JP6010985B2 - 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-mentioned problem, and in a scene where acceleration traveling and deceleration traveling continue, the vehicle system vibration control device capable of removing the influence of the suppression control of the sprung behavior caused by the disturbance on the vehicle system vibration. The purpose is to provide.

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.
The torque command value calculation unit includes a gain setting unit that sets a gain of a control command value that suppresses a behavior due to a disturbance among a plurality of sprung behaviors of a vehicle body caused by wheel input .
When the gain setting unit continues to generate acceleration or deceleration in the same direction in the vehicle body, and the wheel speed also changes in the same acceleration or deceleration as the vehicle body, the wheel speed signal from the wheel speed sensor An acceleration state determination unit that determines that the vehicle body includes a longitudinal acceleration component of the vehicle body, a weighting factor is determined based on a determination result from the acceleration state determination unit, and an initial value of the gain and an integration of the weighting factor are determined A gain correction processing unit is provided that includes a weight change processing unit that corrects the gain and changes the weighting of the control command value that suppresses the behavior due to the disturbance with respect to the control command value that suppresses the behavior due to wheel input other than the disturbance .
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 weighting change processing unit was determined to be state does not include a longitudinal acceleration component of the vehicle body Compared to the case, the weight of the control command value that suppresses the behavior due to the disturbance is reduced.

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. gradually increased over the integrated value of the component time, it affects the vehicle structure vibration control when the duration becomes longer.
In contrast, it is determined that if the estimated reliability of the sprung mass behavior is determined to be in a state containing the longitudinal acceleration component of the vehicle body on the wheel speed signal drops, the state does not include a longitudinal acceleration component of the vehicle body Compared to the case, the weighting of the control command value that suppresses the behavior due to disturbance is reduced. In other words, the state in which the longitudinal acceleration component of the vehicle body is included as a steady component in the wheel speed signal is a scene in which acceleration traveling or deceleration traveling continues, and the estimated reliability of sprung behavior is confirmed by including the longitudinal acceleration component as a steady component. Sex is reduced.
As a result, in the scene where acceleration and deceleration travel continue, the weight of control suppression of the sprung behavior due to the disturbance is reduced as the estimated reliability of the sprung behavior decreases, thereby suppressing the sprung behavior due to the disturbance. The effect of control on the vehicle structure is eliminated.

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 vehicle model figure which shows what represented the vehicle model which has in the vehicle body vibration estimation part of Example 1 graphically. It is a block diagram which shows the structure of the 1st-3rd regulator part which has in the torque command value calculation part of Example 1, the 1st-3rd tuning gain setting part, and an adder. It is a gain function explanatory drawing which shows the function which each regulator gain set to the 1st-3rd regulator part which has in the torque command value calculation part of Example 1 exhibits. It is a block diagram which shows the detailed structure of the 1st-3rd regulator part, 1st-3rd tuning gain setting part, adder, and gain correction process part which are included in the torque command value calculation part of Example 1. 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 characteristic view which shows each characteristic of the wheel speed by the wheel speed steady component removal process of a comparative example, the wheel speed after filter processing, and the estimated pitch angle when shifting from constant speed running to acceleration running. It is a block diagram which shows the detailed structure of the 1st-3rd regulator part which has in the torque command value calculation part of Example 2, the 1st-3rd tuning gain setting part, an adder, and a gain correction process part.

  Hereinafter, the best mode for realizing the vehicle system vibration control device of the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
The configuration 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 sensing information from the vehicle into an input format (specifically, a dimension of torque or force 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 section 305, a turning resistance calculating section 306, and a high-pass filter 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 high-pass filter 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 longitudinal displacement is KgeoF and KgeoR for the front and rear wheels, respectively, the vertical displacements Zf and Zr of the front and rear wheels are It becomes 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.

  The high-pass filter 316 is provided between the wheel speed sensors 103FR, 103FL, 103RR, 103RL and the suspension stroke calculation unit 302 (disturbance estimation unit), and removes low-order steady components from the wheel speed signal. As the high-pass filter 316, a low-order filter having high stability and low calculation load is used.

[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 7.

  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 and 8 to 10.

  As shown in FIG. 3, the torque command value calculation unit 206 includes a first regulator unit 308, a second regulator unit 309, a third regulator unit 310, a first tuning gain setting unit 317, and a second tuning gain. A setting unit 318, a third tuning gain setting unit 319, an adder 320, a limit processing unit 311, a bandpass filter 312, a non-linear gain amplification unit 313, a limit processing unit 314, an engine torque conversion unit 315, It is equipped with. A gain correction processing unit 321 is connected to the second tuning gain setting unit 318.

  The first regulator unit 308 provides regulator gains F1 and F2 that suppress the sprung behavior to a minimum with respect to the “sprung behavior by torque input” that is the control target. As shown in FIG. 8, the first regulator unit 308 has a Trq-dZv gain F1 (bounce speed gain), a Trq-dSp gain F2 (pitch speed gain), as shown in FIG. ,give. As shown in FIG. 9, these regulator gains F1 and F2 contribute to the stabilization of the load, the Trq-dZv gain F1 suppresses the bounce speed, and the Trq-dSp gain F2 suppresses the pitch speed.

  The second regulator unit 309 provides regulator gains F3 to F6 that suppress the sprung behavior to the minimum with respect to the “sprung behavior due to disturbance” that is the control target. As shown in FIG. 8, the second regulator unit 309 has a Ws-SF gain F3 (front / rear balance gain) and a Ws-dSF gain F4 (front / rear balance change speed gain) as shown in FIG. Ws-dZv gain F5 (bounce speed gain) and Ws-dSp gain F6 (pitch speed gain) are given. As shown in FIG. 9, these regulator gains F3 to F6 contribute to the stabilization of the load. The Ws-SF gain F3 suppresses the longitudinal load change, and the Ws-dSF gain F4 indicates the longitudinal load change speed. The Ws-dZv gain F5 suppresses the bounce speed, and the Ws-dSp gain F6 suppresses the pitch speed.

  The third regulator unit 310 provides regulator gains F7 and F8 that improve behavior responsiveness due to steering with respect to the “sprung behavior due to steering” that is the object of control. As shown in FIG. 8, the third regulator unit 310 has a Str-dWf gain F7 (front wheel load change speed gain) and a Str-dWr gain F8 (rear wheel load change) as shown in FIG. Speed gain). As shown in FIG. 9, these regulator gains F7 and F8 contribute to the addition of a load. The Str-dWf gain F7 adds a front wheel load, and the Str-dWr gain F8 suppresses rear wheel load fluctuations. .

  The first tuning gain setting unit 317 sets the tuning gain K1 for the Trq-dZv gain F1, as shown in FIG. 8, in order to perform weighting adjustment on the output from the first regulator unit 308, and Trq-dSp Set tuning gain K2 for gain F2. The tuning gains K1 and K2 are values in the positive direction that suppress vibrations, and are values included in the front and rear G fluctuation range that does not give a sense of incongruity. The tuning gains K1 and K2 enable gain correction by integration with the weighting coefficient when the weighting coefficient is determined according to the vehicle state, the traveling state, the driver selection, and the like with respect to the preset initial value.

  The second tuning gain setting unit 318 sets a tuning gain K3 with respect to the Ws-SF gain F3 as shown in FIG. 8 in order to perform weighting adjustment on the output from the second regulator unit 309, and Ws-dSF. The tuning gain K4 is set for the gain F4, the tuning gain K5 is set for the Ws-dZv gain F5, and the tuning gain K6 is set for the Ws-dSp gain F6. The tuning gains K3 to K6 are values in the positive direction that suppress vibration and are included in the front-to-back G fluctuation range that does not give a sense of incongruity, like the tuning gains K1 and K2. The tuning gains K3 to K6 enable gain correction by integration with the weighting factors when the weighting factors are determined according to the vehicle state, the running state, the driver selection, and the like with respect to the preset initial values. In the first embodiment, the tuning gains K3 to K6 are gain-corrected by integration with the weighting coefficient determined by the acceleration component integrated value by the gain correction unit 321.

  The third tuning gain setting unit 319 sets the tuning gain K7 with respect to the Str-dWf gain F7 as shown in FIG. 8 in order to perform weighting adjustment on the output from the third regulator unit 310, and the Str-dWr Set tuning gain K8 for gain F8. Unlike the tuning gains K1 to K6, the tuning gains K7 and K8 are set to values in the negative direction that promote vibration 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 enable gain correction by integration with the weighting coefficient when the weighting coefficient is determined according to the vehicle state, the traveling state, the driver selection, etc. with respect to the preset initial value.

  The adder 320 performs regulator processing for each behavior to be controlled with respect to 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. Are integrated with the tuning gains K1 to K8, and the sum is calculated to calculate a correction torque value required for the control. This correction torque value is a value obtained by adding the correction torque value A based on the tuning gains K1 and K2, the correction torque value B based on the tuning gains K3 to K6, and the correction torque value C based on K7 and K8.

  As shown in FIG. 10, the gain correction processing unit 321 is provided in connection with the second tuning gain setting unit 318 (gain setting unit), and receives the wheel speed signals from the wheel speed sensors 103FR, 103FL, 103RR, 103RL. It includes an acceleration state determination unit 321f that determines whether or not the vehicle body includes a longitudinal acceleration component, and a priority calculation processing unit 321e (weight change processing unit) of the second tuning gains K3 to K6. And in the state where the longitudinal acceleration component of the vehicle body is included in the wheel speed signal, the weight of the control command value with respect to the wheel speed is reduced compared to the case where the longitudinal acceleration component of the vehicle body is not included.

  As shown in FIG. 10, the acceleration state determination unit 321f includes a four-wheel average value calculation unit 321a, a differentiator 321b, a pseudo-integrator 321c, and a reset determination unit 321d.

  The four-wheel average value calculation unit 321a calculates the wheel speed average value of the four wheels based on the wheel speed signals from the wheel speed sensors 103FR, 103FL, 103RR, and 103RL.

  The differentiator 321b calculates wheel acceleration (= 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 321c 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 321b, and calculates the integration operation with a time constant for the integrator. It is provided as a pseudo-integral that deletes old information.

  When the pseudo-integrator 321c calculates the integrated value of the longitudinal acceleration component of the vehicle body and the time by the pseudo-integrator 321c, if the direction of the longitudinal acceleration of the vehicle is switched by reversing the sign of the acceleration, the pseudo-integrator The integrated value calculated by 321c is reset (integrated value = 0).

The priority calculation processing unit 321e continuously changes the weighting coefficients of the second tuning gains K3 to K6 according to the integrated value from the pseudo integrator 321c.
Specifically, an integrated value-weighting coefficient map (calculation formula) is prepared. The weight coefficient characteristic is 1 until the integrated value from the pseudo-integrator 321c reaches i1, gradually decreases as the integrated value increases from i1, and becomes 0 when the integrated value becomes i2 or more. That is, when the weighting coefficient is output from the priority calculation processing unit 321e to the second tuning gain setting unit 318, the weighting coefficient is integrated with respect to the tuning gains K3 to K6, and the correction torque value B ( Control command value). Note that when the integrated value is reset, the weighting factor suddenly returns to 1 from the weighting factor characteristic, but the priority calculation processing unit 321e gradually restores the weighting factor that has been lowered according to time. .

  The limit processing unit 311 performs a maximum value limiting process of the absolute value of the correction torque value on the correction torque value from the adder 320 as a drive system resonance countermeasure, and a torque within a range that the driver does not feel as a G fluctuation. Limit to.

  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” Explained in the following sections: "Vibration control logic and vehicle system vibration control effect", "Tuning gain correction action in driving scenes where acceleration / deceleration continues", "Integrated value reset action in acceleration / deceleration / deceleration → acceleration driving scenes" .

[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 raised. 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.

  Accordingly, when the change in the pitch angular velocity of the vehicle body is seen, as shown in FIG. 11 (c), the change in the pitch angular velocity of the vehicle body is smaller in the solid line characteristic of “with vibration suppression” than the dotted line characteristic of “without vibration suppression”. It will be suppressed.

[Car system vibration control processing action]
The flowchart of FIG. 12 shows the flow of the vehicle structure vibration control process executed by the engine control module 101 of the first embodiment. Hereinafter, the operation of the vehicle structure vibration control process will be described based on FIG.

  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 high-pass filter 316 performs filter processing for removing low-order steady components from the wheel speed signals of 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 high-pass filter processing. 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 in 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, the tuning gains K3 to K6 of the second tuning gain setting unit 318 are corrected by the weighting coefficient determined by the vehicle body acceleration component integrated value included in the wheel speed signal. In the next step S <b> 1414, the first tuning gain setting unit 317 calculates a correction torque value A that suppresses vibration due to driver requested torque. In the next step S1415, the second tuning gain setting unit 318 calculates a correction torque value B that suppresses vibration due to disturbance. In the next step S1416, the third tuning gain setting unit 319 calculates a correction torque value C that amplifies fluctuations in the longitudinal load 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.
The vehicle structure vibration control process that proceeds from step S1401 to step S1422 is repeated every predetermined 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 effect (a) above, it is necessary to “improve the steering response” and “suppress roll speed”, and to achieve the effect (b) above, it is necessary to “suppress load fluctuation”. It is. 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, as a result of combining “improvement of steering response” and “suppression of load fluctuation”, “suppression of roll speed” is realized.

  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 vehicle system vibration control logic of the first embodiment includes a driver request torque (drive shaft end torque Tw), a front wheel vertical force Ff, a rear wheel vertical force Fr, a front wheel turning resistance force Fcf, and a rear wheel. The 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 regulator gains F1 to F8 for optimizing the bounce speed, the bounce amount, the pitch speed, and the pitch angle. Multiply the tuning gains K1 to K8.

  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, by adding the correction torque values A, B, and C, a final correction torque value (= control torque in FIG. 14) is obtained, and a drive torque command value for obtaining a drive torque obtained by adding the control torque to the driver request torque is obtained. And output to the engine 106 of the actual vehicle.

Here, among the corrected torque values A, B, and C, the corrected torque value C corrects the driving torque so as to add the front wheel load during steering, and positively applies the wheel load to the left and right front wheels 102FR and 102FL. This is the correction torque value for getting on.
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. That is, the effect (a) targeted by the present control for suppressing the roll rate is realized by adding the correction torque value C to the correction torque values A and B.

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

  Next, it will be described with reference to FIG. 15 that the targeted effects (a) and (b) are realized by the vehicle system vibration control logic of the first embodiment. Note that FIG. 15 shows a comparison characteristic (solid line characteristic with control, dotted line characteristic 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.

[Adjusting tuning gain in driving scenes where acceleration / deceleration continues]
In order to realize the effects (a) and (b) aimed at by the present control, it is premised that each wheel input is accurately calculated based on sensing information during traveling. Therefore, in a traveling scene in which the steady component cannot be removed from the wheel speed signal, the calculation accuracy of the front and rear wheel vertical forces Ff and Fr is not ensured, and some measures must be taken. Hereinafter, based on FIG. 16, a tuning gain correction action in a traveling scene in which acceleration / deceleration reflecting this will continue 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 characteristics of FIG. 16, in a scene in which the wheel speed increases and acceleration travel continues, if processing is performed only through a low-order high-pass filter, As shown in the wheel speed characteristics, 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 duration of the acceleration travel becomes longer, the estimated pitch angle increases with a steep characteristic as shown in the estimated pitch angle characteristic of FIG. to continue.
Therefore, if the continuation time of acceleration travels longer, vehicle system vibration control aims to control the suppression of sprung behavior due to disturbance caused by wheel speed fluctuations, which may cause the vehicle body to shake more. The original purpose will be lost.

  On the other hand, in the first embodiment, when the wheel speed signal includes the longitudinal acceleration component of the vehicle body, the correction torque value B (control for the wheel speed) is compared with the case where the vehicle body longitudinal acceleration component is not included. The gain correction processing unit 321 having a configuration for reducing the weight of the command value) is employed. Hereinafter, a tuning gain correction action by the gain correction processing unit 321 in a traveling scene where acceleration continues will be described.

  For example, when the vehicle is traveling on a gentle slope downhill while keeping the accelerator operation amount constant, the vehicle resistance continues due to a decrease in travel resistance. In such a driving scene where acceleration continues, the longitudinal acceleration component of the vehicle body from the differentiator 321b becomes a positive value, and the integrated value of the longitudinal acceleration component of the vehicle body and time calculated by the pseudo-integrator 321c gradually increases. To increase. For this reason, when the integrated value becomes i1 or more, the priority calculation processing unit 321e outputs a value in which the weighting factor gradually decreases from 1 as the integrated value increases. Therefore, in the second tuning gain setting unit 318, the addition value of the gain correction value obtained by multiplying the weighting coefficient from the priority calculation processing unit 321e by the tuning gains K3 to K6 is set as the correction torque value B, and the adder 320 Is output.

  Thereafter, in a scene where the acceleration travel is further continued, the integrated value of the longitudinal acceleration component of the vehicle body and the time calculated by the pseudo-integrator 321c 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 321e outputs a value having a weighting factor of 0. Therefore, the second tuning gain setting unit 318 adds the gain correction value obtained by multiplying the weighting coefficient (= 0) from the priority calculation processing unit 321e by the tuning gains K3 to K6 to the correction torque value B (= 0) and output to the adder 320.

  That is, in a scene where acceleration traveling is continued, the correction torque value B that suppresses the sprung behavior due to disturbance gradually decreases with time. That is, when the integrated value calculated by the pseudo-integrator 321c increases, the estimation reliability of the sprung behavior based on the wheel speed information decreases. For this reason, the influence on the whole vehicle system vibration control is gradually removed by reducing the weighting of the control that suppresses the sprung behavior due to the disturbance in accordance with the decrease in the estimated reliability of the sprung behavior.

  When the integrated value calculated by the pseudo-integrator 321c is equal to or greater than i2, the correction torque value B becomes 0, and the sprung behavior and suppression control due to disturbance are stopped. That is, when the integrated value calculated by the pseudo-integrator 321c is equal to or greater than i2, the estimation reliability of the sprung behavior based on the wheel speed information is lost. For this reason, as the estimated reliability of the sprung behavior is lost, the control for suppressing the sprung behavior due to the disturbance is stopped, so that the influence on the entire vehicle system vibration control is completely removed.

  For this reason, in a scene where acceleration travel continues, the suppression control (corrected torque value B) of the sprung behavior due to disturbance is reduced by reducing the weighting factor according to the magnitude of the integrated value representing the estimated reliability of the sprung behavior. The influence on the entire vehicle system vibration control (the sum of the correction torque values A, B, and C) is appropriately removed. Note that, even in a scene where deceleration traveling continues, the integrated value calculated by the pseudo-integrator 321c increases, and thus the same effect as in a scene where acceleration traveling continues is exhibited.

[Accumulated value reset action in the acceleration / deceleration / deceleration → acceleration driving scene]
As described above, in Example 1, when the state in which acceleration or deceleration is occurring continues, the integration gradually increases with the passage of time regardless of acceleration or deceleration. A pseudo-integrator 321c whose value is calculated is used. For this reason, in the travel scene of acceleration → deceleration or deceleration → acceleration, it is necessary to take measures to prevent the suppression control stop state of the sprung behavior due to disturbance from continuing by adding and adding the integrated value. Hereinafter, the integrated value resetting operation in the driving scene of acceleration → deceleration / deceleration → acceleration will be described.

  For example, a description will be given of the integrated value resetting operation in a scene in which acceleration traveling due to accelerator depression is shifted to deceleration traveling due to an accelerator return operation.

  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 321c 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 321e outputs a value having a weighting factor of 0. Therefore, the second tuning gain setting unit 318 adds the gain correction value obtained by multiplying the weighting coefficient (= 0) from the priority calculation processing unit 321e by the tuning gains K3 to K6 to the correction torque value B (= 0) and output to the adder 320.

  When the acceleration traveling is shifted to the deceleration traveling, the sign of the acceleration is reversed, so that the integrated value calculated by the pseudo integrator 321c is reset (integrated value = 0) by the output from the reset determining unit 321d. 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 321c increases with the passage of time from the state where the integrated value is zero. For this reason, when shifting from the acceleration travel to the deceleration travel, when shifting to the deceleration travel region, the integrated value in the acceleration travel region is not added, and the suppression control of the sprung behavior due to the disturbance is It is avoided that the stopped state (corrected torque value B = 0) is continued by the addition addition.

  However, when the integrated value is reset, the weighting factor suddenly returns to 1 due to the weighting factor characteristic of the priority calculation processing unit 321e. However, the priority calculation processing unit 321e returns the weighting factor that has been lowered. Are gradually implemented according to time. For this reason, the correction torque value B for suppressing and controlling the sprung behavior due to disturbance is gradually restored, and a sudden change in the sprung behavior of the vehicle body is prevented. Even in a scene where the vehicle travels from decelerating to accelerating, the sign of the acceleration is reversed, so the integrated value calculated by the pseudo-integrator 321c is reset by the output from the reset determining unit 321d, and the acceleration decelerating from the accelerated traveling is decelerated. It shows the same effect as a scene that shifts to running.

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
The torque command value calculation unit 206 sets a gain (tuning gains K3 to K6) of a control command value (correction torque value B) that suppresses the behavior due to disturbance among the sprung behavior of the vehicle body (second tuning). Gain setting unit 318),
Acceleration state determination in which the gain setting unit (second tuning gain setting unit 318) determines whether or not the wheel speed signal from the wheel speed sensor 103FR, 103FL, 103RR, 103RL includes a longitudinal acceleration component of the vehicle body A gain correction processing unit 321 having a unit 321f and a weight change processing unit (priority calculation processing unit 321e) of gain (tuning gains K3 to K6),
The gain correction processing unit 321 has a control command value (corrected torque value B) for the wheel speed when the wheel speed signal includes the longitudinal acceleration component of the vehicle body as compared with the state where the vehicle body longitudinal acceleration component is not included. ) Is reduced (FIG. 3).
For this reason, in the scene where acceleration traveling and deceleration traveling continue, it is possible to remove the influence of the suppression control of the sprung behavior caused by the disturbance on the vehicle system vibration.

(2) The acceleration state determination unit 321f determines that a vehicle body longitudinal acceleration component is included in the wheel speed signal when the acceleration or deceleration in the same direction is continuously generated in the vehicle body. (FIG. 10).
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. Therefore, it is possible to eliminate the influence of the suppression control of the sprung behavior due to the disturbance on the vehicle system vibration.

(3) The weight change processing unit (priority calculation processing unit 321e) performs gain according to one of the magnitude of the longitudinal acceleration component of the vehicle body included in the wheel speed signal, the duration, and the integrated value of the magnitude and time. The weighting of (tuning gains K3 to K6) is continuously reduced (FIG. 10).
For this reason, in addition to the effect of (1) or (2), when 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 gain (tuning gains K3 to K6). .

(4) The weight change processing unit (priority calculation processing unit 321e) continuously reduces the gain weighting coefficient in accordance with the magnitude of the longitudinal acceleration component of the vehicle body and the integrated value of time, thereby causing behavior due to disturbance. A control command value (corrected torque value B) to be suppressed is gradually changed (FIG. 10).
For this reason, in addition to the effect of (3), when the integrated value of the longitudinal acceleration magnitude time of the vehicle body included in the wheel speed signal changes, the behavior due to disturbance is corrected by gain correction using a weighting factor according to the integrated value. A sudden change in the control command value (correction torque value B) that suppresses this can be prevented.

(5) The acceleration state determination unit 321f sets the integration calculation for calculating the integrated value of the longitudinal acceleration component and time of the vehicle body as a pseudo-integration that eliminates old information by providing a time constant in the integrator (FIG. 10). Pseudo-integrator 321c).
For this reason, in addition to the effect of (4), the old accumulated information is erased by the pseudo integration, so that the accumulated value divergence due to sensor noise and sensor drift can be prevented.

(6) The acceleration state determination unit 321f 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 size and time of the vehicle body ( Reset determination unit 321d in FIG.
For this reason, in addition to the effect of (4) or (5), after the vehicle body longitudinal acceleration direction is switched, the integrated value is not added, so that the traveling mode in which the vehicle shifts from acceleration to deceleration, or from deceleration. In the travel mode that shifts to acceleration, it is possible to prevent divergence of the integrated value in which the integrated value of the steady component increases, and it is possible to avoid a control stop state that suppresses the behavior due to disturbance.

(7) When the integrated value calculated by the acceleration state determination unit 321f is reset, the weight change processing unit (priority calculation processing unit 321e) gradually performs recovery processing of the reduced weighting coefficient according to time. (Fig. 10).
For this reason, in addition to the effect of (6), when the integrated value is reset, the correction torque value B for controlling the suppression of the sprung behavior due to disturbance gradually returns, so that the sprung behavior of the vehicle body accompanying the resetting of the integrated value is restored. Sudden changes can be prevented.

  In the second embodiment, when the weighting of the correction torque value B that suppresses the behavior due to disturbance is decreased, the weighting of the other correction torque values A and C is increased in accordance with the weighting decrease of the correction torque value B. is there.

First, the configuration will be described.
FIG. 17 is a block diagram illustrating detailed configurations of the first to third regulator units, the first to third tuning gain setting units, the adder, and the gain correction processing unit included in the torque command value calculation unit 206 of the second embodiment. .

  As shown in FIG. 17, the torque command value calculation unit 206 according to the second embodiment includes a first regulator unit 308, a second regulator unit 309, a third regulator unit 310, a first tuning gain setting unit 317, A second tuning gain setting unit 318, a third tuning gain setting unit 319, an adder 320, and a gain correction processing unit 321 are provided.

  As shown in FIG. 17, the gain correction processing unit 321 is provided in connection with a first tuning gain setting unit 317, a second tuning gain setting unit 318, and a third tuning gain setting unit 319. That is, the gain correction processing unit 321 performs correction in the first tuning gain setting unit 317 and the third tuning gain setting unit 319 when the second tuning gain setting unit 318 reduces the weight of the correction torque value B (control command value). The weighting of the torque value A and the correction torque value C (control command value) is increased.

The priority calculation processing unit 321e ′ calculates the weighting coefficients of the first tuning gains K1, K2, the second tuning gains K3 to K6, and the third tuning gains K7, K8 according to the integrated value from the pseudo integrator 321c. Change continuously.
Specifically, an integrated value-weighting coefficient map (calculation formula) is prepared. The map shows the same weighting factor characteristic (solid line characteristic) as in Example 1 and the integrated value is 1 until i1, gradually increases as the integrated value increases from i1, and becomes 1.5 when the integrated value becomes i2 or more. Weight coefficient characteristics (dotted line characteristics) are set. That is, when a weighting factor lower than 1 is output from the priority calculation processing unit 321e ′ to the second tuning gain setting unit 318, the first tuning gain setting unit 317 and the third tuning gain are output from the priority calculation processing unit 321e ′. A weighting factor that increases from 1 is output to the setting unit 319. Here, the decrease width of the weighting factor output to the second tuning gain setting unit 318 is the increase amount of the weighting factor to the first tuning gain setting unit 317 and the increase amount of the weighting factor to the third tuning gain setting unit 319. It is set to be equal to the width obtained by adding.

  Note that the configurations of FIGS. 1 to 9 of the first embodiment are the same as those of the first embodiment, and are omitted. The other configuration of FIG. 17 in the second embodiment is the same as the configuration of FIG. 10 in the first embodiment, and therefore, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

Next, the operation will be described.
In the second embodiment, in the traveling scene where acceleration and deceleration continue, as in the first embodiment, the integrated value of the longitudinal acceleration component of the vehicle body and the time calculated by the pseudo-integrator 321c gradually increase. For this reason, when the integrated value becomes i1 or more, the priority calculation processing unit 321e ′ outputs a value in which the weighting factor gradually decreases from 1 as the integrated value increases. Therefore, in the second tuning gain setting unit 318, the addition value of the gain correction value obtained by multiplying the weighting coefficient from the priority calculation processing unit 321e ′ by the tuning gains K3 to K6 is set as the correction torque value B, and the adder Output to 320.

  In addition, in the second embodiment, when the integrated value becomes i1 or more, the priority calculation processing unit 321e ′ outputs a value that gradually increases from 1 as the integrated value increases. Therefore, in the first tuning gain setting unit 317, the addition value of the gain correction value obtained by multiplying the weighting coefficient from the priority calculation processing unit 321e ′ by the tuning gains K1 and K2 is set as the correction torque value A, and the adder Output to 320. Further, in the third tuning gain setting unit 319, an addition value of a gain correction value obtained by multiplying the weighting coefficient from the priority calculation processing unit 321e ′ by the tuning gains K7 and K8 is set as a correction torque value C, and an adder Output to 320.

  Therefore, in the scene where acceleration traveling and deceleration traveling continue, the weighting coefficient is reduced according to the magnitude of the integrated value representing the estimated reliability of the sprung behavior, and the sprung behavior due to disturbance is reduced as in the first embodiment. The influence of the suppression control (corrected torque value B) on the entire vehicle system vibration control (the total of corrected torque values A, B, and C) is appropriately removed.

In addition, in scenes where acceleration and deceleration travel continue, suppression control of the sprung behavior by the torque input (correction torque) is performed by increasing the weighting factor according to the magnitude of the integrated value that represents the estimated reliability of the sprung behavior. The value A) and the sprung behavior control (correction torque C) for improving the steering response at the time of steering are emphasized as compared with a traveling scene other than a scene where acceleration traveling and deceleration traveling continue. As a result, for example, the stability of the sprung behavior is ensured even if the driver required torque is changed by repeatedly depressing the accelerator, and the turning behavior responsiveness is improved during acceleration turning and deceleration turning. Figured.
Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle system vibration control device of the second embodiment, the following effects can be obtained.

(8) The torque command value calculation unit 206 suppresses the behavior due to disturbance by the first tuning gain setting unit 317 that sets the tuning gains K1 and K2 of the control command value (correction torque value A) that suppresses the behavior due to torque input. The second tuning gain setting unit 318 for setting the tuning gains K3 to K6 of the control command value (corrected torque value B) and the tuning gains K7 and K8 of the control command value (corrected torque value C) for improving the behavior response by steering A third tuning gain setting unit 319 for setting,
When the gain correction processing unit 321 reduces the weighting of the control command value (correction torque value B) in the second tuning gain setting unit 318, the first tuning gain setting unit 317 and the third tuning gain setting unit 319 In FIG. 17, the weighting of the control command values (corrected torque values A and C) is increased (FIG. 17).
For this reason, in addition to the effects of (1) to (7), in the scene where acceleration travel and deceleration travel continue, the suppression control of sprung behavior due to disturbance can remove the influence on the overall vehicle system vibration control, The suppression control of the sprung behavior by the torque input and the sprung behavior control that improves the steering response at the time of steering can be emphasized.

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

  In the first and second embodiments, the weight coefficient is gradually decreased as the integrated value of the acceleration component increases. However, the weighting coefficient may be switched at once when the integrated value exceeds a predetermined threshold. However, in this case, in order to prevent a sudden change in the control command value (correction torque value B), it is preferable that the control command value (correction torque value B) is gradually lowered and switched over time.

  In the first and second embodiments, the torque command value calculation unit 206 includes a first tuning gain setting unit 317 for behavior caused by torque input, a second tuning gain setting unit 318 for behavior caused by disturbance, and a first response to improving behavior response caused by steering. An example including a three tuning gain setting unit 319 is shown. However, as long as the torque command value calculation unit includes at least a tuning gain setting unit for behavior due to disturbance (wheel speed), two tuning gains may be provided even in an example including one tuning gain setting unit. An example provided with a setting unit may be an example provided with three or more tuning gain setting units.

  In the first and second embodiments, 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 and second embodiments, an example in which the engine 106 is used as an actuator that outputs a control command value is shown. 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 and second embodiments, 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 and second embodiments, 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 and the gear ratio.

  In the first and second embodiments, 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 vehicle system vibration control 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 First regulator
309 Second regulator
310 Third regulator
311 Limit processing section
312 Bandpass filter
313 Nonlinear Gain Amplifier
314 Limit processing section
315 Engine torque converter
316 High pass filter
317 First tuning gain setting section
318 Second tuning gain setting section
319 Third tuning gain setting section
320 adder
321 Gain correction processor
321a 4-wheel average value calculator
321b Differentiator
321c pseudo-integrator
321d Reset judgment part
321e, 321e 'Priority calculation processing unit (weighting change processing unit)
321f Acceleration state determination unit

Claims (6)

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,
The torque command value calculation unit includes a gain setting unit that sets a gain of a control command value that suppresses a behavior due to a disturbance among a plurality of sprung behaviors of a vehicle body by wheel input ,
When the gain setting unit continues to generate acceleration or deceleration in the same direction in the vehicle body, and the wheel speed also changes in the same acceleration or deceleration as the vehicle body, the wheel speed signal from the wheel speed sensor An acceleration state determination unit that determines that the vehicle body includes a longitudinal acceleration component of the vehicle body, and a weighting factor is determined based on a determination result from the acceleration state determination unit, and the initial value of the gain and the integration of the weighting factor determine the weighting factor. A weight correction processing unit that corrects the gain and changes the weight of the control command value that suppresses the behavior due to the disturbance with respect to the control command value that suppresses the behavior due to wheel input other than the disturbance ,
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 weighting change processing unit was determined to be state does not include a longitudinal acceleration component of the vehicle body Compared to the case, the vehicle system vibration control device is characterized in that the weight of the control command value for suppressing the behavior due to the disturbance is reduced. In the vehicle system vibration control device according to claim 1 ,
The weighting change processing unit, when the state direction of the vehicle longitudinal acceleration are in the same direction continues, depending on the integrated value of atmospheric and time of the longitudinal acceleration component of the vehicle body included in the wheel speed signal, the weighting factor The vehicle structure vibration control device is characterized in that the weighting of the control command value that suppresses the behavior due to the disturbance is continuously decreased from 1 gradually . In the vehicle system vibration control device according to claim 2 ,
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 3,
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 claim 4 ,
The weighting change processing unit, when the integration value calculated by the acceleration condition determination unit is reset, the return process for returning reduced the weight coefficients to 1, gradually performed according to the time elapsed after reset A vehicle system vibration control device characterized by In the vehicle system vibration control device according to any one of claims 1 to 5 ,
As the plurality of wheel inputs, torque input to the wheels, wheel input from the road surface due to disturbance, and wheel input from the road surface by steering,
The torque command value calculation unit, a second tuning for setting a first tuning gain setting unit for setting the tuning gain control command value to suppress the behavior of the torque input, the tuning gain control command value to suppress the behavior of the disturbance It includes a gain setting section, and a third tuning gain setting unit for setting the tuning gain control command value to improve the behavior response by the steering, and
The gain correction processing unit increases the weight of the control command value in the first tuning gain setting unit and the third tuning gain setting unit when reducing the weight of the control command value in the second tuning gain setting unit. A vehicle system vibration control device characterized by