver. The hydraulic circuit 46 includes a master cylinder 45 that is operated in response to depression of the pedal 44, and the brake pressure in each wheel cylinder, that is, the braking force in each wheel, is hydraulic in response to the master cylinder pressure. Adjusted by circuit 46. However, the braking system device 40 is not a hydraulic braking device as shown in the figure, but may be of a type that electromagnetically applies a braking force to each wheel, or any other type for those skilled in the art. Although not shown for simplicity, the vehicle 10 is provided with a steering device for controlling the steering angle of the front wheels or the front and rear wheels in the same manner as a normal vehicle.

  The operation of the driving system 20 and the braking system 40 is further controlled by an electronic control unit 50 that adjusts the braking / driving force generated in the entire vehicle in an integrated manner. The electronic control unit 50 may include a microcomputer having a CPU, a ROM, a RAM, and an input / output port device, which are connected to each other by a bidirectional common bus, and a driving circuit.

  The electronic control unit 50 is a device for controlling the braking / driving force of any vehicle known in the field, driving support type / preventive safety type control, for example, ACC, PCS, LKA, DABC, IPA Such a device may be realized that executes a control that assists or substitutes the driving operation of the driver. The electronic control unit 50 includes, from sensors provided in each part of the vehicle, an engine speed Er, an accelerator pedal depression amount θa, a brake pedal depression amount θb, a wheel speed Vwi (i = FL, FR, RL, RR), Detection values such as pressure Pbi (i = FL, FR, RL, RR) in the wheel cylinder of each wheel are input. In addition to the above, various detection signals for obtaining various parameters necessary for various controls to be executed in the vehicle of the present embodiment may be input.

  As shown in FIG. 2 (A), the electronic control unit 50 has a plurality of braking / driving forces that respectively determine the target acceleration / deceleration to perform driving support type / preventive safety type control based on information from various sensors. Request system controller 110a, b, c. . . (There may be one requesting system control device.) And an arbitrator 112 that receives and adjusts the target acceleration / deceleration from these braking / driving force requesting system control devices (requesting system side). A target braking / driving force determining unit 114 that determines the target braking / driving force of the entire vehicle based on the target acceleration / deceleration, and receiving the target braking / driving force, and then transmitting the target braking / driving force to the driving system device and the braking system device. Based on the control device from the arbiter 100 for determining the magnitude of braking / driving force or braking force to be generated, and the control command from the arbiter, the braking / driving force realizing system device, that is, the driving system device or the braking system device The driving system control device 120 and the braking system control device 122 are respectively controlled. The target braking / driving force received by the arbiter 100 may be other than that derived from the driving support type / preventive safety type control device. For example, a target braking / driving force corresponding to a target acceleration / deceleration determined from an accelerator pedal depression amount and a brake pedal depression amount based on an arbitrary driver model 115 may be sent to the arbiter 100.

  In the above configuration, a plurality of braking / driving force request system controllers 110a, b, c. . . Is a device for executing various driving support type / preventive safety type control such as ACC, PCS, LKA, DABC, IPA as described above. Rather than sending a control command such as a target torque value or a target brake pressure to the drive system control device and the brake system control device, a target acceleration / deceleration for achieving each control is sent to the arbiter 112. . After receiving the plurality of target acceleration / decelerations, the arbiter 112 calculates the maximum value, the minimum value, the average value, etc. of the target acceleration / decelerations, and makes the vehicle motion appropriate. Determine the target acceleration / deceleration.

The target acceleration / deceleration determined by the arbiter 112 is converted into the target braking / driving force by the target braking / driving force determining unit 114. FIG. 2B shows the configuration of the feedforward control unit and the feedback control unit of the target braking / driving force determination unit in the form of a control block diagram. With reference to the figure, the target braking / driving force determination unit 114 includes a feedforward control unit and a feedback control unit. In the feedforward control unit, a term for the acceleration / deceleration due to the road surface gradient is added to the target acceleration / deceleration α ^* determined by the arbiter 112, and multiplied by the vehicle weight to obtain a feedforward control amount of the braking / driving force. K _FF is given. As shown in the drawing, a feedforward control term for the running resistance R that is the sum of rolling resistance, air resistance, cornering drag, and the like may be added to the feedforward control amount. On the other hand, in the feedback control unit, the deviation α ^* −α between the target acceleration / deceleration α ^* and the actual acceleration / deceleration α is sequentially accumulated, and the calculated value is calculated as the feedback control amount _KFB . As the actual acceleration / deceleration α, for example, a value obtained by differentiating a wheel speed obtained from a wheel speed signal (for example, an average of all wheels or an average of driven wheels) by an arbitrary method may be used. A value obtained by correcting the detection value of the G sensor provided in the vehicle with respect to the gradient of the road surface may be used.

In the feedback control unit, and more particularly, as shown, the value obtained by multiplying the feedback gain K _I the deviation alpha ^*-.alpha. at multiplier m1, obtained up to that by the adder a1 Deviations are accumulated in a form that is added to the feedback control amount K _FB (previous value). Thus, as illustrated, feedback control amount K _FB is, when it is returned to the adder a1, the feedback control amount K _FB is a value obtained by integrating the value obtained by multiplying the feedback gain K _I the deviation alpha ^*-.alpha. Become. However, as described in detail later, when the target braking / driving force reaches the limit of the braking / driving force that can be generated in the braking / driving force realization system, and the target acceleration / deceleration cannot be realized in the braking / driving force realization system, or When the target braking / driving force cannot be achieved in the braking / driving force realization system, such as when the feedback control does not operate normally or when another control is executed with priority over the braking / driving force control of the present invention, the feedback control amount K _FB is a corrected value. Also, preferably, the value of the feedback gain K _I is as has been illustrated schematically, may be made of the switchable by braking-driving force realized system of devices that are currently working. Which braking / driving force realization system is currently operating may be determined based on information from the arbiter 100. Further, when the value of the feedback gain K _I can be switched, the variation guard is provided, it is preferable that the value of the feedback gain K _I is configured continuously changing as. Furthermore, an upper / lower limit guard may be provided in order to avoid that the absolute value of the feedback control amount K _FB becomes excessive. Although not shown, the feedback control unit may be further provided with a proportional device and a differentiator of the deviation α ^* −α in a normal manner.

Thus, the feedforward control amount _KFF and the feedback control amount _KFB are added by the adder a2, and the target braking / driving force Ft is determined. The series of control devices or arbiters described above may be configured as separate units, or may be arbitrarily integrated into one unit or as a single unit in which all are integrated into one. It may be configured. The characteristic configuration of the braking force control device of the present invention is realized in the target braking / driving force determination unit 114, and the configuration and operation thereof are realized in the electronic control device 50.

Braking operation Figure 3 of the driving force control device is the target deceleration in the longitudinal force control, the relationship between the actual acceleration and the target braking-driving force that shown schematically. (A) is whether or not the device of the braking / driving force realization system can achieve the target acceleration / deceleration when the target braking / driving force is converted from the target acceleration / deceleration in the target braking / driving force determination unit described above. Regardless, the feedback control amount is calculated based on the integrated value of the deviation between the target acceleration / deceleration and the actual acceleration / deceleration in the normal manner. (B) is a case where the device of the braking / driving force realizing system determines the target acceleration / deceleration. This is a case where the feedback control amount is corrected according to the teaching of the present invention when it cannot be achieved.

  First, referring to FIG. 3A, when the calculated target braking / driving force is within the range of the braking / driving force that can be generated by the braking / driving force realizing system, the generated braking / driving force is the target braking / driving force. Since it follows the force, the actual acceleration / deceleration changes following the target acceleration / deceleration (the left part in the figure). However, when the target braking / driving force reaches the limit of the braking / driving force that can be generated by the braking / driving force realization system (indicated by the one-dot chain line in the figure) and deviates from the range, the generated braking / driving force is thereafter the target braking / driving force. Therefore, there is a deviation between the actual acceleration / deceleration linked to the generated braking / driving force and the target acceleration / deceleration (middle portion in the figure). Since this deviation is not eliminated by feedback control, the accumulation of the feedback control unit is continuously executed while the actual acceleration / deceleration is away from the target acceleration / deceleration, thereby increasing the absolute value of the feedback control amount. (In the illustrated example, the feedback control amount increases to the negative side.) The target braking / driving force is further pulled away from the limit of the braking / driving force that can be generated by being pulled by the feedback control amount. Thus, when the absolute values of the feedback control amount and the target braking / driving force are increased, the target acceleration / deceleration is subsequently changed to eliminate the deviation from the actual acceleration / deceleration (at the time indicated by the vertical dotted line in the figure). However, even if the target acceleration / deceleration falls within the range where the braking / driving force realization system can be generated (above the actual acceleration / deceleration in the figure), the absolute value of the feedback control amount accumulates the deviation up to that time. Therefore, the target braking / driving force reaches the limit of the braking / driving force that can be generated with a considerable delay from the change in the target acceleration / deceleration, and the change in the generated braking / driving force and the actual acceleration / deceleration is also delayed. (Right part in the figure). In addition, since the change in the actual acceleration / deceleration cannot follow the change in the target acceleration / deceleration, this time, a large deviation occurs in the opposite direction between the target acceleration / deceleration and the actual acceleration / deceleration. As a result, a reverse feedback control amount is generated. If such a phenomenon occurs, control hunting is likely to occur, and the driver may feel a delay in the response of braking / driving force, which may impair the ride comfort and comfort of the driver. .

In order to avoid such a phenomenon, in the braking / driving force control device of the present invention, the target acceleration / deceleration cannot be achieved by the braking / driving force realization system (calculated from the feedforward control amount _KFF and the feedback control amount _KFB). In the case where the target braking / driving force Ft exceeds the range of the braking / driving force that can be generated by the driving force realization system, the limit value of the range of braking / driving force that can generate the target braking / driving force Ft (or the range that can be generated) And the feedback control amount K _{FB up} to that time is (target braking / driving force Ft) − (feed forward control amount K _FF )
And the configuration of the feedback control unit is modified so that this value is used as the feedback control amount K _FB (previous value) and returned to the adder a1.

  FIG. 3B shows a case where the feedback control unit is corrected. Referring to the figure, after reaching the limit of the braking / driving force that can be generated within the range of the braking / driving force that can be generated as depicted in the left part of the diagram, the target When a braking / driving force with a stronger acceleration / deceleration is required, the target braking / driving force is reset to the limit of the braking / driving force that can be generated (preferably a value that slightly exceeds the limit) (in the figure, Middle part). The target braking / driving force can be generated while the target acceleration / deceleration deviates from the range of the actual acceleration / deceleration that can be achieved by the realization system (while the braking / driving force realization system cannot achieve the target acceleration / deceleration). It can be moved along the limit of braking / driving force. After that, when the target acceleration / deceleration changes and reaches the actual acceleration / deceleration (on the achievable limit value) (at the vertical dotted line in the figure), the target braking / driving force is Without being affected by the deviation from the actual acceleration / deceleration, it is determined by the deviation between the target acceleration / deceleration and the actual acceleration / deceleration at that time, and the target braking / driving force that roughly matches the limit of the braking / driving force that can be generated at that time. Therefore, the target braking / driving force changes quickly within the range of the braking / driving force that can be generated in conjunction with the target acceleration / deceleration, and the generated braking force and the actual acceleration / deceleration also change following this. . In this case, a large deviation does not occur between the target acceleration / deceleration and the actual acceleration / deceleration in the opposite direction. Thus, the accumulation of the deviation between the target acceleration / deceleration and the actual acceleration / deceleration when the target acceleration / deceleration deviates from the range that can be achieved by the realization system is avoided, and the problems such as delays in control response are eliminated. Will be.

In the braking / driving force control device according to the embodiment of the present invention, preferably, in addition to the correction of the feedback control amount as described above, the braking / driving force realizing system generates the target braking / driving force by the braking / driving force control. A state that cannot be achieved, for example, another control that should be executed in preference to braking / driving force control such as ABS control, VSC, TRC, etc. When it is detected that the actual acceleration / deceleration cannot be accurately detected or calculated, such as when there is a failure in the speed sensor or its communication path, or when the vehicle is running on a chassis stand in a factory or the like The addition of the deviation term between the target acceleration / deceleration and the actual acceleration / deceleration in the adder a1 in FIG. 2 (B) is stopped. Accordingly, when any of the above conditions is detected, the feedback control amount K _FB is fixed. Further, as described in connection with FIG. 2 (B), the preferably, the feedback gain K _I, which is multiplied by the deviation between the target acceleration and the actual acceleration is operated to have realized system of the apparatus Thus, the magnitude of the feedback control amount (the absolute value thereof) is set to suit the realization system that is operating.

FIG. 4 shows the calculation of the target braking / driving force from the target acceleration / deceleration given from the arbiter 112 in the target braking / driving force determination unit 114 of the braking / driving force control device of the present invention incorporating the correction of the feedback control as described above. The control process up to is shown in the form of a flowchart. The control process of FIG. 4 is repeated at a predetermined cycle while the braking / driving force control is performed or at least one of the various control devices of the request system operates and the device of the braking / driving force realization system operates. . Once the control is started, various parameters such as target acceleration / deceleration α * and actual acceleration / deceleration α required to calculate the feedforward control amount, feedback control amount, and feedback gain setting described below Is read (step 10). When the signal is read, first, the feedforward control amount _KFF is calculated (step 15). As shown in FIG. 2B, the feedforward control amount may be calculated by an arbitrary method based on the target acceleration / deceleration α *, the weight M of the vehicle, the road surface gradient θ, and the running resistance R. The vehicle weight M and the road surface gradient θ may be detected or estimated by an arbitrary method.

Next, the feedback control amount K _FB is determined as follows. First, it is determined whether or not the braking / driving force realizing system is in a state where the target braking / driving force can be achieved by the present braking / driving force control (step 20). When another control to be executed in preference to the braking / driving force control, such as control of the slip amount of any wheel of the vehicle such as ABS control, VSC, TRC, or the like is operating, the acceleration / deceleration sensor or its communication The braking / driving force achievement system achieves the target braking / driving force when there is a failure in the route, when the vehicle is running on a chassis stand in the factory, or when the vehicle is stopped. It may be determined that it is not possible. These determinations may be made by receiving signals from various control devices different from the control device of the present invention and detecting whether or not another control is executed and detecting that the sensor is in an invalid state. When the longitudinal force realized system is determined to not achieve the target braking-driving force, it is at its control cycle, without calculation of the feedback control amount K _FB, feed forward control amount K _FF and the feedback control amount Addition with K _FB is executed to determine the target braking / driving force Ft (step 25). Therefore, in this case, the value of the feedback control amount K _FB is stored as it is.

On the other hand, when the longitudinal force realized system is determined to achieve the target braking-driving force, setting of the feedback gain K _I is made (step 30). As already mentioned, is at the control of the present invention, in order to account for differences in speed of response to the command implementation system of the apparatus, the value of the feedback gain K _I is determined according to the realization system currently operates The For example, when the braking / driving force realizing system includes an engine and a hydraulic brake device, an engine in which the braking / driving force is controlled by the intake air amount or the like has a slower response to the target braking / driving force command than the hydraulic brake device. The feedback gain value will be KI _engine <KI _brake (KI _engine and KI _brake are feedback gains determined in consideration of the response speeds to the control commands of the engine and brake device, respectively). Value). Further, when the braking / driving force realization system includes an engine and a motor, the engine has a slower response to the target braking / driving force command than a motor controlled by current, and therefore the value of the feedback gain is KI _engine < It would be K I _motor (K I _motor is the value of the feedback gain is determined in consideration of the speed of response to the control command of the motor.). The value of the feedback gain suitable for the individual device may be arbitrarily determined experimentally or theoretically. In the illustrated embodiment, the number of realization-type devices controlled at one time is one. For example, when the brake device is operated, the operation of the engine or motor is maintained at its minimum output. In this case, the engine or motor is operating, but control to change its operating state is not performed. Therefore, as the response speed of the generated braking / driving force to the control command, only the response speed of the brake device is considered. Good. Which realization system is currently operating may be determined by a signal from the arbiter 100.

In addition, by implementing systems of devices that operate is changed, when the switching of the value of the feedback gain K _I is made, in order to avoid that the value changes rapidly, preferably, the feedback gain K _I Limits are placed on the slope of the value change. In that case, setting the value of the feedback gain K _I, for example, it may be performed as follows. First, based on the signal from the arbiter 100, it is determined that the currently-implemented device is a certain device X, and the feedback gain value K _IX corresponding to the device is selected. Next, a difference K _IX −K _I0 between the feedback gain value K _{I0 of} the previous cycle and the value K _IX selected this time is calculated, and the difference K _IX −K _I0 and the magnitudes of the predetermined values ΔK _I and −ΔK _I are calculated. A relationship is determined. Then calculated by the following equation the value of the feedback gain K _I to be employed in the current cycle.
When K _IX −K _I0 <−ΔK _I , K _I = K _I0 −ΔK _I
When −ΔK _I <K _IX −K _I0 <ΔK _I , K _I = K _IX
When ΔK _I <K _IX −K _I0 , K _I = K _I0 + ΔK _I
According to the method of calculating, as shown in FIG. 5, the value of the feedback gain K _I is progressively changed, rapid fluctuation of the feedback control amount determined later, of the control associated with this non It becomes possible to suppress stabilization.

Thus, the feedback gain K _I for use in the present cycle is determined, by accumulating the feedback control amount of the difference alpha *-.alpha. the previous cycle of the target acceleration and the actual acceleration K _{FB (previous} value) The feedback control amount K _{FB for} this cycle is calculated as follows (step 40).
K _FB = K _FB (previous value) + K _I × M × (α * −α) × Δt
Here, M is the vehicle weight, and Δt is the time of one control cycle. Therefore, if there is no correction of the feedback control amount K _FB described later, K _FB, it becomes a value obtained by multiplying the K _I × M on the integrated value of the difference alpha *-.alpha. the target acceleration and the actual acceleration is understood It should be. In order to prevent the absolute value of the feedback control amount K _{FB from} becoming excessive, an upper / lower limit guard is provided so that the value of the feedback control amount K _FB is limited within a predetermined value range. It's okay.

When the feedforward control amount _KFF and the feedback control amount _KFB are determined, the target braking / driving force Ft is calculated as follows. (Step 50):
Ft = K _FF + K _FB
Incidentally, as the target braking-driving force Ft does not change rapidly, may be the variation guard is provided as in the case of the feedback gain K _I.

When the target braking / driving force Ft is determined, whether or not the target braking / driving force Ft deviates from the range of the braking / driving force that can be generated by the braking / driving force realization system, that is,
Target braking / driving force Ft> Generable braking / driving force upper limit Fmax (a)
And target braking / driving force Ft <lower limit of possible braking / driving force Fmin (b)
Is determined (step 60) and if equation (a) is satisfied,
Target braking / driving force Ft = upper limit Fmax of braking / driving force that can be generated (c)
If equation (b) is satisfied,
Target braking / driving force Ft = Lower limit of possible braking / driving force Fmin Fmin (d)
Then, the target braking / driving force is reset (step 70). In this regard, as already mentioned, when the target braking / driving force is “limited” to the limit of the range of braking / driving force that can be generated, the realization system is reliably or stably operated or operated at the operating limit. It is preferable. For example, in the case of an engine, it is preferable that the engine is reliably operated with the throttle fully open or fully closed. However, as will be described below, the upper and lower limits of the braking / driving force that can be generated are usually calculated by estimation, and thus the accuracy is not necessarily high. Therefore, whether or not the target braking / driving force Ft deviates from the range of the braking / driving force that can be generated by the braking / driving force realization system is determined based on the limit value of the range of the braking / driving force that can be generated. It is preferable that the determination is made based on a magnitude relationship with a value that protrudes by a predetermined amount. Therefore, preferably, instead of the above formulas (a) and (b), Ft> Fmax + δ (a ′) and Ft <Fmin−δ (b ′), respectively.
(Step 60), and in place of equations (c) and (d),
Ft = Fmax + δ (c ′)
And Ft = Fmin−δ (d ′)
Is used (step 70), where δ is a positive predetermined amount.

The upper and lower limits of the braking / driving force that can be generated may be determined by acquiring a signal from the realization system control device. As the upper limit of the braking / driving force that can be generated, an estimated value of the driving force obtained in the setting when the output of the driving system such as the engine is maximum may be employed. As a lower limit of the braking / driving force that can be generated, an estimated value of the braking / driving force obtained at the setting when the output of the driving system device is the minimum (the braking force can be generated also in the driving system device), and A sum with an estimated value of the braking force when the output of the braking system device is maximum may be employed. For example, in the case of an engine, the upper limit (lower limit) of the braking / driving force that can be generated is the engine torque, transmission gear ratio, and differential gear ratio that are estimated to occur when the throttle of the engine is fully opened (fully closed). And may be determined based on the tire load radius and the torque amplification coefficient by the torque converter, and may be estimated by the following equation, for example.
Upper limit value (lower limit value) = (torque of engine corresponding to throttle fully open (fully closed)) × (torque amplification factor) × (transmission gear ratio) × (diff gear ratio) / (tire dynamic load radius)
Among the above parameters, the torque amplification factor, the transmission gear ratio, the differential gear ratio, and the tire dynamic load radius of the torque converter may be obtained by any method for those skilled in the art. The engine torque equivalent to the throttle fully open (fully closed) is determined by calculating the engine opening torque when calculating the currently generated torque of the engine by an arbitrary method for those skilled in the art from the engine speed, throttle opening, water temperature, ignition timing, and the like. May be a torque obtained assuming that is fully open (fully closed). Further, the predetermined amount δ is experimentally set so that when the target acceleration / deceleration exceeds the range that can be generated by the braking / driving force generating device, the braking / driving force generating device is surely operated at the limit that can be generated or Theoretically, it may be set appropriately.

If it is determined in step 60 that the target braking / driving force Ft is out of the range of the braking / driving force that can be generated by the braking / driving force realization system, after resetting the target braking / driving force, Further, the feedback control amount K _FB is replaced by the following equation (step 80).
K _FB = Ft−K _FF (e)
This value is used as the feedback control amount K _FB (previous value) in the next control cycle. In the equation (e), when the equation (a) [or (a ′)] is satisfied, the target braking / driving force Ft is replaced by the equation (c) [or (c ′)]. When the expression (b) [or (b ′)] is satisfied, the target braking / driving force Ft is replaced by the expression (d) [or (d ′)], and therefore, the step 40 of the next cycle is performed. The feedback control amount K _FB is calculated by
K _FB = K _FB (previous value) + K _I × M × (α * −α) × Δt
= Fmax + δ−K _FF (previous value) + K _I × M × (α * −α) × Δt
Or = _{Fmin-δ-K FF} (previous _{value) + K I × M × (} α * -α) × Δt
It becomes. Therefore, the feedback control amount K _FB does not reflect the deviation between the target acceleration / deceleration and the actual acceleration / deceleration until the previous time or the integrated value thereof, and the feedback control amount K _FB cannot be controlled with the target acceleration / deceleration and actual acceleration / deceleration. Is accumulated. Further, the target braking / driving force Ft obtained in step 50 using this feedback control amount K _FB is
Ft ₌ K _{FF -K} FF (previous _{value) + Fmax + δ + K I} × M × (α * -α) × Δt
Or Ft = K _FF −K _FF (previous value) + Fmin−δ + K _I × M × (α * −α) × Δt
Therefore, when the target acceleration / deceleration substantially matches the actual acceleration / deceleration and then changes to a range achievable by the realization system device, the target braking / driving force changes following the target acceleration / deceleration from the limit value Fmax or Fmin. Therefore, the generated braking / driving force and the actual acceleration / deceleration change following the target braking / driving force and the target acceleration / deceleration, respectively.

  Thus, the target braking / driving force Ft determined by step 50, step 70 or step 25 is sent to the arbiter 100 (step 90), and the next control cycle is started.

  Although the above description has been made in relation to the embodiment of the present invention, many modifications and changes can be easily made by those skilled in the art, and the present invention is limited to the embodiment exemplified above. It will be apparent that the invention is not limited and applies to various devices without departing from the inventive concept.

  For example, the flowchart of FIG. 4 may be arbitrarily changed as long as the control shown in the control block diagram of FIG.

FIG. 1 is a schematic view of a vehicle on which a preferred embodiment of a braking force control device according to the present invention is mounted. FIG. 2A is a control block diagram of an electronic control device that realizes a preferred embodiment of the braking force control device according to the present invention of FIG. FIG. 2B is a control block diagram of the target braking / driving force determination unit. FIG. 3 shows an example of changes in target acceleration / deceleration, actual acceleration / deceleration, and target braking / driving force during braking / driving force control. (A) is based on normal feedback control, and (B) is feedback according to the present invention. This is when the control is corrected. The relationship is schematically shown. FIG. 4 shows a process of converting the target braking / driving force from the target acceleration / deceleration in the braking / driving force control apparatus according to the present invention in the form of a flowchart. An example of a change in feedback gain in step 30 of FIG. 4 is shown. The upper graph shows the change in the response speed (generated braking / driving force or actual acceleration / deceleration) with respect to the control command when the realization system that controls the operation is switched in the order of brake, engine, and motor. Shows the change of the feedback gain in that case.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Vehicle 20 ... Drive system device 22 ... Engine 40 ... Braking system device 46 ... Hydraulic device (braking system)
DESCRIPTION OF SYMBOLS 50 ... Electronic control apparatus 100 ... Arbiter 112 ... Request side arbiter 114 ... Target braking / driving force determination part

Claims (6)

A braking / driving force control device for controlling a target braking / driving force to be generated by the braking / driving force generating device of a vehicle having a braking / driving force generating device for generating braking / driving force,
Means for obtaining a target acceleration / deceleration to be generated in the entire vehicle;
Means for acquiring actual acceleration / deceleration occurring in the entire vehicle;
Means for calculating a feedforward control amount of the target braking / driving force based on the target acceleration / deceleration;
Means for calculating a feedback control amount of the target braking / driving force by accumulating a deviation between the target acceleration / deceleration and the actual acceleration / deceleration;
Means for calculating the target braking / driving force based on the feedforward control amount and the feedback control amount;
Further, it includes means for acquiring an upper limit and a lower limit of a braking / driving force that can be generated in the braking / driving force generator, and when the target braking / driving force exceeds an upper limit of the braking / driving force that can be generated, the target braking / driving force The force is reset to a value larger than the upper limit of the generated braking / driving force by a predetermined amount, and the feedback control amount up to that time is reset to the difference between the target braking / driving force and the feedforward control amount, When the target braking / driving force falls below the lower limit of the generateable braking / driving force, the target braking / driving force is reset to a value smaller than the lower limit of the generateable braking / driving force by a predetermined amount, and the previous An apparatus characterized by resetting a feedback control amount to a difference between the target braking / driving force and the feedforward control amount.   2. The apparatus according to claim 1, wherein when the braking / driving force generating device cannot achieve the target braking / driving force, the means for calculating the feedback control amount calculates a deviation between the target acceleration / deceleration and the actual acceleration / deceleration. An apparatus that stops accumulation and maintains the feedback control amount up to that point.   3. The apparatus according to claim 2, wherein when the braking / driving force generation device cannot achieve the target braking / driving force, the gear stage of the transmission of the vehicle is being switched, or by the braking / driving force control device. The apparatus is characterized in that the control is performed on the slip amount of any wheel of the vehicle that is executed with priority over the control.   2. The apparatus of claim 1, wherein the braking / driving force generator includes at least two braking / driving force generators, and the braking / driving force controller is selectively at least one of at least two braking / driving force generators. The feedback control amount is calculated by adding a value obtained by multiplying a deviation between the target acceleration / deceleration and the actual acceleration / deceleration by a feedback gain to the feedback control amount so far. A device for calculating a control amount, wherein the feedback gain is set higher as a response speed of the operated braking / driving force generating device to the target braking / driving force is faster. A braking / driving force control device for controlling a target braking / driving force to be generated by the braking / driving force generating device of a vehicle having a braking / driving force generating device for generating braking / driving force,
Means for obtaining a target acceleration / deceleration to be generated in the entire vehicle;
Means for acquiring actual acceleration / deceleration occurring in the entire vehicle;
Means for calculating a feedforward control amount of the target braking / driving force based on the target acceleration / deceleration;
Means for calculating a feedback control amount of the target braking / driving force by accumulating a deviation between the target acceleration / deceleration and the actual acceleration / deceleration;
Means for calculating the target braking / driving force based on the feedforward control amount and the feedback control amount;
When the braking / driving force generation device cannot achieve the target braking / driving force, the means for calculating the feedback control amount stops the accumulation of the deviation between the target acceleration / deceleration and the actual acceleration / deceleration, An apparatus characterized by holding a feedback control amount. Controlling a target braking / driving force to be generated by selectively operating at least one of the at least two braking / driving force generating devices of a vehicle having a braking / driving force generating device that generates at least two braking / driving forces. A braking / driving force control device,
Means for obtaining a target acceleration / deceleration to be generated in the entire vehicle;
Means for acquiring actual acceleration / deceleration occurring in the entire vehicle;
Means for calculating a feedforward control amount of the target braking / driving force based on the target acceleration / deceleration;
A means for calculating a feedback control amount of the target braking / driving force by accumulating a deviation between the target acceleration / deceleration and the actual acceleration / deceleration, and multiplying a deviation between the target acceleration / deceleration and the actual acceleration / deceleration by a feedback gain. Means for adding the obtained value to the previous feedback control amount to calculate the feedback control amount;
Means for calculating the target braking / driving force based on the feedforward control amount and the feedback control amount;
In the means for calculating the feedback control amount, the actuated braking / driving force is set such that the feedback gain is set higher as the response speed of the actuated braking / driving force generator to the target braking / driving force is faster. A device characterized in that the feedback gain is switched corresponding to a generator.

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