JP6010984B2 - Vehicle system vibration control device - Google Patents

Description

  The present invention relates to a vehicle system vibration control device that suppresses an estimated sprung behavior of a vehicle body during driving by correction control of driving torque.

  2. Description of the Related Art Conventionally, there is known a vehicle vibration suppression control device that adds disturbance torque estimated from wheel speed fluctuation to a driver input, estimates vehicle body vibration from a vehicle model, and controls wheel torque to suppress vehicle body vibration. (For example, refer to Patent Document 1).

JP 2009-127456 A

  However, in the conventional apparatus described in Patent Document 1, since the disturbance torque is estimated from the wheel speed fluctuation, when the wheel speed fluctuation does not necessarily coincide with the disturbance torque, the suppression effect of the vehicle body vibration cannot be expected. There was a problem.

  The present invention has been made paying attention to the above problem, and in a scene where acceleration traveling and deceleration traveling continue, it is possible to prevent control divergence due to integration of steady components included in the wheel speed signal and It is an object of the present invention to provide a vehicle system vibration control device capable of ensuring the accuracy of disturbance estimation due to included fluctuation components.

To achieve the above object, the vehicle body vibration damping control device of the present invention, the ruse Nshingu information obtained during travel of the vehicle plus the wheels and suspension to the vehicle body is damped, estimated on the body of the spring behavior estimating the sprung mass behavior of the vehicle body by using an input converter for converting applied torque or force dimension to the wheel which is the input format to the vehicle model, the torque or force to the vehicle model applied to the wheels to be used when It is assumed that a vehicle body vibration estimation unit and a torque command value calculation unit that corrects the drive torque based on the estimation result of the sprung behavior are provided.
In this vehicle system vibration control device,
The input conversion unit includes a wheel speed steady component removal processing unit that removes a steady component that does not vary from a longitudinal acceleration component of a vehicle body from a wheel speed signal from a wheel speed sensor, and a steady component from the wheel speed steady component removal processing unit. There based on fluctuation component and suspension geometry after removal comprises wheel speed suspension stroke speed from changes or body of pitching behavior, the rolling behavior, and the disturbance estimating unit for estimating one of the bounce behavior, a.
When the wheel speed steady component removal processing unit continues to generate acceleration or deceleration in the same direction in the vehicle body, and the wheel speed is also changing in the same acceleration or deceleration as the vehicle body, An acceleration state determining unit that determines that the longitudinal acceleration component is included , and a plurality of calculation preprocessing units that vary the function of removing the steady component from the wheel speed signal according to the determination result by the acceleration state determining unit , that it has a.
The acceleration state determining unit when it is determined that the state that includes the longitudinal acceleration component of the vehicle body on the wheel speed signal by said plurality of arithmetic preprocessing section, the ability to remove the stationary component from the wheel speed signal, vehicle It is set as the structure changed into a calculation pre-processing higher compared with the case where it determines with it being the state which does not contain the longitudinal acceleration component of a body.

For example, in a scene where acceleration traveling or deceleration traveling continues, if the steady component (acceleration component or deceleration component) is simply removed from the wheel speed signal with a low-order filter, the steady component that cannot be removed is integrated. If the integrated value of the components gradually increases with time, and the duration becomes longer, the vehicle system vibration control may diverge.
On the other hand, in a scene where acceleration traveling and deceleration traveling continue, the steady-state component removal function that does not vary among the longitudinal acceleration components of the vehicle body included in the wheel speed signal is changed to a high calculation pre-processing. An increase in the integrated value is suppressed, and the vehicle system vibration control is prevented from diverging.
In addition, in the scene where acceleration traveling and deceleration traveling continue, the wheel speed information output to the disturbance estimation unit is mainly based on the fluctuation component after the steady component included in the wheel speed signal is removed. The estimation accuracy of the disturbance estimated based on the wheel speed fluctuation is ensured.
As a result, it is possible to prevent control divergence due to integration of steady components included in the wheel speed signal in a scene where acceleration traveling or deceleration traveling continues, and to ensure disturbance estimation accuracy due to fluctuation components included in the wheel speed signal. Can do.

1 is an overall system configuration diagram showing an engine vehicle to which a vehicle system vibration control device of Embodiment 1 is applied. It is a control block diagram which shows the control program structure in the engine control module in the engine vehicle system of Example 1. FIG. It is a control block diagram which shows the vehicle system vibration control apparatus in the engine control module of Example 1. FIG. 6 is a schematic diagram showing that the tire is displaced in the front-rear direction when the suspension strokes in the description of the suspension stroke calculation unit of the first embodiment. FIG. 6 is a front wheel tire characteristic diagram showing a suspension stroke and a front-rear direction displacement relationship characteristic in the description of the suspension stroke calculation unit of the first embodiment. FIG. 6 is a rear wheel tire characteristic diagram showing a suspension stroke and a longitudinal displacement relationship characteristic of the rear wheel tire in the description of the suspension stroke calculation unit of the first embodiment. It is a calculation block diagram which shows the wheel speed steady component removal process part which has in the input conversion part of Example 1. FIG. It is a vehicle model figure which shows what represented the vehicle model which has in the vehicle body vibration estimation part of Example 1 graphically. FIG. 3 is a gain block diagram illustrating an internal configuration of a regulator and tuning unit according to the first embodiment. It is a gain function explanatory view showing the function of the regulator gain of the regulator & tuning unit of the first embodiment. It is explanatory drawing of the basic effect | action of vehicle structure vibration control, and shows the driving condition (a), the time chart (b) of an axle torque characteristic, and the time chart (c) of a pitch angular velocity characteristic. It is a flowchart which shows the flow of the vehicle structure vibration control process performed in the engine control module of Example 1. FIG. It is a principle explanatory view showing basic principles of “improvement of steering response”, “suppression of load fluctuation”, and “suppression of roll speed”, which are the effects aimed at the vehicle system vibration control of the first embodiment. It is a logic block diagram which shows the logic detail of the vehicle structure vibration control of Example 1. FIG. Pitch rate (no control) / steering input / control command value (= drive torque command value) / pitch rate (after control) representing the effect realized during steering in the engine vehicle equipped with the vehicle system vibration control device of the first embodiment It is a time chart showing contrast characteristics of yaw rate (after control) and roll rate (after control). It is a contrast characteristic figure which shows contrast with the characteristic (a) by the wheel speed steady component removal process of a comparative example, and the characteristic (b) by the wheel speed steady component removal process of Example 1. FIG.

  Hereinafter, the best mode for realizing a vehicle system vibration control device of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
The configuration in the first embodiment includes the following: “overall system configuration”, “internal configuration of engine control module”, “input conversion unit configuration of vehicle system vibration control device”, “vehicle body vibration estimation unit configuration of vehicle system vibration control device”, “ The description will be divided into “the torque command value calculation unit configuration of the vehicle system vibration control device”.

[Overall system configuration]
FIG. 1 is an overall system configuration diagram illustrating an engine vehicle to which the vehicle system vibration control device of the first embodiment is applied. The overall system configuration will be described below with reference to FIG.
Here, “vehicle system vibration control” has a function of suppressing vehicle body vibration by appropriately controlling the drive torque by the vehicle actuator (“engine 106” in the first embodiment) in accordance with the vibration of the vehicle body. Refers to control. In the vehicle system vibration control of the first embodiment, the effect of improving the yaw response at the time of steering, the effect of improving the linearity at the time of steering, and the effect of suppressing the roll behavior are also obtained.

  As shown in FIG. 1, the engine vehicle to which the vehicle system vibration control device of the first embodiment is applied is a rear wheel drive vehicle by manual shift, and includes an engine control module (ECM) 101 and an engine 106. Yes.

  The engine control module 101 (hereinafter referred to as “ECM101”) performs drive torque control of the engine 106. This ECM101 is connected to the steering wheel 110 and signals from wheel speed sensors 103FR, 103FL, 103RR, 103RL connected to the left and right front wheels 102FR, 102FL (driven wheel) and the left and right rear wheels 102RR, 102RL (drive wheel). A signal from the steering angle sensor 111 is input. Further, a signal from the brake stroke sensor 104 that detects the driver operation amount to the brake pedal and a signal from the accelerator opening sensor 105 that detects the driver operation amount to the accelerator pedal are input. A torque command value for driving the engine 106 is calculated according to these input signals, and the torque command value is sent to the engine 106.

  The engine 106 generates a drive torque according to the torque command value from the ECM 101, and the generated drive torque is increased / decreased by the MT transmission 107 according to the shift operation of the driver. The drive torque changed by the MT transmission 107 is further changed by the shaft 108 and the differential gear 109 and transmitted to the left and right rear wheels 102RR and 102RL to drive the vehicle.

[Internal configuration of engine control module]
The vehicle structure vibration control device is configured in the form of a control program in the ECM 101, and FIG. 2 shows a block configuration representing the control program in the ECM 101. Hereinafter, the internal configuration of the ECM 101 will be described with reference to FIG.

  As shown in FIG. 2, the ECM 1101 includes a driver request torque calculation unit 201, a torque command value calculation unit 202, and a vehicle system vibration control device 203.

  The driver request torque calculation unit 201 inputs the brake operation amount information by the driver from the brake stroke sensor 104 and the accelerator operation amount information by the driver from the accelerator opening sensor 105, and calculates the driver request torque.

  The torque command value calculation unit 202 includes a torque command value obtained by adding the correction torque value from the vehicle system vibration control device 203 to the driver request torque from the driver request torque calculation unit 201, and other in-vehicle systems (for example, VDC and TCS). Etc.) is input. Based on the input information, a drive torque command value for the engine 106 is calculated.

  The vehicle system vibration control device 203 has a three-part configuration including an input conversion unit 204, a vehicle body vibration estimation unit 205, and a torque command value calculation unit 206. The input conversion unit 204 converts sensing information from the vehicle acquired during traveling into wheel input. The vehicle body vibration estimation unit 205 estimates the sprung behavior of the vehicle body using each wheel input from the input conversion unit 204 and the vehicle model. The torque command value calculation unit 206 suppresses the sprung behavior of the vehicle body based on the sprung behavior state quantity (bounce speed, bounce amount, pitch speed, pitch angle) of the vehicle body estimated by the vehicle body vibration estimation unit 205. The correction torque value is calculated.

[Configuration of input converter of vehicle system control device]
FIG. 3 shows a block configuration showing in detail the interior of the vehicle system vibration control device 203. Hereinafter, based on FIGS. 3 to 7, the configuration of the input conversion unit 204 in the three-part vehicle system vibration control device 203 will be described.

  The input conversion unit 204 converts the sensing information from the vehicle into an input format (specifically, a torque or force dimension applied to the wheels) to the vehicle model 307 used in the subsequent vehicle body vibration estimation unit 205. As shown in FIG. 3, the input conversion unit 204 includes a drive torque conversion unit 301, a suspension stroke calculation unit 302 (disturbance estimation unit), a vertical force conversion unit 303, a vehicle body speed estimation unit 304, and a turning behavior estimation. A unit 305, a turning resistance calculating unit 306, and a wheel speed steady component removal processing unit 316.

  The drive torque converter 301 adds the gear ratio to the driver request torque and converts the engine end torque to the drive shaft end torque Tw. The gear ratio is calculated from the ratio between the wheel speed (the average left and right rotational speed of the drive wheel) and the engine speed. This gear ratio is the total gear ratio of the MT transmission 107 and the differential gear 109.

The suspension stroke calculation unit 302 calculates the suspension stroke speed and the suspension stroke amount based on the wheel speed information after the steady component removal process. When the suspension strokes, as shown in FIG. 4, the tire also has a displacement in the front-rear direction, and this relationship is determined by the geometry of the vehicle suspension. This is illustrated in FIGS. 5 and 6. FIG. By linearly approximating this relationship and assuming that the coefficient of vertical displacement relative to the longitudinal displacement is KgeoF and KgeoR for the front and rear wheels, respectively, the vertical displacements Zf and Zr of the front and rear wheels are expressed by the following equations with respect to the tire longitudinal positions xtf and xtr. It becomes a relationship.
Zf = KgeoF xtf
Zr = KgeoR xtr
Differentiating the above equation yields the equation of tire longitudinal speed and vertical velocity, so the suspension stroke speed and suspension stroke amount are calculated using this relationship.

  In the vertical force conversion unit 303, the spring coefficient and the damping coefficient are added to the suspension stroke speed and the suspension stroke amount calculated by the suspension stroke calculation unit 302, respectively, and the sum is taken to obtain the front wheel vertical force Ff and the rear wheel. Convert to vertical force Fr.

  The vehicle body speed estimation unit 304 outputs the wheel speed average value of the driven wheels 102FR and 102FL as the vehicle body speed V in the wheel speed information.

  In the turning behavior estimation unit 305, the vehicle body speed V from the vehicle body speed estimation unit 304 and the steering angle from the steering angle sensor 111 are input, the tire turning angle δ is calculated from the steering angle, and a well-known linear two-wheel model Is used to calculate the yaw rate γ and the vehicle body slip angle βv.

The turning resistance calculation unit 306 inputs the yaw rate γ, the vehicle body slip angle βv, and the tire turning angle δ from the turning behavior estimation unit 305, and calculates a front wheel turning resistance force Fcf and a rear wheel turning resistance force Fcr by driver steering. . That is, based on the yaw rate γ, the vehicle body slip angle βv, and the tire turning angle δ, the tire slip angles βf and βr of the front and rear wheels, which are tire side slip angles, are calculated using the following equations.
The front tire slip angle βf and the rear tire slip angle βr are
βf = βv + lf ・ γ / V-δ
βr = βv−lr ・ γ / V
It is calculated by the following formula. Here, lf and lr are distances from the center of gravity of the vehicle body to the front and rear axles.
Then, the tire lateral forces Fyf and Fyr of the front and rear wheels are calculated from the product of the tire slip angles βf and βr of the front and rear wheels and the cornering powers Cpf and Cpr of the front and rear wheels. Further, the front wheel turning resistance force Fcf and the rear wheel turning resistance force Fcr are calculated from the product of the tire slip angles βf and βr of the front and rear wheels and the tire lateral forces Fyf and Fyr of the front and rear wheels.

  As shown in FIG. 7, the wheel speed steady component removal processing unit 316 is provided between the wheel speed sensors 103FR, 103FL, 103RR, 103RL and the suspension stroke calculation unit 302 (disturbance estimation unit). Then, an acceleration state determination unit 316a that determines whether or not the vehicle body longitudinal acceleration component is included in the wheel speed signal, a first calculation preprocessing unit 316b and a second calculation preprocessing unit 316c for the wheel speed signal A calculation preprocessing unit), and a wheel speed information generation unit 316d that generates wheel speed information based on the acceleration state determination and the calculation preprocessing. The wheel speed steady component removal processing unit 316 has a function of removing the steady component of longitudinal acceleration from the wheel speed signal when the wheel speed signal includes the longitudinal acceleration component of the vehicle body, and includes the longitudinal acceleration component of the vehicle body. It is set as the structure changed to a high calculation pre-processing compared with the case of no state. Hereinafter, the detailed configuration of the wheel speed steady component removal processing unit 316 will be described.

  The acceleration state determination unit 316a determines that the vehicle speed acceleration signal includes the longitudinal acceleration component of the vehicle body when the acceleration or deceleration in the same direction continues in the vehicle body. As shown in FIG. 7, the acceleration state determination unit 316a includes a four-wheel average value calculation unit 316e, a differentiator 316f, a pseudo-integrator 316g, a reset determination unit 316h, and a priority calculation processing unit 316i. Have.

  The four-wheel average value calculation unit 316e calculates four-wheel average wheel speed values based on wheel speed signals from the wheel speed sensors 103FR, 103FL, 103RR, and 103RL.

  The differentiator 316f calculates the wheel acceleration (= the longitudinal acceleration component of the vehicle body) by time-differentiating the wheel speed average value from the four-wheel average value calculation unit 316e.

  The pseudo-integrator 316g calculates the integrated value of the longitudinal acceleration component of the vehicle body and the time (= time integrated value of the longitudinal acceleration) from the differentiator 316f, and calculates the integration operation and sets the time constant to the integrator. It is provided as a pseudo-integral that deletes old information.

  When the pseudo-integrator 316g calculates the integrated value of the longitudinal acceleration component and time of the vehicle by the pseudo-integrator 316g, when the direction of the longitudinal acceleration of the vehicle is switched by reversing the sign of the acceleration, the pseudo-integrator 316h The integrated value calculated from 316g is reset (integrated value = 0).

The priority calculation processing unit 316i continuously changes the priority of the outputs from the first calculation preprocessing unit 316b and the second calculation preprocessing unit 316c in accordance with the integrated value from the pseudo integrator 316g.
Specifically, an integrated value-weight coefficient map (calculation formula) having a first weight coefficient characteristic and a second weight coefficient characteristic is prepared. The first weighting factor characteristic is 1 until the integrated value is i1, becomes smaller as the integrated value becomes larger from i1, and becomes 0 when the integrated value becomes i2 or more. The second weight coefficient characteristic is 0 until the integrated value reaches i1, increases as the integrated value increases from i1, and becomes 1 when the integrated value becomes i2 or more. By gradually changing the first weighting coefficient and the second weighting coefficient according to the magnitude of the integrated value, the priority levels of the outputs from the first calculation preprocessing unit 316b and the second calculation preprocessing unit 316c are continuously set. Change.

  The first computation preprocessing unit 316b has a high-pass filter processing function for removing low-order steady components from the wheel speed signal. The first calculation preprocessing unit 316b is mainly used in a scene where acceleration / deceleration does not continuously occur, and uses a low-order filter 316j that has high stability and low calculation load.

  The second calculation preprocessing unit 316c has a high-pass filter processing function for removing higher-order steady components from the wheel speed signal. The second computation preprocessing unit 316c is mainly used in a scene where acceleration / deceleration continues, and since the low-order filter 316j alone cannot remove the steady component, the low-order filter 316j and the high-order filter 316k Use in combination.

When the wheel speed signal includes the longitudinal acceleration component of the vehicle body, the wheel speed information generation unit 316d gives priority to the output of the second calculation preprocessing unit 316c having a high-order high-pass filter processing function, and the wheel speed signal , The output of the first computation preprocessing unit 316b having a low-order high-pass filter processing function is prioritized.
As shown in FIG. 7, the wheel speed information generation unit 316d includes a first integrator 316p that multiplies the output from the first calculation preprocessing unit 316b by a first weighting factor, and a second calculation preprocessing unit 316c. A second accumulator 316q that multiplies the output by a second weighting factor, and an adder 316r that adds the value of the first accumulator 316p and the value of the second accumulator 316q. That is, the wheel speed information generating unit 316d multiplies the output from the first calculation preprocessing unit 316b by the first weighting factor and the output from the second calculation preprocessing unit 316c by the second weighting factor. The wheel speed information is gradually changed by adding the combined values.

[Configuration of vehicle vibration estimation unit of vehicle system vibration control device]
FIG. 3 shows a block configuration showing in detail the interior of the vehicle system vibration control device 203. Hereinafter, the configuration of the vehicle body vibration estimation unit 205 in the three-part vehicle system vibration control device 203 will be described with reference to FIGS. 3 and 8.

  The vehicle body vibration estimation unit 205 includes a vehicle model 307 (also referred to as “vibration model”), as shown in FIG. The vehicle model 307 is represented by a vertical motion equation and a pitching motion equation obtained by modeling an actual vehicle (vehicle body, front wheel suspension, rear wheel suspension, etc.) on which the system is mounted. Then, the drive shaft end torque Tw, the front and rear wheel vertical forces Ff and Fr, and the front and rear wheel turning resistance forces Fcf and Fcr calculated by the conversion process in the input conversion unit 204 are input to the vehicle model 307. Thereby, an estimated value by the vehicle model 307 of the sprung behavior state quantity (bounce speed, bounce quantity, pitch speed, pitch angle) of the vehicle body is calculated.

[Configuration of torque command value calculation unit of vehicle system vibration control device]
FIG. 3 shows a block configuration showing in detail the interior of the vehicle system vibration control device 203. Hereinafter, the configuration of the torque command value calculation unit 206 in the three-part vehicle system vibration control device 203 will be described with reference to FIGS. 3, 9, and 10.

  As shown in FIG. 3, the torque command value calculation unit 206 includes a regulator & tuning unit 308, 309, 310, a limit processing unit 311, a bandpass filter 312, a non-linear gain amplification unit 313, a limit processing unit 314, and an engine torque. A conversion unit 315.

The regulator & tuning unit 308, 309, 310 performs regulator processing for each behavior to be controlled on the sprung behavior state amount (bounce speed, bounce amount, pitch speed, pitch angle) of the vehicle body calculated by the vehicle body vibration estimation unit 205. Then, the tuning gains for weighting these are integrated, and the total sum thereof is calculated to calculate a correction torque value necessary for control.
This regulator & tuning unit 308, 309, 310 has a regulator gain that minimizes the behavior for each of the "Spring Behavior by Torque Input", "Spring Behavior by Disturbance", and "Spring Behavior by Steering", which are control targets. And tuning gain as an adjustment allowance.

The regulator gain is set as follows.
As shown in FIG. 9, Trq-dZv gain (bounce speed gain) and Trq-dSp gain (pitch speed gain) are set for “sprung behavior by torque input”.
As shown in Fig. 9, for the "sprung behavior due to disturbance", Ws-SF gain (front / rear balance gain), Ws-dSF gain (front / rear balance change speed gain), and Ws-dZv gain (bounce speed gain). ) And Ws-dSp gain (pitch speed gain).
As shown in FIG. 9, a Str-dWf gain (front wheel load change speed gain) and a Str-dWr gain (rear wheel load change speed gain) are set for “sprung behavior by steering”.

The function of each gain will be described.
The regulator gains of the regulator & tuning units 308 and 309 contribute to the stabilization of the load as shown in FIG. That is, the Trq-dZv gain suppresses the bounce speed, and the Trq-dSp gain suppresses the pitch speed. Ws-SF gain suppresses longitudinal load change, Ws-dSF gain suppresses longitudinal load change speed, Ws-dZv gain suppresses bounce speed, and Ws-dSp gain suppresses pitch speed. .
On the other hand, each regulator gain of the regulator & tuning unit 310 contributes to the addition of a load as shown in FIG. That is, the Str-dWf gain adds the front wheel load, and the Str-dWr gain suppresses the rear wheel load fluctuation.

  Then, if the value obtained by adding the regulator gain to the sprung behavior state quantity of the vehicle body is subtracted from the driving torque of the vehicle, the state quantity (bounce speed, bounce quantity, pitch speed, pitch angle) is in an equilibrium state (here, It works in the direction where vibration stops. Therefore, the sum of values obtained by adding the regulator gain to the sprung behavior state quantity of the vehicle body is used as the correction torque value, and this is added to the drive torque command value.

The tuning gain is set for each regulator gain. That is, as shown in FIG. 9, the tuning gain K1 for the Trq-dZv gain, the tuning gain K2 for the Trq-dSp gain, the tuning gain K3 for the Ws-SF gain, and the tuning gain K4, Ws for the Ws-dSF gain. -Set tuning gain K5 for dZv gain, tuning gain K6 for Ws-dSp gain, tuning gain K7 for Str-dWf gain, and tuning gain K8 for Str-dWr gain.
This is because if the value corrected by the regulator gain is used as the torque command value as it is, the front and rear G fluctuations may cause a sense of incongruity due to fluctuations in the drive torque, and the target steering response is improved and the roll behavior is positive. This is because control may not be realized.

  Therefore, the tuning gains K1 to K6 are set to values in the positive direction that suppress vibrations and values that are included in the front and rear G fluctuation range that does not give a sense of incongruity. The tuning gains K7 and K8 are set to values in the negative direction that promotes vibration and within the front-to-back G fluctuation range that does not give a sense of incongruity. By adding the sum of values obtained by integrating these tuning gains K1 to K8 to the vehicle drive shaft, the front and rear wheel loads can be stabilized and the tire performance can be sufficiently exhibited. At the time of steering, a load is added to the front wheels to improve the steering response and realize a gentle roll behavior.

  Note that the tuning gains K1 to K8 are weighting adjustment allowances, and by changing the initial setting values according to the applied vehicle, it is possible to provide compatibility with the vehicle type. Furthermore, if the tuning gains K1 to K8 can be changed while driving, the control effects that you want to achieve especially depending on the driving conditions, etc., by adjusting the tuning gains K1 to K8 appropriately according to the driving conditions and driver operating conditions, etc. Can be emphasized.

  The limit processing unit 311 and the band-pass filter 312 perform drive system resonance countermeasure limit processing and filter processing on the correction torque values calculated by the regulator & tuning units 308, 309, and 310.

  The limit processing unit 311 performs a maximum value limiting process on the absolute value of the correction torque value as a countermeasure for the drive system resonance with respect to the sum of the values obtained by integrating the tuning gains K1 to K8 (correction torque value). The torque is limited to a range that is not perceived as G fluctuation.

  The band-pass filter 312 extracts the sprung vibration component of the vehicle body and removes the drive system resonance frequency component so as to suppress the sprung resonance as a countermeasure for the drive system resonance as in the limit processing unit 311. The reason for this is that in an actual vehicle, particularly an engine vehicle, when a vibration component is inadvertently added to the drive torque, vibration that interferes with the drive system resonance may be generated. In addition, an engine vehicle or the like is necessary because there is a possibility that the expected control effect cannot be sufficiently obtained because of poor response to the drive torque command and a dead zone.

  The non-linear gain amplifying unit 313 is used in the vicinity of the correction torque value positive / negative switching region (= actuator dead zone region) as a countermeasure against the response of the actuator (engine 106) to the correction torque value output from the bandpass filter 312. Amplify the correction torque value.

  The limit processing unit 314 performs a final limit process on the corrected torque value output from the nonlinear gain amplification unit 313 after the amplification process.

  The engine torque conversion unit 315 converts the corrected torque value after the limit processing from the limit processing unit 314 into an engine end torque value corresponding to the gear ratio, and outputs this as a final correction torque value.

Next, the operation will be described.
The functions of the vehicle system vibration control device of the first embodiment are as follows: “Basic system vibration control function”, “Car system vibration control processing function”, “Scenes and effects aiming at performance improvement by vehicle system vibration control”, “Car system vibration control” The vibration control logic and vehicle system vibration control effect ”and“ wheel speed information generation operation in different driving scenes ”will be described separately.

[Basic action of vehicle system vibration control]
In vehicle system vibration control by driving torque, it is necessary to grasp in detail what mechanism controls the sprung behavior of the vehicle body. Hereinafter, based on FIG. 11, the basic operation of the vehicle system vibration control that reflects this will be described.

First, the vehicle system vibration control is a control aimed at stabilizing the load and improving the turning performance by suppressing the change speed of the vehicle body behavior due to torque fluctuation or disturbance by correcting the engine torque.
Therefore, as a specific running situation, as shown in FIG. 11 (a), for example, a case where the vehicle starts and accelerates from a stop, enters a constant speed state, and then decelerates and stops.
When starting and accelerating from the stop, the driving torque rapidly increases, so that a load movement occurs in which the wheel load of the rear wheel increases and the wheel load of the front wheel decreases, and the vehicle body behavior becomes a nose up in which the front side of the vehicle body is lifted. At this time, as shown in FIGS. 11 (a) and 11 (b), when the driving torque to the rear wheels, which are the driving wheels, is reduced, a nose-down behavior occurs in which the front side of the vehicle body sinks as during deceleration, The nose-up due to load movement and the nose-down due to torque-down cancel each other, and the body behavior is stabilized.

In a steady state where the vehicle enters a constant speed state after starting, control of correcting the driving torque is not performed because the vehicle body behavior is stable. After that, when the vehicle is decelerated and stopped by performing a brake operation or the like, a load movement occurs in which the wheel load of the rear wheel decreases and the wheel load of the front wheel increases due to a sudden decrease in the drive torque. It becomes a nose down where the front side of the body sinks. At this time, as shown in FIGS. 11 (a) and 11 (b), when the driving torque to the rear wheel, which is the driving wheel, is increased, a nose-up behavior in which the front side of the vehicle body is lifted as during acceleration occurs. The nose-down due to movement and the nose-up due to torque-up cancel each other, and the vehicle behavior becomes stable.
Therefore, when looking at the change in the pitch angular velocity of the vehicle body, as shown in FIG. 11 (c), the pitch angular velocity of the vehicle body can be kept small in the case of vibration suppression as compared to the case of no vibration suppression.

[Car system vibration control processing action]
FIG. 12 is a flowchart showing a vehicle structure vibration control process executed by the engine control module 101 of the first embodiment. Hereinafter, the vehicle system vibration control processing operation will be described with reference to FIG. In the vehicle system vibration control, the flow of processing that sequentially proceeds from step S1401 to step S1422 is executed every predetermined control cycle.

  When the vehicle system vibration control process is started, the driver request torque is calculated by the driver request torque calculation unit 201 in step S1401. In the next step S1402, the drive torque converter 301 adds the gear ratio to the driver request torque, and converts the unit from the engine end torque to the drive shaft end torque Tw. In the next step S1403, the wheel speed steady component removal processing unit 316 performs wheel speed steady component removal processing from the wheel speed signal by the wheel speed sensors 103FR, 103FL, 103RR, and 103RL. In the next step S1404, the suspension stroke calculation unit 302 calculates the suspension stroke speed and the suspension stroke amount based on the wheel speed information after the removal process. In the next step S1405, the vertical stroke converting unit 303 converts the suspension stroke speed and the suspension stroke amount into the front and rear wheel vertical forces Ff and Fr. In the next step S1406, the steering angle is detected by the steering angle sensor 111. In the next step S1407, the vehicle body speed V is calculated by the vehicle body speed estimation unit 304. In the next step S1408, the turning behavior estimation unit 305 calculates the yaw rate γ and the vehicle body slip angle βv (= vehicle body side slip angle). In the next step S1409, the turning resistance calculating unit 306 calculates front and rear tire slip angles βf, βr (tire slip angles). In the next step S1410, the turning resistance force calculation unit 306 calculates front and rear tire lateral forces Fyf and Fyr. In the next step S1411, the turning resistance calculation unit 306 calculates front and rear wheel turning resistance forces Fcf and Fcr. The above processing is performed up to the input conversion unit 204.

  In the next step S1412, the vehicle body vibration estimation unit 205 inputs the drive shaft end torque Tw, the front and rear wheel vertical forces Ff and Fr, and the front and rear wheel turning resistance forces Fcf and Fcr to the vehicle model 307, thereby Behavioral state quantities (bounce speed, bounce quantity, pitch speed, pitch angle) are calculated. In the next step S1413, for example, the tuning gains of the regulator & tuning units 308, 309, 310 are changed according to the vehicle speed. In the next step S1414, the regulator & tuning unit 308 calculates a correction torque value A that suppresses vibration due to the driver request torque. In the next step S1415, the regulator & tuning unit 309 calculates a correction torque value B that suppresses vibration due to disturbance. In the next step S1416, the regulator & tuning unit 310 calculates a correction torque value C that amplifies front and rear load fluctuations due to steering. In the next step S <b> 1417, a corrected torque value based on the sum of the corrected torque value A, the corrected torque value B, and the corrected torque value C is output.

  In the next step S1418, the limit processing unit 311 performs drive system resonance countermeasure limit processing on the correction torque value. In the next step S1419, the bandpass filter 312 performs a filter process for removing the drive system resonance component on the correction torque value. In the next step S1420, nonlinear gain processing for amplifying the correction torque value in the vicinity of the positive / negative switching region is performed in the nonlinear gain amplifying unit 313. In the next step S1421, the limit processing unit 314 performs final limit processing on the corrected torque value after amplification processing. In the next step S1422, the engine torque conversion unit 315 converts the drive shaft end correction torque value into an engine end correction torque value, which is output as the final correction torque value. This process is repeated every control cycle.

[Scenes and effects aimed at improving performance through vehicle system vibration control]
The scene and effect aiming at performance improvement by the vehicle structure vibration control process of the first embodiment by the above-described vehicle structure vibration control process will be described with reference to FIG.

The scene aiming at performance improvement by the vehicle system vibration control of Example 1 and the effect are as follows:
(a) To obtain a stable linear turning performance with a gentle roll and good linearity in lane changes and scenes such as S-shaped roads.
(b) To obtain stable cruising performance of the vehicle due to the lack of correction steering and good pitch damping in scenes such as high-speed cruising.
It is in.

  To achieve the above (a), it is necessary to “improve the steering response” and “suppress the roll speed”, and to achieve the above (b), it is necessary to “suppress the load fluctuation”. Hereinafter, the reason why these effects can be realized by the vehicle system vibration control will be described with reference to FIG.

  As shown in FIG. 13, “improvement of the steering response” means that when the vehicle is decelerated = torque-down during steering, the front wheel load increases, the cornering power Cp of the front tire increases, and the tire lateral force increases. The steering response is improved. That is, the cornering power Cp is increased by increasing the wheel load at the time of steering by using a load-dependent characteristic that increases as the wheel load increases.

  As shown in FIG. 13, for example, when nose-up behavior occurs, when “deceleration = torque-down” is performed, “inhibition of load fluctuation” causes movement in the opposite phase to the vehicle body vibration (nose-down). The load fluctuation is suppressed by canceling the load fluctuation. On the other hand, when nose-down behavior occurs, if acceleration = torque up is performed, motion in the opposite phase to the vehicle body vibration (nose-up) occurs, and load fluctuation is suppressed by offsetting the load fluctuation. The load fluctuation is suppressed both when the vibration (load fluctuation) is generated by the driver input and when the vibration (load fluctuation) is generated by the road surface disturbance. That is, when the pitch behavior due to the torque fluctuation and the road surface disturbance is estimated, “load fluctuation suppression” is realized with the driving torque having the opposite phase to the estimated pitch behavior.

  As shown in FIG. 13, “roll speed reduction” improves the linearity of yaw rate by the above-described “improvement of steering response” and “suppression of load fluctuation”. Therefore, the lateral G change is gentle in proportion to the yaw rate, the peak value of the roll rate is reduced, and the roll speed is suppressed. That is, “inhibition of roll speed” is realized by combining “improvement of steering response” and “inhibition of load fluctuation”.

  Therefore, at the time of steering, the yaw response is improved by actively promoting the nose-down behavior so that the front wheel load increases, and at the same time, the extra vibration component is suppressed, thereby ensuring the linearity. And since the sudden change of the horizontal G is suppressed by performing these controls simultaneously, the effect (a) aimed at by this control that can suppress the roll rate can be realized.

  On the other hand, when cruising on a straight road without steering, the pitch behavior due to torque fluctuation and road surface disturbance is estimated, and by applying a driving torque in the opposite phase to the estimated pitch behavior, load fluctuation is suppressed and the vehicle is stabilized. The effect (b) aimed by this control to obtain cruise performance can be realized.

[Vehicle structure vibration control logic and vehicle structure vibration control effect]
The vehicle structure vibration control logic and the vehicle structure vibration control effect of the first embodiment that achieve the performance improvement effect and the effect of the vehicle structure vibration control will be described with reference to FIGS.

  First, as shown in FIG. 14, the logic of the vehicle system vibration control of the first embodiment includes the drive shaft end torque Tw (driver required torque), the front wheel vertical force Ff, the rear wheel vertical force Fr, the front wheel turning resistance force Fcf, the rear The wheel turning resistance force Fcr is input to the vehicle model 307. Thereby, the bounce speed, the bounce amount, the pitch speed, and the pitch angle, which are the sprung behavior state quantities of the vehicle body, are calculated.

  Then, as shown in FIG. 14, each of the sprung behavior state quantities of the vehicle body is multiplied by a regulator gain that minimizes the bounce speed, the bounce amount, the pitch speed, and the pitch angle, and further, a tuning gain as an adjustment allowance is obtained. Multiply.

  With the above processing, correction torque values A, B, and C are obtained for each of the “sprung behavior by torque input”, “sprung behavior by disturbance”, and “sprung behavior by steering”, which are control targets. Then, the corrected torque values A, B, and C are added together to obtain the final corrected torque value (= control torque in FIG. 14), and the drive torque command value obtained by adding this to the driver request torque is supplied to the engine 106 of the actual vehicle. Output.

Among the above correction torque values A, B, and C, the correction torque value C increases the front wheel load during steering in order to achieve the effect (a) targeted by the present control of suppressing the roll rate. This is a correction torque value for correcting the driving torque to positively apply wheel loads to the left and right front wheels 102FR, 102FL.
Therefore, at the time of steering, the yaw response is improved by actively promoting the nose-down behavior so that the front wheel load is increased by the correction torque value C, and at the same time, unnecessary vibration components are suppressed by the correction torque values A and B. This ensures linearity.

On the other hand, among the correction torque values A, B, and C, the correction torque values A and B are used to travel on a straight road in order to achieve the effect (b) targeted by the present control for obtaining a stable cruise performance of the vehicle. The correction torque value is used to stabilize the longitudinal load fluctuation and suppress the vehicle body vibration regardless of fluctuations in driving torque and road surface disturbance.
Therefore, when cruising on a straight road without steering, the corrected torque values A and B are used to estimate the pitch behavior, bounce behavior, and longitudinal load changes due to torque fluctuations and road disturbances, and the estimated pitch behavior, bounce behavior, and longitudinal load changes. By applying a driving torque having an opposite phase, pitch behavior, bounce behavior (up-down behavior), and change in front-rear load are suppressed.

  Next, the effect of the vehicle system vibration control logic according to the first embodiment will be described with reference to the time chart shown in FIG. FIG. 15 is a time chart showing the contrast characteristics (solid line characteristics with control, dotted line characteristics without control) in a time series when steering from straight running.

In the vehicle system vibration control, as indicated by an arrow J in FIG. 15, a control command value (= drive torque command value) is output by (command torque for suppressing vehicle body vibration) + (command torque for controlling steering response). .
For this reason, in the straight traveling region up to time t1, as shown by the arrow E in FIG. 15, the pitch rate is suppressed as compared to the case without control, and the riding comfort is improved by the stable traveling performance of the vehicle. I understand that.

  Then, in the steering transition region after time t1, as shown by the arrow F in FIG. 15, it can be seen that the change of the pitch rate is suppressed and appropriate load movement is realized. As shown by an arrow G in FIG. 15, in the steering transition region, as shown by an arrow G in FIG. 15, it can be seen that the yaw rate rises earlier and the initial response is improved as compared with the case without control. Furthermore, in the steering transition region, in the latter half of the turn, as shown by the arrow H in FIG. 15, it can be seen that the yaw rate changes more gently than in the case of no control, and the turn entrainment is suppressed.

  In the steering transition region (from the early turn to the late turn), the control for suppressing the change in the pitch rate and the control for suppressing the change in the yaw rate are performed at the same time. As shown by the arrow I in FIG. 15, it can be seen that the roll rate is suppressed as compared with the case of no control.

[Wheel speed information generation in different driving scenes]
In order to realize the effect targeted by the present control, it is necessary for the input conversion unit 204 to accurately convert sensing information from the vehicle acquired during traveling into wheel input. Of these wheel inputs, the front wheel vertical force Ff and the rear wheel vertical force Fr calculated based on the wheel speed information must be generated with high accuracy regardless of the driving scene. Hereinafter, based on FIG. 16, the wheel speed information generation operation in different travel scenes reflecting this will be described.

First, a comparative example is one that obtains wheel speed information by removing a steady component by passing a low-order high-pass filter with respect to a wheel speed signal from a wheel speed sensor regardless of the driving scene.
In the case of this comparative example, as shown in the wheel speed characteristic of FIG. 16 (a), in a scene in which the wheel speed increases and acceleration travel continues, if only processing through a low-order high-pass filter is performed, FIG. As shown in the wheel speed characteristics after filtering in a), a stationary component that cannot be removed remains. The integrated value of the steady component that cannot be removed gradually increases with time, and when the continuation time of the acceleration traveling becomes longer, the estimated pitch angle becomes a steep characteristic as shown in the estimated pitch angle characteristic of FIG. Continue to increase. That is, in a scene in which acceleration traveling continues in an actual vehicle, when the pitch angle of the vehicle body reaches a predetermined inclination angle in the acceleration start region, the pitch angle of the vehicle body is maintained thereafter. However, as in the comparative example, if the estimated pitch angle continues to increase due to the characteristics of the rising gradient, the estimated pitch angle of the vehicle body exceeds the limit angle, and the vehicle system vibration control itself may diverge.

  In contrast, in the first embodiment, the stationary component is removed from the wheel speed signal, and the stationary component of the longitudinal acceleration is removed from the wheel speed signal as the wheel speed signal includes the longitudinal acceleration component of the vehicle body. A wheel speed steady component removal processing unit 316 that enhances the function is adopted. Hereinafter, the wheel speed information generation operation in different traveling scenes by the wheel speed steady component removal processing unit 316 will be described.

* Wheel speed information generation action in a scene where a transition is made from constant speed travel to acceleration travel For example, a wheel speed information generation action in a scene where a transition from constant speed travel to accelerator travel is performed by depressing the accelerator while keeping the accelerator operation amount constant. Will be explained.

  In a scene where constant speed running is continued, when the wheel speed steady component removal processing unit 316 proceeds to the four-wheel average value calculation unit 316e → differentiator 316f, the longitudinal acceleration component of the vehicle body, which is the wheel acceleration, is calculated. In the next pseudo-integrator 316g, the integrated value of the magnitude and time of the longitudinal acceleration component of the vehicle body from the differentiator 316f is calculated. This integrated value is zero or a value close to zero in a constant speed running scene. For this reason, the integrated value becomes i1 or less, and the priority calculation processing unit 316i outputs the first weighting factor = 1 and the second weighting factor = 0. Therefore, in the wheel speed information generation unit 316d, the value obtained by multiplying the output from the second calculation preprocessing unit 316c by the second weighting coefficient becomes zero, and the output from the first calculation preprocessing unit 316b is set to the first weighting coefficient. A value obtained by multiplying (= 1) is used as final wheel speed information and is output to the suspension stroke calculation unit 302.

  In the transitional scene from the constant speed running to the acceleration running, the longitudinal acceleration component of the vehicle body from the differentiator 316f increases, so the integrated value of the longitudinal acceleration component of the vehicle body and time calculated by the pseudo-integrator 316g is Increase gradually. For this reason, when the integrated value becomes i1 or more, the priority calculation processing unit 316i gives a value that the first weighting factor gradually decreases from 1 and the second weighting factor gradually increases from 0 as the integrated value increases. Is output. Therefore, the wheel speed information generation unit 316d multiplies the output from the first calculation preprocessing unit 316b by the first weighting factor and the output from the second calculation preprocessing unit 316c by the second weighting factor. The added value of these values and the final wheel speed information is output to the suspension stroke calculation unit 302.

  After that, in the scene where acceleration travel is continued, the longitudinal acceleration component of the vehicle body from the differentiator 316f remains large, so the integrated value of the longitudinal acceleration component of the vehicle body and time calculated by the pseudo-integrator 316g is the time The value increases as time passes. For this reason, when the integrated value is equal to or greater than i2, the priority calculation processing unit 316i outputs a value in which the first weighting factor is 0 and the second weighting factor is 1. Therefore, in the wheel speed information generation unit 316d, a value obtained by multiplying the output from the first calculation preprocessing unit 316b by the first weighting coefficient becomes zero, and the output from the second calculation preprocessing unit 316c is set to the second weighting coefficient. A value obtained by multiplying (= 1) is used as final wheel speed information and is output to the suspension stroke calculation unit 302.

  That is, in the scene where the constant speed running is continued from the constant speed running to the accelerated running, the output from the first calculation preprocessing unit 316b that passes only the low-order high-pass filter 316j is the wheel after the calculation preprocessing. It is assumed to be speed information. In a transitional scene where the vehicle travels from constant speed to acceleration, the output from the first calculation preprocessing unit 316b and the output from the second calculation preprocessing unit 316c are weighted according to the values of the first weighting factor and the second weighting factor. Is changed, and the value that continuously changes as the integrated value increases is used as the wheel speed information after the pre-calculation processing. Further, in a scene where acceleration traveling is continued, the output from the second calculation preprocessing unit 316c that passes both the low-order high-pass filter 316j and the high-order high-pass filter 316k is used as wheel speed information after the calculation pre-processing.

Accordingly, in the scene where the transition from the constant speed travel to the acceleration travel is performed, the steady component in the constant speed travel scene and the acceleration travel scene is removed as shown in the filtered wheel speed characteristics in FIG. Only the fluctuation component in the transitional scene that shifts from running to acceleration running remains. Then, even if the duration of the acceleration traveling scene becomes longer, the steady component is removed, so that the estimated pitch angle keeps a predetermined angle as shown in the estimated pitch angle characteristic of FIG. That is, in a scene where the vehicle travels from constant speed to acceleration, the estimated pitch angle matches the pitch angle characteristic of the vehicle body by the actual vehicle.
Note that, in a scene where a transition is made from constant speed travel to a deceleration travel, the same action as a scene where a transition is made from constant speed travel to acceleration travel is exhibited. Further, in a scene where the acceleration traveling is shifted to the constant speed traveling and a scene where the deceleration traveling is shifted to the constant speed traveling, the same operation is exhibited only by changing the pre-calculation processing around the time.

  For this reason, the following effects are listed in the wheel speed information generation in a scene where a transition from constant speed travel to acceleration / deceleration travel and a scene where the acceleration / deceleration travel transitions to constant speed travel.

  (A) Since the output from the first calculation pre-processing unit 316b that passes only the low-order high-pass filter 316j is used as the wheel speed information after the calculation pre-processing in a scene where constant speed running continues, the stability is high, and The steady component is removed from the wheel speed signal while reducing the calculation load.

  (B) In a transitional scene where a transition from constant speed travel to acceleration / deceleration travel or a transition from acceleration / deceleration travel to constant speed travel is performed, a value that continuously changes as the integrated value increases is calculated by changing the weight. It is wheel speed information after preprocessing. For this reason, the sudden change of the wheel speed information as in the case of switching the calculation preprocessing for removing the steady component on / off before and after the transition is prevented.

  (C) In a scene where acceleration or deceleration travel continues, the steady component removal function included in the wheel speed signal is changed to a high calculation pre-processing, so that the integrated value of the steady component is suppressed from increasing. It is prevented that the system control is diverged.

  (D) In a scene where acceleration travel and deceleration travel continue, the wheel speed information output to the suspension stroke calculation unit 302 is mainly composed of fluctuation components after the steady component included in the wheel speed signal is removed. Therefore, the estimation accuracy of the suspension stroke speed estimated based on the wheel speed fluctuation is ensured.

* Wheel speed information generation operation in a scene where the acceleration travel is shifted to the deceleration travel For example, the wheel speed information generation operation in a scene where the acceleration travel is performed by depressing the accelerator to the deceleration travel by the accelerator return operation will be described.

  In the acceleration travel region, the integrated value of the longitudinal acceleration component of the vehicle body and the time calculated by the pseudo-integrator 316g increases with the passage of time. For this reason, when the integrated value is equal to or greater than i2, the priority calculation processing unit 316i outputs a value in which the first weighting factor is 0 and the second weighting factor is 1. Therefore, a value obtained by multiplying the output from the second calculation preprocessing unit 316c by the second weighting factor (= 1) is used as the wheel speed information and is output to the suspension stroke calculation unit 302.

  When the acceleration traveling is shifted to the deceleration traveling, the sign of the acceleration is reversed. Therefore, the integrated value calculated by the pseudo integrator 316g is reset (integrated value = 0) by the output from the reset determining unit 316h. Therefore, in the deceleration travel region, the integrated value of the longitudinal acceleration component of the vehicle body and the time calculated by the pseudo-integrator 316g increases with the passage of time from the state where the integrated value is zero. Therefore, until the integrated value becomes i1, a value obtained by multiplying the output from the first calculation preprocessing unit 316b by the first weighting factor (= 1) is used as the wheel speed information. When the integrated value is from i1 to i2, the wheel speed information after the pre-calculation processing is a value that continuously changes as the integrated value increases by changing the weight. When the integrated value becomes i2 or more, the value obtained by multiplying the output from the second calculation preprocessing unit 316c by the second weighting factor (= 1) is used as the wheel speed information.

Therefore, when shifting from the acceleration traveling to the deceleration traveling, when the transition to the deceleration traveling region is made, the integrated value in the acceleration traveling region is not added, and the integrated value of the steady component becomes large and prevents divergence. Is done.
In other words, when the state in which acceleration or deceleration is occurring continues, a pseudo-integrator that calculates an integrated value that gradually increases over time, regardless of acceleration or deceleration. 316g is used. Therefore, without the reset determination unit 316h that resets the integrated value calculated by the pseudo-integrator 316g, the integrated value of the steady component in the deceleration traveling region is added to the integrated value of the steady component in the acceleration traveling region. It becomes larger by adding.
Note that the same effect is exhibited in a scene where the vehicle travels from decelerating to accelerated traveling.

Next, the effect will be described.
In the vehicle system vibration control device of the first embodiment, the effects listed below can be obtained.

(1) An input conversion unit 204 that converts sensing information from the vehicle acquired during traveling into wheel input; a vehicle body vibration estimation unit 205 that estimates the sprung behavior of the vehicle body using the wheel input and the vehicle model 307; In the vehicle system vibration control device, comprising a torque command value calculation unit 206 that corrects the drive torque based on the estimation result of the sprung behavior,
Based on the wheel speed signal from the wheel speed sensor 103FR, 103FL, 103RR, 103RL and the suspension geometry, the input conversion unit 204 is any of the wheel speed fluctuation to the suspension stroke speed, or the body pitching behavior, roll behavior, bounce behavior. A disturbance estimation unit (suspension calculation unit 302) for estimating and calculating
Acceleration state determination for determining whether or not a wheel speed signal includes a longitudinal acceleration component of a vehicle body between the wheel speed sensors 103FR, 103FL, 103RR, 103RL and the disturbance estimation unit (suspension calculation unit 302) A wheel speed steady component removal processing unit 316 having a unit 316a and a plurality of calculation preprocessing units (first calculation preprocessing unit 316b and second calculation preprocessing unit 316c) for the wheel speed signal,
When the wheel speed signal includes the longitudinal acceleration component of the vehicle body, the wheel speed steady component removal processing unit 316 includes a function of removing the steady component of the longitudinal acceleration from the wheel speed signal, including the longitudinal acceleration component of the vehicle body. It is set as the structure changed to a high calculation pre-process compared with the case of no state (FIG. 7).
For this reason, in a scene where acceleration traveling and deceleration traveling continue, it is possible to prevent control divergence due to integration of stationary components included in the wheel speed signal, and to estimate disturbance estimation accuracy (suspension stroke speed due to fluctuation components included in the wheel speed signal). Can be ensured.

(2) The acceleration state determination unit 316a determines that the vehicle body longitudinal acceleration component is included in the wheel speed signal when the acceleration or deceleration in the same direction is continued in the vehicle body. (FIG. 7).
For this reason, in addition to the effect of (1), a driving scene in which acceleration or deceleration in the same direction occurs in the vehicle body, such as a scene in which acceleration traveling or deceleration traveling continues, the wheel speed signal includes the longitudinal acceleration component of the vehicle body. It is possible to prevent control divergence due to integration of steady components included in the wheel speed signal.

(3) The plurality of calculation preprocessing units remove a first calculation preprocessing unit 316b having a high-pass filter processing function for removing low-order steady components from the wheel speed signal, and high-order steady components from the wheel speed signal. And at least one second computation preprocessing unit 316c having a high-pass filter processing function (FIG. 7).
For this reason, in addition to the effect of (1) or (2), when obtaining wheel speed information by calculation preprocessing, the wheel speed steady component removal processing unit 316 has a function of removing low-order steady components from the wheel speed signal, And a function of removing higher-order steady-state components from the wheel speed signal.

(4) The wheel speed steady component removal processing unit 316 includes a wheel speed information generation unit 316d that generates wheel speed information based on acceleration state determination and pre-calculation processing,
The wheel speed information generation unit 316d gives priority to the output of the second calculation preprocessing unit 316c having a high-order high-pass filter processing function when the wheel speed signal includes the longitudinal acceleration component of the vehicle body, and outputs the wheel speed signal to the wheel speed signal. When the longitudinal acceleration component of the vehicle body is not included, priority is given to the output of the first calculation preprocessing unit 316b having a low-order high-pass filter processing function (FIG. 7).
For this reason, in addition to the effect of (3), prevention of control divergence when the wheel speed signal includes the longitudinal acceleration component of the vehicle body, and stability when the wheel speed signal does not include the vehicle body longitudinal acceleration component. Thus, it is possible to ensure both low load calculation and ensuring.

(5) When the wheel speed information generation unit 316d generates wheel speed information, the acceleration state determination unit 316a calculates the magnitude, duration, and time of the longitudinal acceleration component of the vehicle body included in the wheel speed signal. Depending on one of the values, the priority of the outputs from the first calculation preprocessing unit 316b and the second calculation preprocessing unit 316c is continuously changed (FIG. 7).
For this reason, in addition to the effect of (4), even if the magnitude of the longitudinal acceleration of the vehicle body included in the wheel speed signal changes, it is possible to prevent a sudden change in the wheel speed information due to the pre-calculation processing.

(6) The acceleration state determination unit 316a sets the integration calculation for calculating the integrated value of the longitudinal acceleration component and the time of the vehicle body as a pseudo-integration that eliminates old information by providing a time constant in the integrator (FIG. 7). Pseudo-integrator 316g).
For this reason, in addition to the effect of (5), since old information of the integrated value is deleted by pseudo integration, it is possible to prevent divergence of the integrated value due to sensor noise or sensor drift.

(7) The acceleration state determination unit 316a is configured to reset the calculated integrated value when the direction of the vehicle longitudinal acceleration is switched when calculating the integrated value of the longitudinal acceleration component and time of the vehicle body ( Reset determination unit 316h in FIG.
For this reason, in addition to the effect of (5) or (6), after the direction of the vehicle body longitudinal acceleration is switched, the accumulated value is not added, so that the traveling mode for shifting from acceleration traveling to deceleration traveling, or In a travel mode that shifts from decelerating travel to accelerated travel, it is possible to prevent divergence of the integrated value in which the integrated value of the steady component increases.

(8) The acceleration state determination unit 316a gradually changes the first weighting factor and the second weighting factor according to the magnitude of the integrated value, so that the first calculation preprocessing unit 316b and the second calculation factor before Continuously changing the priority of the output from the processing unit 316c (priority calculation processing unit 316i),
The wheel speed information generation unit 316d outputs a value obtained by multiplying the output from the first calculation preprocessing unit 316b by the first weighting factor and the output from the second calculation preprocessing unit 316c as the second weighting factor. The wheel speed information is gradually changed by adding the value multiplied by (FIG. 7).
For this reason, in addition to the effects (5) to (7), even if the magnitude of the longitudinal acceleration of the vehicle body and the integrated value of the time change, it is possible to prevent the wheel speed information from changing suddenly due to the calculation preprocessing.

  As mentioned above, although the vehicle system vibration control device of the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims. Design changes and additions are permitted without departing from the gist of the present invention.

  In Example 1, the example which changed the 1st weighting coefficient and the 2nd weighting coefficient gradually using the map was shown. However, when the integrated value exceeds a predetermined threshold, the output from the first calculation preprocessing unit may be switched to the output from the second calculation preprocessing unit. However, in this case, in order to prevent a sudden change in the wheel speed information, it is preferable that the wheel speed information is gradually changed and switched over time.

  In the first embodiment, as a plurality of calculation preprocessing units, a first calculation preprocessing unit 316b having a high-pass filter processing function for removing low-order steady components from the wheel speed signal, and a high-order steady component from the wheel speed signals are used. An example is shown in which one second computation preprocessing unit 316c having a high-pass filter processing function to be removed is provided. However, the plurality of calculation preprocessing units may include three or more calculation preprocessing units with different high-pass filter processing functions. In this case, it is good also as a structure which selects one calculation pre-processing part in steps from three or more calculation pre-processing parts according to the acceleration / deceleration degree or the continuation degree of acceleration / deceleration.

  In the first embodiment, an example in which a state quantity represented by a bounce speed, a bounce amount, a pitch speed, and a pitch angle is used as the sprung behavior of the vehicle body estimated by the vehicle body vibration estimation unit 205 is shown. However, as the sprung behavior of the vehicle body estimated by the vehicle body vibration estimation unit, any one of pitch behavior, bounce behavior, wheel load fluctuation, or a combination of these behaviors may be used as the state quantity.

  In the first embodiment, the engine 106 is used as the actuator. However, an actuator, such as a motor as a power source, a continuously variable transmission, a friction clutch, etc., is provided in the drive system and can control the drive torque transmitted to the drive wheels by an external command. It ’s fine.

  In the first embodiment, an example in which the sprung behavior of the vehicle body is estimated using the vehicle model 307 as the vehicle body vibration estimation unit 205 is shown. However, the vehicle body vibration estimation unit may be an example in which estimation is performed using one or a plurality of equations of motion corresponding to a vehicle model.

  In the first embodiment, an example of the MT transmission 107 that manually changes the transmission gear stage is shown as the transmission. However, the transmission may be an example of an automatic transmission that automatically changes the transmission gear stage.

  In the first embodiment, the vehicle system vibration control device of the present invention is applied to an engine vehicle. However, the vehicle system vibration control device of the present invention can be applied to a hybrid vehicle, an electric vehicle, and the like by changing the amplification amount of the correction torque value according to the response performance. Further, in the case of a hybrid vehicle, the amplification amount of the correction torque value may be switched between an engine travel mode and a motor travel mode with different actuators (power sources).

101 Engine control module (ECM)
102FR, 102FL Left and right front wheels (driven wheels)
102RR, 102RL Left and right rear wheels (drive wheels)
103FR, 103FL, 103RR, 103RL Wheel speed sensor
104 Brake stroke sensor
105 Accelerator position sensor
106 engine
107 MT transmission
108 shaft
109 Differential gear
110 Steering wheel
111 Steering angle sensor
201 Driver required torque calculation section
202 Torque command value calculator
203 Vehicle control system
204 Input converter
205 Body vibration estimation unit
206 Torque command value calculator
301 Drive torque converter
302 Sustain stroke calculation unit (disturbance estimation unit)
303 Vertical force converter
304 Body speed estimation part
305 Turning behavior estimation unit
306 Turning resistance calculation unit
307 Vehicle model
308,309,310 Regulator & Tuning Department
311 Limit processing section
312 Bandpass filter
313 Nonlinear Gain Amplifier
314 Limit processing section
315 Engine torque converter
316 Steady wheel component removal processing section
316a Acceleration state detector
316b First calculation preprocessing unit (calculation preprocessing unit)
316c Second calculation preprocessing unit (calculation preprocessing unit)
316d Wheel speed information generator
316e 4-wheel average value calculator
316f Differentiator
316g pseudo-integrator
316h Reset judgment part
316i priority calculation processor

Claims (7)

The ruse Nshingu information obtained during travel of the vehicle plus the wheels and suspension to the vehicle body is damped, or torque applied to the wheel is an input form to the vehicle model used when estimating the on vehicle spring behavior an input converter for converting the force of the dimensions, the vehicle body vibration estimation unit that estimates a sprung mass behavior of the vehicle using the vehicle model and the torque or force applied to the wheel, the drive torque based on the estimated result of the sprung mass behavior In a vehicle system vibration control device comprising a torque command value calculation unit for correcting
The input conversion unit includes a wheel speed steady component removal processing unit that removes a steady component that does not vary among the longitudinal acceleration components of the vehicle body from a wheel speed signal from a wheel speed sensor, and the steady state from the wheel speed steady component removal processing unit. based on the variation component and suspension geometry after the components have been removed, the wheel speed suspension stroke velocity from variations or comprises pitching behavior of the vehicle body, the roll behavior, and the disturbance estimating unit for estimating one of the bounce behavior, a,
When the wheel speed steady component removal processing unit continues to generate acceleration or deceleration in the same direction in the vehicle body, and the wheel speed is also changing in the same acceleration or deceleration as the vehicle body, An acceleration state determining unit that determines that the longitudinal acceleration component is included , and a plurality of calculation preprocessing units that vary the function of removing the steady component from the wheel speed signal according to the determination result by the acceleration state determining unit , I have a,
The acceleration state determining unit when it is determined that the state that includes the longitudinal acceleration component of the vehicle body on the wheel speed signal by said plurality of arithmetic preprocessing section, the ability to remove the stationary component from the wheel speed signal, a vehicle body The vehicle structure vibration control device is characterized in that it is configured to change to a higher calculation pre-processing compared to a case where it is determined that the front-rear acceleration component is not included. In the vehicle system vibration control device according to claim 1 ,
The plurality of calculation preprocessing units include a first calculation preprocessing unit having a high-pass filter processing function that passes only a low-order high-pass filter that removes a low-order steady component having a low rotational vibration order from a wheel speed signal, and a wheel speed signal. A second computation pre-processing unit having a high-pass filter processing function that passes both a low-order high-pass filter and a high- order high-pass filter that removes a high- order stationary component having a high rotational vibration order from each of the computation pre-processing units. A vehicle system vibration control device comprising one by one. In the vehicle system vibration control device according to claim 2 ,
The wheel speed stationary component removing unit includes a wheel speed information generator for generating more wheel speed information to the arithmetic pretreatment with the determination result and the plurality of arithmetic preprocessing unit by the acceleration state determination unit,
The wheel speed information generating unit of the second arithmetic preprocessing unit with both low order high pass filtering function when a state containing the longitudinal acceleration component of the vehicle body on the wheel speed signals and high-order high pass filtering function car system to give priority to output, and wherein the priority output of the first arithmetic preprocessing unit having only low order high pass filtering function when a state where the wheel speed signal does not include the longitudinal acceleration component of the vehicle body Vibration control device. In the vehicle system vibration control device according to claim 3 ,
When the wheel speed information is generated by the wheel speed information generation unit, the acceleration state determination unit determines that the vehicle body longitudinal acceleration component included in the wheel speed signal is in a state where the vehicle body longitudinal acceleration direction is the same direction . in accordance with the accumulated value of the atmospheric and time, the vehicle body vibration damping control device according to claim the priority level of the output from the second arithmetic preprocessing unit and the first arithmetic preprocessing unit be changed continuously. In the vehicle system vibration control device according to claim 4 ,
The acceleration state determining unit uses a pseudo-integration in which the integration calculation for calculating the integrated value of the magnitude and time of the longitudinal acceleration component of the vehicle body is a pseudo-integration in which an integrator is provided with a time constant to delete old information Vibration control device. In the vehicle system vibration control device according to claim 4 or 5 ,
The acceleration state determination unit is configured to reset the calculated integrated value when the direction of the vehicle longitudinal acceleration is switched when calculating the integrated value of the longitudinal acceleration component and time of the vehicle body. Vehicle system vibration control device. In the vehicle system vibration control device according to any one of claims 4 to 6 ,
The acceleration state determination unit gradually changes the first weighting factor and the second weighting factor according to the magnitude of the integrated value, so that the first calculation preprocessing unit having only a low-order high-pass filter processing function is provided. Continuously changing the priority of the output from the second computation preprocessing unit having both a low-order high-pass filter processing function and a high-order high-pass filter processing function ;
The wheel speed information generation unit multiplies the output from the first calculation preprocessing unit by the first weighting factor and the output from the second calculation preprocessing unit by the second weighting factor. The vehicle structure vibration control device is characterized in that the wheel speed information is gradually changed by adding the calculated value.