JP6036414B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls driving force of a vehicle.

  As a method for maintaining the vehicle's rotational angular velocity (i.e., yaw rate) at an appropriate value while turning and obtaining a favorable vehicle turning performance, conventionally, the front and rear wheel loads have been changed in accordance with changes in driving force or braking force. There has been proposed a method of obtaining a desired vehicle steering characteristic by utilizing the fact that the cornering power of the tire changes due to the movement of the front and rear wheels and the generated force of the front and rear wheels changes.

  On the other hand, the present applicant calculates the target value of the front and rear wheel load movement amount based on the vehicle speed V, the turning radius ρ, the steering angle δ, and the like so that the front and rear wheel load movement amount of the vehicle follows the target value. In addition, a technique for improving the vehicle turning performance by controlling the driving force and controlling the driving force in accordance with the disturbance estimated based on the wheel speed has already been proposed (see, for example, Patent Document 1).

Japanese Patent No. 4161923

  However, in the technique described in Patent Document 1, since it is set to cancel the change in wheel speed as a disturbance, acceleration / deceleration is performed by changing the driver's request and the target value of the front and rear wheel load movement amount. Even when the wheel speed is changed, there is a risk that most of the change in the wheel speed is determined to be a disturbance. For this reason, there was a possibility that the responsiveness at the time of changing to a running state might deteriorate.

  Therefore, in view of such problems, it is an object of the present invention to improve the responsiveness when attempting to change the traveling state in a vehicle control device that controls the driving force of a vehicle.

  In the vehicle control apparatus of the present invention configured to achieve this object, the basic required torque calculation means is a value related to the torque requested by the driver to the vehicle based on a driving force operation such as an accelerator pedal operation by the driver. The basic required torque is calculated. Then, the target load movement amount calculation means uses the load movement amount between the front wheel and the rear wheel of the vehicle as the front and rear wheel load movement amount, and the target load which is the front and rear wheel load movement amount for the vehicle to travel stably. The amount of movement is calculated. The load movement amount estimation means estimates the front and rear wheel load movement amount of the vehicle, and the disturbance estimation means estimates the disturbance of the vehicle. Further, the torque correction unit is configured to cause the front and rear wheel load movement amount estimated by the load movement amount estimation unit to follow the target load movement amount, and to suppress the influence on the vehicle due to the disturbance estimated by the disturbance estimation unit. Is calculated, and the basic required torque is corrected based on the correction amount. However, the disturbance estimation means estimates the disturbance based on the basic required torque.

  According to such a vehicle control device, since the disturbance can be estimated in consideration of the change in the basic required torque, it can be suppressed that the change in the basic required torque is estimated as a disturbance. Therefore, it is possible to suppress the change in the basic required torque from being canceled out as the correction amount, and thus it is possible to improve the responsiveness when attempting to change the traveling state.

  In the disturbance estimation means of the present invention, when there is no correction amount that has already been output, an initial value such as 0 may be used as the correction amount. Further, in the present invention, the “value relating to torque” includes values such as the torque itself and a driving force obtained based on the torque.

In addition, in order to achieve the said objective, it is good also as a vehicle control program for implement | achieving a computer as each means which comprises a vehicle control apparatus.
Further, the descriptions in the claims can be arbitrarily combined as much as possible. At this time, a part of the configuration may be excluded within a range where the object of the invention can be achieved. In particular, the invention according to claim 6 can be subordinated to the vehicle control device according to claims 3 to 5 which refers to claim 2.

  The difference between the correction amount already output by the torque correction means and the basic required torque corresponds to “the output torque that is a value related to the torque output by the driving force generator (engine 2) that generates the driving force in the vehicle”. . Therefore, the disturbance can also be estimated from the correction amount already output by the torque correction means and the output torque (claim 9). Furthermore, the configuration of claim 2 may be adopted instead of the disturbance estimation means described in claim 1 (claim 10).

It is a block diagram which shows the structure of the electronic control apparatus 1 of 1st Embodiment. It is a block diagram which shows the structure of the disturbance estimation part 14 of 1st Embodiment. 3 is a block diagram showing a configuration of a target load movement amount calculation unit 19. FIG. It is a figure explaining the parameter used with a sprung vibration model. It is the graph (a) which shows the change of a basic request torque, and the graph (b) which shows the change of the correction request torque accompanying the change of a basic request torque. It is the graph (a) which shows the change of the wheel speed accompanying the change of the correction | amendment request | requirement torque, and the graph (b) which shows the change of the disturbance from a road surface. It is the graph (a) which shows the change of the correction | amendment request | requirement torque accompanying the change of the disturbance from a road surface, and the graph (b) which shows the change of the wheel speed accompanying the change of the disturbance from a road surface. It is a graph (a) which shows followability when SF target value changes, and a graph (b) which shows change of wheel speed when correction demand torque changes. It is a block diagram which shows the structure of the electronic control apparatus 1 of 2nd Embodiment. It is a block diagram which shows the structure of the disturbance estimation part 14 of 2nd Embodiment.

Embodiments of the present invention will be described below with reference to the drawings.
[Configuration of this embodiment]
As shown in FIG. 1, an electronic control device 1 of this embodiment is mounted on a vehicle and controls an engine 2 of the vehicle.

  The electronic control device 1 inputs signals from the accelerator stroke sensor 3, the intake air amount sensor 4, the crank angle sensor 5, the wheel speed sensor 6, the steering angle sensor 7, the vehicle speed sensor 8, and the navigation device 9.

The accelerator stroke sensor 3 outputs a signal corresponding to the depression amount of the accelerator pedal by the driver.
The intake air amount sensor 4 outputs a signal corresponding to the intake air amount to the engine 2.

The crank angle sensor 5 outputs a pulse signal that causes an edge at every predetermined angle according to the rotation of the crankshaft of the engine 2.
The wheel speed sensor 6 is attached to each of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, and outputs a pulse signal in which an edge is generated at every predetermined angle according to the rotation of each wheel shaft.

The steering angle sensor 7 outputs a signal corresponding to the steering angle of the steering wheel of the vehicle.
The vehicle speed sensor 8 outputs a pulse signal in which an edge is generated at every predetermined angle according to the rotation of the drive shaft of the vehicle.

  The navigation device 9 acquires road map data from a map storage medium in which road map data and various types of information are recorded, and based on a GPS signal received via a GPS (Global Positioning System) antenna (not shown) or the like. It is configured to detect the current position and execute route guidance from the current position to the destination. The road map data includes various data such as road position, road type (highway, toll road, general road, etc.), road shape, road width, road name, number of lanes, road gradient, and the like. The navigation device 9 includes a yaw rate sensor (not shown) that detects the yaw rate of the vehicle.

  The electronic control device 1 is connected to other electronic control devices such as a brake ECU (not shown) and a steering ECU (not shown) and the navigation device 9 by an in-vehicle LAN using a CAN (Controller Area Network) protocol. .

  The electronic control device 1 includes a basic required torque calculation unit 11, an estimated driving wheel torque calculation unit 12, a wheel speed calculation unit 13, a disturbance estimation unit 14, a steering angle calculation unit 15, a vehicle speed calculation unit 16, a road gradient acquisition unit 17, A virtual turning radius calculation unit 18, a target load movement amount calculation unit 19, and a vibration suppression correction unit 20 are provided.

The basic required torque calculation unit 11 calculates an accelerator pedal depression amount based on a signal from the accelerator stroke sensor 3, and further calculates a torque T _{w_tgt} applied to the drive shaft of the vehicle based on the accelerator pedal depression amount. The accelerator pedal depression amount corresponds to the torque request by the driver, and the torque T _{w_tgt} is a basis for torque correction by the vibration damping correction unit 20.

Therefore, hereinafter, the torque calculated by the basic required torque calculation unit 11 is referred to as basic required torque T _{w_tgt} . The electronic control device 1 processes the signal of the accelerator stroke sensor 3, and the basic required torque calculation unit 11 calculates the accelerator pedal depression amount using the signal processed by the electronic control device 1.

The estimated drive wheel torque calculation unit 12 first calculates the intake air amount based on the signal from the intake air amount sensor 4 and also determines the rotational speed Ne (hereinafter referred to as the engine 2) of the engine 2 based on the signal from the crank angle sensor 5. Rotational speed) is calculated. Then, the estimated drive wheel torque calculation unit 12 calculates the torque T _{w_est} applied to the drive shaft of the vehicle based on the calculated intake air amount and the engine rotation speed.

The estimated drive wheel torque calculation unit 12 estimates the torque generated in the engine 2 and applied to the drive shaft based on the intake air amount and the engine rotation speed. Hereinafter, this torque is referred to as estimated drive wheel torque T _{w_est} . Further, the electronic control device 1 processes the signal of the intake air amount sensor 4, and the estimated driving wheel torque calculation unit 12 calculates the intake air amount using the signal processed by the electronic control device 1.

Based on the signal from the wheel speed sensor 6, the wheel speed calculation unit 13 determines the wheel speed V _{fl of} the left front wheel (hereinafter referred to as the left front wheel speed V _fl ), the wheel speed V _{fr of} the right front wheel (hereinafter, the right front wheel speed V). _fr ), wheel speed V _{rl of} the left rear wheel (hereinafter referred to as left rear wheel speed V _rl ) and wheel speed V _{rr of} the right rear wheel (hereinafter referred to as right rear wheel speed V _rr ).

  The signal of the wheel speed sensor 6 is processed by the brake ECU, and the processed signal is acquired from the brake ECU by the electronic control unit 1 via the in-vehicle LAN. And the wheel speed calculation part 13 calculates each wheel speed using this acquired signal.

  As shown in FIG. 2, the disturbance estimation unit 14 includes a wheel torque calculation unit 30, subtraction units 34 and 35, a low-pass filter 37, a high-pass filter 36, and an addition unit 38. In particular, the wheel torque calculation unit 30 includes a front wheel speed average processing unit 31, a differentiator 32, and an amplifier 33.

Here, as shown in FIG. 1, the disturbance estimation unit 14 is calculated by the basic required torque calculation unit 11, a signal indicating the wheel speeds of the left and right front wheels among the signals output from the wheel speed sensor 6. The basic required torque T _{w — tgt} and the output value from the adder / subtractor 125 (corrected torque by the controller (vibration control unit 20)) are input.

In the wheel torque calculation unit 30, a signal related to the wheel speed of the front wheel is input, and the average processing unit 31 calculates an average value of the left front wheel speed V _fl and the right front wheel speed V _fr . Then, the differentiator 32 calculates a differential value of the calculated value of the average processing unit 31.

The amplifier 33 multiplies the signal input from the differentiator 32 by (M · R _t ) and outputs the result. Here, M is the vehicle mass and R _t is the tire radius.
In this way, the wheel torque calculation unit 30 outputs the total torque obtained by multiplying the differential value of the average value of the wheel speeds of the front wheels by (M · R _t ). The total torque for the rear wheels may be obtained separately, and the sum of the total torque for the front wheels and the total torque for the rear wheels may be output as the total torque.

  The total torque is considered to include the basic required torque, the correction torque by the controller, and disturbance (travel disturbance). Therefore, in this embodiment, the disturbance is obtained by removing components corresponding to the basic required torque and the correction torque by the controller from the total torque.

Specifically, as shown in FIG. 2, the subtracting unit 34 calculates a value obtained by subtracting the correction torque from the controller from the basic required torque. This value means torque fluctuation due to driver operation.
Further, the subtracting unit 35 calculates a value obtained by subtracting the torque fluctuation caused by the driver's operation from the total torque. This value means the running disturbance torque.

  The traveling disturbance torque is obtained, for example, by passing through a low-pass filter 37 that is set so that a signal of 30 Hz or less passes, thereby obtaining a traveling disturbance torque fluctuation in a predetermined frequency band. Here, the reason why the low-pass filter 37 is used for the traveling disturbance torque is to remove a response impossible component which is a frequency component that the engine 2 generating the driving force cannot respond to.

  Further, with respect to the basic required torque, for example, by passing through a high-pass filter 36 that is set so that a signal of 1 Hz or higher passes, torque fluctuation due to a driver operation in a predetermined frequency band is obtained. Here, the high-pass filter 36 is used for the basic required torque when the operation intended by the driver is a driving force operation not intended by the driver (for example, when the amount of depression of the accelerator pedal changes due to vehicle vibration or the like). In general, the frequency is lower than that of the driving force operation, and only the driving force operation not intended by the driver is removed.

The adding unit 38 adds the traveling disturbance torque fluctuation after passing through the low-pass filter 37 and the basic required torque after passing through the high-pass filter 36, and outputs the result as disturbance.
Next, as shown in FIG. 1, the steering angle calculation unit 15 calculates the steering wheel steering angle δ _n based on the signal from the steering angle sensor 7. The signal from the steering angle sensor 7 is processed by the steering ECU, and the processed signal is acquired from the steering ECU by the electronic control unit 1 via the in-vehicle LAN. Then, the steering angle calculation unit 15 calculates the steering wheel steering angle δ _n using the acquired signal.

  The vehicle speed calculation unit 16 calculates a traveling speed V of the vehicle (hereinafter referred to as a vehicle speed V) based on a signal from the vehicle speed sensor 8. The signal of the vehicle speed sensor 8 is processed by the brake ECU, and the processed signal is acquired from the brake ECU by the electronic control unit 1 via the in-vehicle LAN. And the vehicle speed calculation part 16 calculates the vehicle speed V using this acquired signal.

The road gradient acquisition unit 17 acquires the road gradient φ at the current position of the vehicle from the navigation device 9.
The virtual turning radius calculation unit 18 includes the yaw rate γ acquired from the navigation device 9, the vehicle speed V acquired from the vehicle speed calculation unit 16 (or the speed V obtained as the average speed of each wheel acquired from the wheel speed calculation unit 13), and the like. Based on the above, a virtual turning radius (hereinafter referred to as a virtual turning radius) ρ suitable for traveling of the vehicle is calculated using the following equation (1).

ρ = V / γ (1)
As shown in FIG. 3, the target load movement amount calculation unit 19 includes a cornering power calculation unit 51, a steering angle dependent parameter calculation unit 52, and a multiplier 53.

  The cornering power calculation unit 51 includes a front and rear wheel static load calculation unit 61, a vertical direction component calculation unit 62, a static ground load change amount calculation unit 63, multipliers 64, 65, and 68, adders 66 and 67, and an amplifier 69. .

The front and rear wheel static load calculation unit 61 includes a constant output device 71 and amplifiers 72 and 73.
Constant output device 71 outputs a fixed value indicating the static load W _o of the vehicle. The static load _Wo of the vehicle is expressed by the following equation (2), where M is the mass of the vehicle and g is the acceleration of gravity.

W _o = M × g (2)
Amplifier 72 (see Figure 4) the wheel base L of the vehicle, the distance between the rear axle and the vehicle center of gravity as L _r (see Figure 5), a signal input from the constant output unit 71 (L _r / L) Multiply and output. This output value corresponds to the static load _Wfo of the front wheel and is expressed by the following equation (3).

W _fo = (L _r / L) W _o (3)
The amplifier 73 sets the distance between the center of gravity of the vehicle and the front wheel shaft to L _f (see FIG. 4), and multiplies the signal input from the constant output device 71 by (L _f / L) and outputs it. This output value corresponds to the static load W _ro of the rear wheel and is expressed by the following expression (4).

W _ro = (L _f / L) W _o (4)
Accordingly longitudinal HanawaShizu load calculating section 61 outputs a value indicating wheel static load W _fo and Kowasei load W _ro.

The vertical direction component calculation unit 62 includes a cosine function calculator 81, a sine function calculator 82, amplifiers 83 and 84, a subtractor 85, and an adder 86.
The cosine function calculator 81 inputs the road gradient φ from the road gradient acquisition unit 17 and performs a cosine function (cos) calculation. That is, the cosine function calculator 81 outputs cosφ.

The sine function calculator 82 inputs the road gradient φ from the road gradient acquisition unit 17 and performs a sine function (sin) calculation. That is, the sine function calculator 82 outputs sinφ.
The amplifier 83 sets the distance between the road surface and the center of gravity of the vehicle (hereinafter referred to as the height of the center of gravity) as h _cg (see FIG. 4), and the signal input from the sine function calculator 82 is multiplied by (h _cg / L _r ). And output. The amplifier 84 multiplies the signal input from the sine function calculator 82 by (h _cg / L _f ) and outputs the result.

The subtracter 85 calculates a value obtained by subtracting the output value of the amplifier 83 from the output value of the cosine function calculator 81. That is, the subtractor 85 outputs {cos φ− (h _cg / L _r ) sin φ}.
The adder 86 calculates a value obtained by adding the output value of the cosine function calculator 81 and the output value of the amplifier 83. That is, the adder 86 outputs {cos φ + (h _cg / L _f ) sin φ}.

Therefore, the vertical direction component calculation unit 62 outputs {cosφ− (h _cg / L _r ) sinφ} and {cosφ + (h _cg / L _f ) sinφ}.
The static ground load change amount calculation unit 63 includes a sprung vibration model steady solution calculation unit 91 and front and rear wheel load change amount calculation units 92.

The sprung vibration model steady solution calculation unit 91 uses the sprung vibration model to calculate the vertical displacement xν of the vehicle body (see FIG. 4) and the pitch angle θ _p (see FIG. 4) around the pitching center of the vehicle body. For each, a value in the steady state is calculated.

  In the sprung vibration model, as shown in FIG. 4, the front wheel and the vehicle body of the vehicle and the rear wheel and the vehicle body are connected by a suspension in which a predetermined spring constant and a predetermined damping coefficient are set. Assuming that the vehicle vibrates with pitching, the vehicle state of the vehicle is expressed by a state equation.

And the state equation about the vertical displacement xν and the pitch angle θ _p of the vehicle body is expressed by the following equation (5). Here, xν ′ and xν ″ represent the first and second derivatives of xν, respectively. θ _p ′ and θ _p ″ indicate the first and second derivatives of θ _p , respectively. The _{a 1 ~ 4, b 1 ~} 4, p 1 ~ 3 are constants that are set in advance. ΔF _df and ΔF _dr are changes in translational force acting on the front wheel shaft and the rear wheel shaft, respectively. [Delta] T _w is the change amount of the estimated drive wheel torque _T w_est.

When the vehicle is in a steady state, xν ′, xν ″, θ _p ′, and θ _p ″ are 0. Therefore, in equation (5), xν ′, xν ″, θ _p ′, θ _p substituting 0 into '', the following equation (6), as shown in (7), is obtained and the stationary solution theta _{p_s} of stationary solutions Xnyu _{_s} and theta _p of Xnyu.

Sprung vibration model constant solution calculating section 91 thus has the formula (6) with (7), the stationary solution Xnyu _{_s,} calculates the theta _{p_s.}

Front and rear wheel load variation calculating unit 92, Equation (8), with (9), calculates the front wheel static ground load change amount [Delta] W _{f_s,} the rear wheel static ground load change amount [Delta] W _{r_s.} Here, K _sf is the spring constant of the suspension on the front wheel side, and K _sr is the spring constant of the suspension on the rear wheel side (see FIG. 5).

Thus static ground load change amount calculating unit 63, as shown in FIG. 3, and outputs a static ground load change amount [Delta] W _{r_s} front wheel static ground load change amount [Delta] W _{f_s} and rear wheels.

The multiplier 64 calculates a multiplication value of the output value from the amplifier 72 and the output value from the subtracter 85. That is, the multiplier 64 outputs W _fo {cos φ− (h _cg / L _r ) sin φ}. This value corresponds to the contact load applied to the front wheel along the direction perpendicular to the road surface.

The multiplier 65 calculates a multiplication value of the output value from the amplifier 73 and the output value from the adder 86. That is, the multiplier 65 outputs W _ro {cos φ + (h _cg / L _f ) sin φ}. This value corresponds to the contact load applied to the rear wheel along the direction perpendicular to the road surface.

The adder 66 calculates an addition value between the output value from the multiplier 64 and the static ground load change amount ΔW _{f — s} from the static ground load change amount calculation unit 63. This value corresponds to a front wheel ground load W _f (hereinafter referred to as a front wheel static ground load W _f ) corresponding to a road gradient φ in a steady state.

The adder 67 calculates an addition value between the output value from the multiplier 65 and the static ground load change amount ΔW _{r — s} from the static ground load change amount calculation unit 63. This value corresponds to the rear wheel ground load W _r corresponding to the road gradient φ in the steady state (hereinafter referred to as the rear wheel static ground load W _r ).

Multiplier 68 calculates a multiplication value of front wheel static ground load W _f from adder 66 and rear wheel static ground load W _r from adder 67.
Amplifier 69 outputs a signal inputted from the multiplier 68 C _w ² multiplied by. C _w is a cornering power coefficient. That is, the amplifier 69 outputs (C _w ² × W _f × W _r ).

The front wheel cornering power _Cpf and the rear wheel cornering power _Cpr are expressed by the following equations (10) and (11), respectively.
C _pf = C _w W _f (10)
C _pr = C _w W _r (11)
Accordingly, the cornering power calculation unit 51 outputs a value C _pf C _pr obtained by multiplying the front wheel cornering power C _pf by the rear wheel cornering power C _pr .

  Next, the steering angle dependent parameter calculation unit 52 includes amplifiers 101, 104, and 110, an absolute value calculator 102, a multiplier 103, a constant output unit 105, a subtractor 106, a square calculator 107, a zero division preventer 108, and a divider. 109.

The amplifier 101 sets the steering gear ratio to R _s , multiplies the steering wheel steering angle δ _n input from the steering angle calculation unit 15 by (1 / R _s ), and outputs the result as the steering angle δ of the front wheels.
The absolute value calculator 102 calculates and outputs the absolute value of the output value from the amplifier 101.

The multiplier 103 calculates a multiplication value of the absolute value of the steering angle δ and the virtual turning radius ρ from the virtual turning radius calculation unit 18.
The amplifier 104 multiplies the output value from the multiplier 103 by (1 / L) and outputs the result.

The constant output unit 105 outputs a preset constant 1.
The subtractor 106 calculates a value obtained by subtracting the output value from the constant output unit 105 from the output value from the amplifier 104. That is, the subtractor 106 outputs (ρ | δ | / L−1).

The square calculator 107 receives the vehicle speed V from the vehicle speed calculator 16 and performs a square calculation. That is, the square calculator 107 outputs the V ^2.
The zero division preventer 108 performs zero division prevention on the output value V ² from the square calculator 107.

The divider 109 outputs a value obtained by dividing the output value from the subtractor 106 by the output value from the zero division preventer 108.
The amplifier 110 multiplies the output value from the divider 109 by a coefficient k expressed by the following equation (12) and outputs the result.

k = −2L ² / MC _w (12)
Therefore, the steering angle dependent parameter calculation unit 52 outputs {2L ² (1-ρ | δ | / L) / MC _w V ² }.

The multiplier 53 calculates and outputs a multiplication value of the output value from the cornering power calculation unit 51 and the output value from the steering angle dependent parameter calculation unit 52.
As described above, the target load movement amount calculation unit 19 outputs a value represented by the following expression (13) as the target load movement amount Δ.

Δ = (2L ² C _pf C _pr / MC _w V ² ) × (1−ρ | δ | / L) (13)
The turning radius ρ of the vehicle is expressed by the following formula (14).

Equation (14) shows that the steering characteristic depends on the value of (L _f C _pf −L _r C _pr ). Specifically, it is understeer when _{(L f C pf -L r C} pr) is less than 0, the oversteer when large _{(L f C pf -L r C} pr). That is, the steering characteristic can be controlled using (L _f C _pf −L _r C _pr ).

Further, (L _f C _pf −L _r C _pr ) is expressed by the following equation (15) using equations (10) and (11).
_{(L f C pf -L r C} pr) = C w (L f W f -L r W r) ··· (15)
Therefore, (L _f W _f −L _r W _r ) in the equation (15) is expressed by the following equation (16).

As can be understood by comparing Expression (13) and Expression (16), the target load movement amount calculation unit 19 calculates (L _f W _f −L _r W _r ) as the target load movement amount Δ. ing.

Next, the vibration damping correction unit 20 includes a sprung vibration model calculation unit 121, subtractors 122 and 126, an integrator 123, amplifiers 124 and 127, and an adder / subtractor 125, as shown in FIG.
The sprung vibration model calculation unit 121 calculates the state quantity x = (xν, xν ′, θ _p , θ _p ′) by the above equation (5). The sprung vibration model calculation unit 121 calculates the load movement amount y _s by the following equation (17) using the state quantity x calculated by the above equation (5). Here, C _sf is the damping coefficient of the suspension on the front wheel side, and C _sr is the damping coefficient of the suspension on the rear wheel side (see FIG. 5).

The subtractor 122 subtracts the load movement amount y _s from the sprung vibration model calculation unit 121 from the target load movement amount Δ (SF (stability factor) target value) from the target load movement amount calculation unit 19. calculate.

The integrator 123 integrates the input value from the subtractor 122, and outputs the integrated value preset integral gain K _i multiplied by the. Therefore, the vibration damping correction unit 20 is a type 1 servo system.
The amplifier 124 multiplies the state quantity x output from the sprung vibration model calculation unit 121 by a preset state feedback gain K _s and outputs the result.

  The adder / subtractor 125 adds the output value from the integrator 123 and the running resistance disturbance estimated value from the disturbance estimating unit 14. Further, the adder / subtractor 125 calculates a value obtained by subtracting the output value from the amplifier 124 from the added value, and outputs the subtracted value to the sprung vibration model calculation unit 121 and the subtractor 126. The output value of the adder / subtractor 125 is a driving torque for correction (hereinafter referred to as correction torque) that suppresses vibration of the vehicle.

The subtractor 126 calculates a value obtained by subtracting the correction torque from the adder / subtractor 125 from the basic required torque T _{w_tgt} from the basic required torque calculator 11. The amplifier 127 multiplies the output value from the subtractor 126 by (1 / R _d ), and outputs the reduction ratio (final gear ratio) in the final reduction gear as R _d .

  The output of the subtractor 127 is the corrected required torque, and the electronic control unit 1 uses the throttle motor (not shown) that changes the opening of the throttle valve based on the corrected required torque, and the fuel in each cylinder. The engine 2 is operated by controlling various actuators such as an ignition plug (not shown) for igniting and an injector (not shown) for injecting fuel into each cylinder.

[Effects of this embodiment]
In the electronic control device 1 described in detail above, the basic required torque calculation unit 11 is a basic request that is a value related to the torque that the driver requests the vehicle based on a driving force operation such as an accelerator pedal operation by the driver. Calculate the torque. The target load movement amount calculation unit 19 uses the load movement amount between the front wheel and the rear wheel of the vehicle as the front and rear wheel load movement amount, and is a target that is the front and rear wheel load movement amount for the vehicle to travel stably. Calculate the amount of load movement. The sprung vibration model calculation unit 121 estimates the front and rear wheel load movement amount of the vehicle, and the disturbance estimation unit 14 estimates the disturbance of the vehicle. Further, the vibration suppression correction unit 20 causes the front and rear wheel load movement amount estimated by the sprung vibration model calculation unit 121 to follow the target load movement amount, and also applies to the vehicle due to the disturbance estimated by the disturbance estimation unit 14. A correction amount (correction torque) for suppressing the influence is calculated, and the basic required torque is corrected based on the correction amount. However, the disturbance estimation unit 14 estimates the disturbance based on the correction amount already output by the vibration suppression correction unit 20 and the basic required torque.

  According to such an electronic control device 1, since it is possible to estimate the disturbance in consideration of the change in the basic required torque, it is possible to suppress the change in the basic required torque being estimated as the disturbance. Therefore, it is possible to suppress the change in the basic required torque from being canceled out as the correction amount, and thus it is possible to improve the responsiveness when attempting to change the traveling state.

  Next, in the electronic control unit 1, the wheel torque calculation unit 30 estimates wheel torque (total torque) that is a value related to the torque generated in the wheels of the vehicle, and the disturbance estimation unit 14 also considers the wheel torque. And estimate the disturbance.

  According to such an electronic control apparatus 1, since wheel torque is estimated, disturbances, such as a vibration, can be estimated favorably. Therefore, the correction accuracy of the basic required torque can be improved.

In the electronic control unit 1, the disturbance estimation unit 14 estimates a disturbance based on a torque fluctuation component that is a fluctuation component of the basic required torque.
According to the electronic control device 1 as described above, the disturbance is estimated based on the torque fluctuation component caused by the driver's operation. Therefore, the running condition of the vehicle is prevented by not including the torque fluctuation component caused by the driver's operation. It is possible to improve the responsiveness when trying to change.

  In the electronic control device 1, the disturbance estimation unit 14 extracts a non-operation fluctuation component that excludes an operation fluctuation component due to an operation intended by the driver from the torque fluctuation component by filtering the torque fluctuation component, Disturbance is estimated by taking into account non-operation fluctuation components.

According to such an electronic control device 1, only a non-operation fluctuation component that is not intended by the driver can be made a disturbance.
In the electronic control device 1, the filter is configured as a high-pass filter 36.

  Here, the driving force operation intentionally performed by the driver is generally lower in frequency than the driving force operation not intended by the driver (for example, when the amount of depression of the accelerator pedal is changed due to vehicle vibration or the like). Is. For this reason, the high-pass filter 36 is employed so that the driving force operation intended by the driver can be removed from the disturbance.

According to such an electronic control device 1, only a driving force operation not intended by the driver can be made a disturbance so that a driving force operation intended by the driver can be removed from the disturbance.
In the electronic control unit 1, the disturbance estimation unit 14 uses the difference obtained by subtracting the correction amount and the basic required torque already output from the vibration damping correction unit 20 from the wheel torque as a running disturbance component, and adds the running disturbance component to the disturbance. Is estimated. That is, since it is considered that the wheel torque includes the correction amount, the basic required torque, and the traveling disturbance component that have already been output by the vibration suppression correction unit 20, the vibration suppression correction unit 20 has already output from the wheel torque. A travel disturbance component is obtained by subtracting the correction amount and the basic required torque.

According to such an electronic control device 1, since the disturbance component (external force generated by the traveling of the vehicle) is taken into account, the disturbance can be estimated well.
In the electronic control unit 1, the disturbance estimation unit 14 filters out the traveling disturbance component to remove a response impossible component that is a frequency component that the engine 2 generating the driving force cannot respond to from the traveling disturbance component. The running disturbance torque component obtained is extracted, and the disturbance is estimated by taking the running disturbance torque component into consideration.

  According to such an electronic control device 1, since the disturbance is estimated by considering the removed travel disturbance torque component for the non-response component, the basic required torque can be corrected within a range in which the engine 2 can respond. it can.

In the electronic control device 1, the filter is configured as a low-pass filter 37.
Here, since the above-mentioned response impossible component has a relatively high frequency, the low-pass filter 37 is employed to remove the component in this frequency band.

According to such an electronic control apparatus 1, it is possible to extract a traveling disturbance torque component with a simple configuration and estimate the disturbance by taking the traveling disturbance torque component into consideration.
The effects described above will be described more specifically below. As shown in FIG. 5 (a), when the required torque (basic required torque) by the driver increases between 2 seconds and 6 seconds, as shown in FIG. : Fine solid line in the figure) shows the fluctuation of the forward and backward load movement in the transient region up to about 3 seconds compared with the case where no correction by the vibration damping correction unit 20 is performed (no control: broken line in the figure). It becomes the same value as the case where a component is suppressed and the correction | amendment by the damping control part 20 is not performed after that.

  That is, it is understood that when only the basic request torque by the driver increases, only the fluctuation component other than the driver's request is suppressed by the correction by the vibration suppression correction unit 20. And if acceleration is implemented according to correction request torque, it turns out that favorable acceleration responsiveness is obtained similarly to the case where the correction by the vibration damping correction unit 20 is not performed (no control: broken line in the figure) (proposition) Law: thin solid line in the figure). In addition, in the structure which feeds back the change of a basic request torque as a disturbance (conventional method: the dashed-dotted line in a figure), it turns out that a basic request torque is suppressed (refer FIG.5 (b)), and a speed change is also suppressed (refer FIG. (See FIG. 6 (a)). That is, when it is estimated that the change in the basic required torque by the driver is a disturbance, it can be seen that the vehicle is not accelerating against the driver's intention to accelerate the vehicle.

  Next, as shown in FIG. 6B, when the road surface disturbance increases from 10.0 seconds to 10.5 seconds, as shown in FIG. The absolute value of the proposed method (thin solid line in the figure) is significantly smaller than that in the case where correction by the vibration suppression correction unit 20 is not performed (no control: broken line in the figure).

  That is, when the road disturbance increases, it can be seen that the disturbance correction component 20 suppresses the disturbance component. Then, as shown in FIG. 7 (b), when the required torque is corrected by the vibration damping correction unit 20, the required torque is not corrected by the vibration damping correction unit 20 (broken line in the figure). It can be seen that the travel speed of the vehicle is maintained when the required torque is corrected by the vibration damping correction unit 20 while the travel speed of the vehicle changes (proposed method: thin solid line in the figure). .

  Next, as shown in FIG. 8 (a), when the SF target value changes after 14 seconds, the longitudinal load movement amount (proposed method: thin solid line in the figure) disturbs the change in the basic required torque. It can be seen that the follow-up property to the change of the SF target value is high as compared with the configuration in which feedback is performed (conventional method: one-dot chain line in the figure). At this time, as shown in FIG. 8B, the wheel speed is changed corresponding to the change of the SF target value.

[Second Embodiment]
Next, another type of electronic control device will be described. In the present embodiment (second embodiment), only the portions different from the electronic control device 1 of the first embodiment will be described in detail, and the same reference numerals are given to the same portions as the electronic control device 1 of the first embodiment. Therefore, the description is omitted.

As shown in FIG. 9, the running resistance disturbance estimation unit 14 of the present embodiment inputs an estimated axle torque that is an output from the estimated drive wheel torque calculation unit 12 instead of the basic required torque.
The running resistance disturbance estimation unit 14 includes subtraction units 41 and 42 in place of the subtraction units 34 and 35, as shown in FIG.

The subtraction unit 41 calculates a value obtained by subtracting the correction torque from the controller from the estimated axle torque , and outputs the value to the high-pass filter 36. This value means torque fluctuation due to driver operation.
Further, the subtracting unit 42 calculates a value obtained by subtracting the estimated axle torque from the total torque that is output from the wheel torque calculating unit 30, and outputs the value to the low-pass filter 37. This value means the running disturbance torque.

Even if it does in this way, the effect similar to the said Embodiment 1 will be acquired.
[Other Embodiments]
The present invention is not construed as being limited by the above embodiment. Moreover, the aspect which abbreviate | omitted a part of structure of said embodiment as long as the subject could be solved is also embodiment of this invention. An aspect configured by appropriately combining the above-described plurality of embodiments is also an embodiment of the present invention. Moreover, all the aspects which can be considered in the limit which does not deviate from the essence of the invention specified only by the wording described in the claims are embodiments of the present invention. Further, the reference numerals used in the description of the above embodiments are also used in the claims as appropriate, but they are used for the purpose of facilitating the understanding of the invention according to each claim, and the invention according to each claim. It is not intended to limit the technical scope of

  For example, in the above embodiment, the disturbance torque is estimated by taking into account the running disturbance torque fluctuation and the torque fluctuation excluding the driver operation, but only one of the running disturbance torque fluctuation and the torque fluctuation excluding the driver operation is estimated. The disturbance torque may be estimated in consideration of the above.

Further, the difference between the correction amount already output by the vibration suppression correction unit 20 and the basic required torque is “output torque that is a value related to the torque output by the driving force generation unit (engine 2) that generates driving force in the vehicle”. Equivalent to. Therefore, the disturbance may be estimated from the correction amount already output by the vibration suppression correction unit 20 and the output torque. When the correction amount already output by the disturbance estimation unit 14 does not exist, for example, 0 or the like The initial value may be used as the correction amount. Further, in the above embodiment, the calculation is performed in the dimension of “torque” when estimating the disturbance. However, the value is not limited to “torque”, but includes “value relating to torque” including values such as driving force obtained based on the torque. May be used.

[Relationship between the configuration shown in the embodiment and the configuration shown in the present invention]
In the embodiment described above, the electronic control device 1 is the vehicle control device in the present invention, the basic required torque calculation unit 11 is the basic required torque calculation means in the present invention, and the target load movement amount calculation unit 19 is the target load movement amount in the present invention. It corresponds to the calculation means. The torque correction means in the vibration damping correcting unit 20 according to the present invention, the load movement amount estimation means in the sprung vibration model computing unit 121 present invention, the disturbance estimation section 14 corresponds to the disturbance estimating means that put the present invention.

  Further, the wheel torque calculation unit 30 corresponds to the wheel torque estimation means in the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Electronic controller, 11 ... Basic required torque calculation part, 14 ... Disturbance estimation part, 19 ... Target load movement amount calculation part, 20 ... Vibration damping correction part, 30 ... Wheel torque calculation part, 121 ... Spring-spring vibration model calculation Part, 201... Total torque estimation part.

Claims (7)

A vehicle control device (1) mounted on a vehicle for controlling the driving force of the vehicle,
A basic required torque calculating means (11) for calculating a basic required torque, which is a value related to a torque required for the vehicle by the driver, based on a driving force operation by the driver;
A target load for calculating a target load movement amount, which is the front and rear wheel load movement amount for the vehicle to travel stably, with the load movement amount between the front and rear wheels of the vehicle as a front and rear wheel load movement amount. A movement amount calculating means (19);
Load movement amount estimation means (121) for estimating the front and rear wheel load movement amount of the vehicle;
Disturbance estimation means (14) for estimating the disturbance of the vehicle;
In order to cause the front and rear wheel load movement amount estimated by the load movement amount estimation means to follow the target load movement amount, and to suppress the influence on the vehicle due to the disturbance estimated by the disturbance estimation means Torque correction means (20) for calculating a correction amount and correcting the basic required torque based on the correction amount;
With
The disturbance estimation means includes:
A non-operation fluctuation component obtained by removing an operation fluctuation component due to an operation intended by the driver is extracted from the torque fluctuation component by applying a filter (36) to the torque fluctuation component which is a fluctuation component of the basic required torque. A vehicle control apparatus characterized by estimating the disturbance taking into account the non-operation fluctuation component . The vehicle control device according to claim 1,
Wheel torque estimating means ( 30 ) for estimating a wheel torque which is a value relating to a torque generated in a wheel of the vehicle,
The disturbance estimation means includes:
The vehicle control device characterized in that the disturbance is estimated in consideration of the correction amount already output by the torque correction means and the wheel torque. The vehicle control device according to claim 2 ,
The vehicle control device, wherein the filter is configured as a high-pass filter. A vehicle control device (1) mounted on a vehicle for controlling the driving force of the vehicle,
A basic required torque calculating means (11) for calculating a basic required torque, which is a value related to a torque required for the vehicle by the driver, based on a driving force operation by the driver;
A target load for calculating a target load movement amount, which is the front and rear wheel load movement amount for the vehicle to travel stably, with the load movement amount between the front and rear wheels of the vehicle as a front and rear wheel load movement amount. A movement amount calculating means (19);
Load movement amount estimation means (121) for estimating the front and rear wheel load movement amount of the vehicle;
Disturbance estimation means (14) for estimating the disturbance of the vehicle;
In order to cause the front and rear wheel load movement amount estimated by the load movement amount estimation means to follow the target load movement amount, and to suppress the influence on the vehicle due to the disturbance estimated by the disturbance estimation means Torque correction means (20) for calculating a correction amount and correcting the basic required torque based on the correction amount;
Wheel torque estimating means (201) for estimating a wheel torque which is a value relating to a torque generated in a wheel of the vehicle;
With
The disturbance estimation means includes:
A vehicle control characterized in that a difference obtained by subtracting the correction amount already output by the torque correction means and the basic required torque from the wheel torque is used as a traveling disturbance component, and the disturbance is estimated by taking the traveling disturbance component into consideration. apparatus. The vehicle control device according to claim 4 , wherein
The disturbance estimation means applies a filter ( 37 ) to the traveling disturbance component to thereby generate a response that is a frequency component that cannot be responded to by the driving force generator (2) that generates the driving force from the traveling disturbance component. A vehicle control apparatus that extracts a running disturbance torque component excluding an ineffective component and estimates the disturbance taking into account the running disturbance torque component. The vehicle control device according to claim 5 , wherein
The vehicle control device, wherein the filter is configured as a low-pass filter. A vehicle control device (1) mounted on a vehicle for controlling the driving force of the vehicle,
A basic required torque calculating means (11) for calculating a basic required torque, which is a value related to a torque required for the vehicle by the driver, based on a driving force operation by the driver;
A target load for calculating a target load movement amount, which is the front and rear wheel load movement amount for the vehicle to travel stably, with the load movement amount between the front and rear wheels of the vehicle as a front and rear wheel load movement amount. A movement amount calculating means (19);
Load movement amount estimation means (121) for estimating the front and rear wheel load movement amount of the vehicle;
An output estimating means (20) for estimating an output torque which is a value related to the torque output by the driving force generator (2) for generating a driving force in the vehicle;
Disturbance estimation means (14) for estimating the disturbance of the vehicle;
In order to cause the front and rear wheel load movement amount estimated by the load movement amount estimation means to follow the target load movement amount, and to suppress the influence on the vehicle due to the disturbance estimated by the disturbance estimation means Torque correction means (20) for calculating a correction amount and correcting the basic required torque based on the correction amount;
With
The disturbance estimation means includes:
The vehicle control device characterized in that the disturbance is estimated based on a correction amount already output by the torque correction means and the output torque.