JP2005130560A - Driving force control unit of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control unit for a vehicle capable of intentionally realizing a vibration component which is preferred by a passenger, by increasing/decreasing a gain in a specified frequency range so that the vibration component applied to a passenger such as a driver can be selected. <P>SOLUTION: Related to a vehicle that has a combination of an internal combustion engine and a motor which is quicker in response, or has only the motor whose response is quicker than the internal combustion engine, the frequency gain characteristics of a basic dynamic characteristics for a driving force value requested from a driver is set to such characteristics as flatly decreases as a frequency rises. At least one of the following gain compensating means is provided: (1) A first gain compensating means which applies such compensation as subtracts the component corresponding to the resonance frequency of a head part and a neck part based on the acceleration that occurs with the head part and the neck part of a passenger from the frequency gain characteristics of the basic dynamic characteristics, or (2) a second gain compensating means that applies such compensation as enhances the component corresponding to the resonance frequency of a body part based on the acceleration that occurs at the body part of the passenger from the frequency gain characteristics of the basic dynamic characteristics. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention is a hybrid vehicle using a combination of an internal combustion engine and a prime mover (such as a motor) having a faster response, or a vehicle drive applied to an electric vehicle or a fuel cell vehicle having only a prime mover having a faster response than the internal combustion engine. The present invention relates to a force control device.

2. Description of the Related Art Conventionally, a driving force control device for a hybrid vehicle includes required torque calculation means for calculating required torque, and control means for controlling torque generated by an engine and a motor based on the required torque calculated by the required torque calculation means. And the control means compensates the response delay by the motor by generating a torque obtained by subtracting the torque generated by the engine from the required torque from the motor (see, for example, Patent Document 1). ).
JP 2001-157309 A

  However, in the conventional vehicle driving force control device, the frequency gain characteristic of the basic dynamic characteristic with respect to the driving force required value by the driver's accelerator operation is given as 0 dB up to about 0.4 Hz, and about 0.4 Hz is given. In a frequency range that exceeds, the gain is monotonously decreased as the frequency increases, that is, only control for ensuring a predetermined driving force response is performed while suppressing a sense of incongruity for the driver. In this way, since the gain setting ensures a predetermined driving force response in the frequency range exceeding about 0.4 Hz, the acceleration generated in the head and neck of the passenger is the resonance frequency of the head and neck of the passenger. Corresponding components become high, and vibration becomes uncomfortable for the passenger. In addition, since the gain setting suppresses a sense of incongruity in the frequency range up to about 0.4 Hz, the component corresponding to the resonance frequency of the passenger's torso becomes lower in the acceleration generated in the passenger's torso, and for the passenger There was a problem that the acceleration was unsatisfactory.

  The present invention has been made paying attention to the above problem, and by increasing or decreasing the gain in a specific frequency range, it is possible to select a vibration component to be given to a passenger such as a driver, and a vibration component preferred by the passenger is obtained. An object of the present invention is to provide a vehicle driving force control device that can be realized intentionally.

In order to achieve the above object, in the present invention, in a vehicle having a combination of an internal combustion engine and a prime mover having a faster response, or a prime mover having a faster response than the internal combustion engine,
Set the frequency gain characteristic of the basic dynamic characteristic to the driver's driving force requirement value to a characteristic that monotonously decreases as the frequency increases,
(1) First gain compensation means for adding a compensation for subtracting a component corresponding to the resonance frequency of the head and neck from the acceleration generated in the head and neck of the occupant to the frequency gain characteristic of the basic dynamic characteristic;
(2) a second gain compensation means for applying a compensation for emphasizing a component corresponding to a resonance frequency of the torso from an acceleration generated in the torso of the occupant to the frequency gain characteristic of the basic dynamic characteristic;
If at least one gain compensation means is provided and both gain compensation means are provided,
(3) For the frequency gain characteristics of the basic dynamic characteristics, a first gain compensation area corresponding to the resonance frequency of the passenger's head and neck and a second gain compensation area corresponding to the resonance frequency of the passenger's torso A third gain compensation means having a gain characteristic that gently leads to a connected region;
It was set as the means to provide.

  Therefore, in the vehicle driving force control apparatus of the present invention, the first gain compensation means detects the head and neck from the acceleration generated in the head and neck of the passenger with respect to the frequency gain characteristic of the basic dynamic characteristic. Since the compensation for reducing the component corresponding to the resonance frequency is added, only unpleasant vibration given to the passenger can be suppressed without affecting other responses. In the second gain compensation means, compensation for emphasizing a component corresponding to the resonance frequency of the torso is added to the frequency gain characteristic of the basic dynamic characteristic from the acceleration generated in the torso of the occupant. Only the acceleration feeling given to the passenger can be increased without affecting the response.

  Hereinafter, the best mode for realizing a driving force control apparatus for a vehicle according to the present invention will be described based on Examples 1 to 3 shown in the drawings.

First, the configuration will be described.
FIG. 1 is a block diagram illustrating a vehicle driving force control apparatus according to a first embodiment. Although not shown, the driving force control apparatus of the first embodiment is a hybrid vehicle that combines an internal combustion engine and a motor (a prime mover that responds faster than the internal combustion engine), or an electric vehicle or a fuel cell vehicle that has only a motor. Applies to Hereinafter, in the first to third embodiments, a motor control device for an electric vehicle having only a motor is taken as an example.

  As shown in FIG. 1, the motor controller for an electric vehicle according to the first embodiment includes a motor controller 1, which includes a static target value generator 2, a basic dynamic characteristic generator 3, and 2 Hz. A reduction compensator 4 (first gain compensation means), a 0.1 to 1.0 Hz enhancement compensator 5 (second gain compensation means), a powertrain inverse characteristic compensator 6, and a filter 7 (third gain compensation means); Have

  The static target value generation unit 2 inputs accelerator operation amount information from an accelerator operation amount detection means (not shown), and generates a static target value corresponding to the accelerator operation amount information. For example, even if the driver intends to smoothly perform the accelerator operation, since there is a step difference microscopically, the static target value is generated as a characteristic having a step according to the accelerator operation (see FIG. 3).

  The basic dynamic characteristic generation unit 3 generates a dynamic target value by removing a high frequency component from the static target value generated by the static target value generation unit 2. For example, since the drivability is remarkably deteriorated with the static target value characteristic having a level difference, a dynamic target value having a smooth characteristic is generated by removing a high frequency component from the static target value (see FIG. 4).

  The 2 Hz reduction compensator 4 is based on the knowledge that the passenger feels uncomfortable with respect to the resonance frequency of the head and neck, and that the resonance frequency of the head and neck is in the vicinity of 2 Hz. The gain in the region near 2 Hz is reduced from the frequency gain characteristic of the basic dynamic characteristic based on the dynamic target value generated by the basic dynamic characteristic generation unit 3. As shown in FIG. 6, the gain reduction range in the 2 Hz reduction compensator 4 is less than a fine vibration gain (= −3 dB) that places importance on acceleration response during front-rear acceleration, and smoothness of acceleration during front-rear acceleration. Set the gain within the non-vibration gain (= -6dB) or higher.

  In the 0.1 to 1.0 Hz emphasis compensator 5, the passenger recognizes the feeling of acceleration with respect to the resonance frequency of the torso, and the resonance frequency of the torso is in the region near 0.1 Hz to 1.0 Hz. Based on this knowledge, the gain in the region near 0.1 Hz to 1.0 Hz is emphasized from the frequency gain characteristic of the basic dynamic characteristic based on the dynamic target value generated by the basic dynamic characteristic generating unit 3. As shown in FIG. 6, the gain increase range in the 0.1 to 1.0 Hz emphasis compensator 5 is 0 dB or more given by the frequency gain characteristic of the basic dynamic characteristic, and is a limit value that feels that the ride comfort and drivability are deteriorated. Set within a certain gain range of less than 3.0dB.

  When the motor is driven by the basic dynamic characteristics, the power train inverse characteristic compensator 6 is realized by adding the dynamic characteristics of the power train system such as gear backlash and inertia. Add compensation to cancel. That is, by adding compensation based on the power train reverse characteristic, it is possible to realize a desired dynamic characteristic as a vehicle even if there is gain compensation by the 2 Hz reduction compensator 4 and the 0.1 to 1.0 Hz enhancement compensator 5.

  The filter 7 is compensation means including the 2 Hz reduction compensator 4, the 0.1 to 1.0 Hz enhancement compensator 5, and the powertrain inverse characteristic compensator 6. In this filter 7, Compensation is made to provide a gain characteristic that is gently connected to a region connecting the 2 Hz reduction compensation region corresponding to the resonance frequency of the neck and the 0.1 to 1.0 Hz enhancement compensation region corresponding to the resonance frequency of the occupant's torso. Then, a motor drive command based on a compensated dynamic target value is output from the filter 7, and a drive control system for obtaining actual torque is configured by adding the motor dynamic characteristics to this.

  Next, the operation will be described.

[Background technology]
The response of a conventional internal combustion engine is limited to the response delay of the intake air, so it is slow enough for human sensation, and further improvement is difficult. It was. For example, as shown in the example of the acceleration waveform driven by the internal combustion engine in FIG. 2, the acceleration rises after a dead time from the accelerator operation time, and the dead time is large and the acceleration rising gradient is gentle.

  However, motor responsiveness may cause discomfort and difficulty in handling if the power supply power is ignored, and if it is faster than necessary and faster than human senses and demands. . For example, as shown in the example of the acceleration waveform by motor driving in FIG. 2, there is almost no dead time, and the acceleration rising gradient can be made steep.

  In addition, the faster the driving force response by the motor, the more instantaneous power is required, which limits the power supply capability. Therefore, mechanically, the acceleration response to be realized should be as slow as possible.

  However, since these problems are not clear at present, even in hybrid vehicles, electric vehicles, fuel cell vehicles, etc., only the response level equivalent to that of the conventional internal combustion engine is realized, and the frequency characteristics are taken into consideration. There was no investigation that should realize the responsiveness.

[Background to the present invention]
Based on human psychological or physiological demands, it is necessary to examine response characteristics when using a motor such as a motor, which has a quick response, and to determine some indicators.

  In general, the change in the amount of accelerator operation caused by the driver's accelerator operation is stepped or continuous, and this is reflected in the drive shaft output as it is. Since the step-like response is realized almost as it is, for example, as shown in the acceleration characteristic of FIG. 3, the vehicle body resonates to induce a so-called “gobble vibration”, and the drivability is remarkably increased. It is possible to get worse.

  Therefore, assuming a prime mover such as a motor that responds quickly, it is calculated from the driver's operation amount as shown in the driving force response compensation control example in the electric vehicle shown in FIG. 4 and the dynamic target value characteristic in FIG. Therefore, a dynamic characteristic that suppresses a component in the high frequency region is inserted between the target output and the target output that is actually given to the prime mover, the component in the high frequency region is removed, and deterioration in drivability is suppressed.

  This case embodies the necessary requirements for further improving the acceleration feeling on the premise that the deterioration of drivability due to the step-like operation is suppressed.

  First, we focused on the resonance frequencies of the head and neck. The inventor has found through experiments that the resonance frequency of the human head and neck is around 2 Hz. This is the title "Riding Comfort Evaluation and Modeling Considering Human Dynamics" (Mechanical Society of Japan [No.99-7] Dynamics and Design Conference '99 Proceedings ['99 .3.16-19]) This can also be supported by the contents announced by Takayuki Koizumi (Doshisha Univ.) And others.

  The fact that the resonance component of this part is included in the longitudinal acceleration generated by acceleration causes vibration of the head and neck, which is extremely uncomfortable. In particular, the head has a sensor that measures the acceleration of the half organs, etc., so it is sensitive to vibrations, and since it is not fixed while riding, vibrations are likely to occur due to the excitation force. There is a feature. Therefore, it is necessary to remove this frequency component.

  Therefore, in the frequency gain characteristic of the accelerator operation amount-longitudinal acceleration including the characteristics of the drive system and the vehicle body system, if the gain in the vicinity of the resonance frequency of the head and neck is lowered to an appropriate level, the head by acceleration, The vibration of the neck can be suppressed. For example, if the above basic dynamic characteristics are compensated so that the frequency gain characteristics gain in this region is set to the non-vibration range (for example, the range of -4dB to -5dB), the characteristics on the higher frequency side will be affected. In that case, the vibration of the head and neck due to acceleration can be suppressed.

  In addition, when it is necessary to accelerate without detecting this vibration phenomenon, a gain is set in this non-vibration range, but by allowing a certain degree of vibration, the acceleration of the car is clearly communicated to the driver. If this is required, the vibration of the head and neck due to acceleration can be detected, but the fine vibration range that falls within the allowable range (for example, the range of -3dB to -4dB) is set. By manipulating the frequency gain characteristic, the ride quality can be tuned independently of other parameters.

As described above, it is possible to improve the riding comfort by suppressing the gain of the frequency gain characteristics in the vicinity of the resonance frequencies of the head and neck, but there is a problem that the responsiveness deteriorates.
Next, attention is paid to the resonance frequency of the body. According to the experiments by the present inventors, it was found that the frequency region is in the vicinity of 0.1 to 1.0 Hz. In the above paper, the influence on the ride comfort is described in the frequency region near 0.1 to 1.0 Hz, but the contribution to the acceleration feeling is not talked about.

  Although there is no sensor that directly measures acceleration in the trunk, the ability to recognize that acceleration is generated by receiving force also exists in muscles and the like. Therefore, acceleration can be emphasized by applying acceleration thereto. Also, unlike the head and neck, the torso is usually in a fixed state. Therefore, if the gain is not increased excessively, it is necessary to consider that vibration due to resonance occurs and ride comfort and drivability deteriorate. No.

Therefore, the sense of acceleration can be emphasized by compensating the gain in the region corresponding to the resonance frequency of the body from the basic dynamic characteristic to the increasing side.
In addition, by adjusting the increase allowance, you can freely switch between strong acceleration feeling and smooth acceleration feeling by changing it according to the driver's preference. Is possible.

  Therefore, the gain of the frequency gain characteristic in the vicinity of 2 Hz which is the resonance frequency of the head and neck as shown in FIG. 6 is suppressed with respect to the above basic dynamic characteristics, and the frequency in the resonance frequency range of the body is 0.1 to 1.0 Hz. If compensation is added to increase the gain of the gain characteristic, an acceleration feeling in which the entire upper body is strongly pressed can be realized without causing unnecessary vibration in the head during acceleration, and the acceleration feeling can be emphasized.

In addition, no matter how high the motor can achieve the target torque with high response, there are factors that form dynamic characteristics such as spring elements and inertia elements between the motor and the wheels.
Therefore, even if the target value including the requirements for the frequency component as described above is generated, the acceleration waveform as it is is not realized.
As a method for realizing this, as shown in FIG. 1, a power train reverse characteristic compensator 7 for canceling the physical dynamic characteristics of the power train system can be considered for the target value incorporating the above requirements. .

  By combining the above-described matters and configuring the electric vehicle motor control apparatus of the first embodiment as shown in FIG. 1, the vibration component given to the driver can be increased or decreased in a specific frequency range. Selectable. For this reason, it is possible to suppress vibrations unpleasant to the driver and intentionally realize a vibration component preferred by the driver without impairing responsiveness, thereby providing an ideal acceleration waveform.

  [Gain compensation]

  FIG. 7 is a schematic diagram of the time-series acceleration transient response in the apparatus of the first embodiment. The gain compensation action will be described with reference to FIG.

  As shown in FIG. 6, by reducing the gain of the 2 Hz component, as shown in part a of FIG. The waveform due to the compensated dynamic characteristic is reduced in size. As a result, the evaluation regarding responsiveness is reduced. In addition, as shown in FIG. 6, by increasing the gain of the 0.1 to 1.0 Hz component, in the region indicated by b in FIG. The waveform with the compensated dynamic characteristic becomes larger. In this way, the strength can be emphasized and the decrease in the previous evaluation can be offset.

  Further, as indicated by the target value characteristic indicated by the broken line in FIG. 7, the power train inverse characteristic compensator 7 advances the delay with respect to the target value due to the dynamic characteristic of the power train, and delays the advance. Thus, as shown in the acceleration characteristic of FIG. 7, the acceleration waveform can be a response waveform with a target frequency gain characteristic.

Next, the effect will be described.
In the vehicle driving force control apparatus according to the first embodiment, the following effects can be obtained.

  (1) In a vehicle having a combination of an internal combustion engine and a prime mover that responds faster, or a prime mover that responds faster than an internal combustion engine, the frequency gain characteristic of the basic dynamic characteristic with respect to the driving force requirement value of the driver is increased in frequency. A first gain that is set to a monotonically decreasing characteristic and adds a compensation for subtracting a component corresponding to the resonance frequency of the head and neck from the acceleration generated in the head and neck of the passenger to the frequency gain characteristic. Since the compensation means is provided, it is possible to suppress only unpleasant vibration given to the occupant from the acceleration generated in the head and neck of the occupant including the driver during acceleration start.

  (2) Since the first gain compensation means is realized by a driving force control device that controls the output of the prime mover, the frequency gain characteristic of the basic dynamic characteristic can be easily controlled by controlling the output of the driving source itself such as a motor. In addition, gain compensation can be applied with high accuracy.

  (3) The first gain compensation means compensates for a 2 Hz reduction in the filter 7 for obtaining a frequency gain characteristic for reducing a component corresponding to the resonance frequency of the head and neck of the occupant in the process of determining the output of the prime mover. Since the compensation is performed by the device 4, it is possible to reliably perform the compensation for reducing the component corresponding to the resonance frequency of the head and neck.

  (4) The 2 Hz reduction compensator 4 of the first gain compensation means sets a frequency range of 1.5 Hz to 2.5 Hz as a region corresponding to the resonance frequency of the occupant's head and neck. The gain is set within a gain range that is less than the fine vibration gain that emphasizes acceleration responsiveness during longitudinal acceleration and is greater than the non-vibration gain that emphasizes smooth acceleration during longitudinal acceleration. The amount of gain reduction can be set according to the driver's preference, such as emphasizing responsiveness, emphasizing smoothness of acceleration during front-rear acceleration, and emphasizing compatibility between acceleration responsiveness and smoothness.

  (5) In a vehicle having a combination of an internal combustion engine and a prime mover that responds faster, or a prime mover that responds faster than an internal combustion engine, the frequency gain characteristic of the basic dynamic characteristic with respect to the driving force requirement value of the driver is increased in frequency. The second gain compensation is set to a characteristic that monotonously decreases as the frequency gain characteristic is applied, and a compensation that emphasizes a component corresponding to the resonance frequency of the occupant's torso is applied to the acceleration generated in the occupant's torso. Since the means is provided, it is possible to increase only the feeling of acceleration given to the passenger without affecting other responses.

  (6) Since the second gain compensation means is realized by a driving force control device that controls the output of the prime mover, the frequency gain characteristic of the basic dynamic characteristic can be easily controlled by the output control of the driving source itself such as a motor. In addition, gain compensation can be applied with high accuracy.

  (7) The second gain compensation means includes a 0.1 to 1.0 Hz emphasis compensation in the filter 7 for obtaining a frequency gain characteristic emphasizing a component corresponding to the resonance frequency of the occupant's torso in the process of determining the output of the prime mover. Since the compensation is performed by the device 5, compensation for reducing the component corresponding to the resonance frequency of the body portion can be surely performed.

  (8) The enhancement compensator of the second gain compensation means sets a frequency range of 0.1 Hz to 1.0 Hz as a region corresponding to the resonance frequency of the body, and sets a gain on the frequency gain characteristic to a gain of 0 dB or more. Therefore, the gain increase amount can be set according to the driver's preference for emphasizing acceleration.

  (9) In a vehicle having a combination of an internal combustion engine and a prime mover that responds faster, or a prime mover that responds faster than an internal combustion engine, the frequency gain characteristic of the basic dynamic characteristic with respect to the driving force requirement value of the driver is increased in frequency. As the frequency gain characteristic is set, the first gain compensation region corresponding to the resonance frequency of the occupant's head and neck and the second resonance frequency corresponding to the resonance frequency of the occupant's torso are set. Since the third gain compensation means having a gain characteristic that smoothly leads to the region connecting the gain compensation region is provided, rapid gain fluctuations can be suppressed in the frequency region connecting the first gain compensation region and the second gain compensation region, It is possible to prevent the passenger including the driver from feeling uncomfortable in acceleration.

  (10) Since the third gain compensation means is realized by a driving force control device that controls the output of the prime mover, the frequency gain characteristic of the basic dynamic characteristic can be easily controlled by controlling the output of the driving source itself such as a motor. In addition, gain compensation can be applied with high accuracy.

  (11) The third gain compensation means includes a filter 7 having a frequency gain characteristic in which the first gain compensation region and the second gain compensation region are smoothly connected in the process of determining the output of the prime mover. Therefore, gain compensation can be reliably applied in the frequency domain connecting the first gain compensation area and the second gain compensation area.

  (12) The filter 7 of the third gain compensation means sets a frequency range of 1.0 Hz to 1.5 Hz as a region corresponding to a frequency between the first gain compensation region and the second gain compensation region, and the frequency Since the gain on the gain characteristic is a gain that monotonously decreases as the frequency increases, the vertical fluctuation of the gain is suppressed in the frequency region connecting the first gain compensation region and the second gain compensation region, and the driver is included. A smooth acceleration feeling can be given to the passenger.

  (13) The filter 7 of each gain compensation means has a power train inverse characteristic compensator 6 for canceling the dynamic characteristic of the power train system in order to realize a desired dynamic characteristic by gain compensation. Regardless of the existence of factors that form dynamic characteristics, such as spring elements and inertia elements, a response waveform with a target frequency gain characteristic can be realized.

  The second embodiment is an example having an adjustment unit that can adjust the frequency gain characteristic according to the preference of the driver.

  The configuration of the second embodiment will be described. As shown in FIG. 8, an adjustment amount is input to the motor controller 1 from an acceleration feeling adjustment slide switch or the like provided at a position reachable from the driver, so that the frequency gain of the vehicle dynamic characteristics is obtained. An acceleration feeling adjusting device 8 (frequency gain characteristic adjusting means) is provided that makes it possible to adjust the characteristics according to the driver's preference.

  The acceleration feeling adjusting device 8 emphasizes the gain corresponding to the resonance frequency of the passenger's torso and the 2 Hz reduction compensator 4 for reducing the gain corresponding to the resonance frequency of the head / neck of the passenger. The frequency gain characteristic of the vehicle dynamic characteristics of the Hz emphasis compensator 5, the filter 7 that smoothly connects the frequency area connecting the 2 Hz reduction compensation area and the 0.1 to 1.0 Hz emphasis compensation area is adjusted according to the driver's preference. to enable. Then, the acceleration feeling adjusting device 8 adjusts the frequency gain characteristic within the gain range of the 2 Hz reduction compensation region below the fine vibration gain and above the non-vibration gain. Further, the acceleration adjustment device 8 sets the lower limit gain of the adjustment region in the 0.1 to 1.0 Hz enhancement compensation region to 0 dB. Further, the acceleration feeling adjusting device 8 increases the gain of the 0.1 to 1.0 Hz enhancement compensation area when adjusted to the acceleration feeling side, and decreases the gain of the 0.1 to 1.0 Hz enhancement compensation area when adjusted to the smoothness side. Make adjustments. The acceleration feeling adjusting device 8 increases the gain of the 2 Hz reduction compensation area and the 0.1 to 1.0 Hz enhancement compensation area in conjunction with adjustment to the acceleration feeling side, and 2 Hz reduction compensation when adjusting to the smoothness side. Adjust to lower the gain of the region and the 0.1 to 1.0 Hz enhancement compensation region in conjunction. Further, the acceleration feeling adjusting device 8 adjusts the gain of the frequency compensation region connecting the 2 Hz reduction compensation region and the 0.1 to 1.0 Hz enhancement compensation region to be equal to or greater than the fine vibration gain.

  Other configurations such as the static target value generation unit 2, the basic dynamic characteristic generation unit 3, the 2 Hz reduction compensator 4, the 0.1 to 1.0 Hz enhancement compensator 5, the powertrain inverse characteristic compensator 6, the filter 7, and the like are the embodiments. Since this is the same as 1, the description is omitted.

  Explaining the operation of the second embodiment, when the driver adjusts to the acceleration feeling side, the acceleration feeling adjusting device 8 increases the gains of the 2 Hz reduction compensation region and the 0.1 to 1.0 Hz enhancement compensation region in conjunction with each other. Thus, although the effect of suppressing unpleasant vibration due to resonance vibration of the head and neck is reduced, the driver can obtain a high sense of longitudinal acceleration. In addition, when the driver adjusts to the smoothness side, the gain in the 2 Hz reduction compensation area and the 0.1 to 1.0 Hz enhancement compensation area are lowered in conjunction with each other, and the driver feels a smooth acceleration before and after. However, unpleasant vibration due to resonance vibration of the head and neck can be suppressed in an orderly manner. Since other operations are the same as those in the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle driving force control apparatus according to the second embodiment, the effects listed below can be obtained in addition to the effects of the first embodiment.

  (14) 2 Hz reduction compensation region corresponding to the resonance frequency of the passenger's head and neck, 0.1 to 1.0 Hz enhancement compensation region corresponding to the resonance frequency of the passenger's torso, 2 Hz reduction compensation region and 0.1 to 1.0 Since the acceleration feeling adjusting device 8 is provided to adjust the frequency gain characteristic of the vehicle dynamic characteristic of the compensation area connecting the Hz emphasis compensation area according to the driver's preference, the optimum frequency according to the driver's preference is provided. The gain characteristic can be adjusted.

  (15) Since the acceleration feeling adjusting device 8 adjusts the frequency gain characteristic within the gain range below the fine vibration gain and above the non-vibration gain in the 2 Hz reduction compensation region, the head is within the limit range that deteriorates the responsiveness. ， Can suppress unpleasant vibration of the neck.

  (16) Since the acceleration feeling adjusting device 8 sets the lower limit gain of the adjustment region in the 0.1 to 1.0 Hz enhancement compensation region to 0 dB, it is possible to reliably perform gain compensation that enhances the acceleration feeling.

  (17) When the acceleration feeling adjusting device 8 is adjusted to the acceleration feeling side, the gain of the 0.1 to 1.0 Hz enhancement compensation area is increased, and when adjusted to the smoothness side, the gain of the 0.1 to 1.0 Hz enhancement compensation area is increased. Therefore, the degree of acceleration emphasis can be adjusted according to the acceleration adjustment amount given by the driver.

  (18) When the acceleration feeling adjusting device 8 is adjusted to the acceleration feeling side, the gain in the 2 Hz reduction compensation area and the 0.1 to 1.0 Hz emphasis area are increased in conjunction with each other, and when adjusted to the smoothness side, the acceleration is reduced by 2 Hz. In order to adjust the gain in the compensation region and the 0.1 to 1.0 Hz enhancement compensation region in conjunction with each other, one adjustment operation by the driver simultaneously adjusts the two gain compensations to the acceleration feeling side and to the smoothness side. Adjustments can be achieved.

  (19) In order to adjust the gain of the frequency compensation region connecting the 2 Hz reduction compensation region and the 0.1 to 1.0 Hz enhancement compensation region to be equal to or greater than the fine vibration gain, the acceleration feeling adjusting device 8 adjusts the 2 Hz reduction compensation region and 0.1 to 1.0 Hz. In the frequency compensation region connecting the enhancement compensation region, the gain connection can be smoothed, and the response deterioration due to the gain reduction can be prevented.

  In the third embodiment, the driver's preference is determined by driver operation (accelerator operation, steering wheel operation, brake operation) and other in-vehicle control systems (AT shift control, suspension control, VDC / TCS control). This is an example having adjustment means that can adjust the frequency gain characteristic according to preference.

  The configuration of the third embodiment will be described. As shown in FIG. 9, the AT shift control information, the suspension control information, and the VDC / TCS control information are input to the motor controller 1 together with the accelerator operation amount, the handle operation amount, and the brake operation amount. In addition, an acceleration request quantification device 9 (adjustment device) that quantifies the acceleration request from these pieces of information is provided. Then, the acceleration feeling adjusting device 8 (frequency gain characteristic adjusting means) inputs the quantified acceleration request from the acceleration request quantifying device 9 and sets the frequency gain characteristic of the vehicle dynamic characteristic according to the acceleration request amount. adjust.

  That is, the acceleration feeling adjusting device 8 is linked to an adjusting device (accelerator device, handle device, brake device) that can be arbitrarily adjusted by the driver via the acceleration request quantification device 9. The acceleration feeling adjusting device 8 is linked to an acceleration request quantifying device 9 that determines and adjusts the driver's preference according to the driver's accelerator, brake operation, steering wheel operation, and the like. Further, the acceleration feeling adjusting device 8 includes an adjustment mechanism (AT transmission control device, suspension control device, VDC / TCS control device) such as AT shift control, suspension control, VDC / TCS control, etc. according to the driver's preference of other actuators. In conjunction with the adjustment.

  Other configurations such as the static target value generation unit 2, the basic dynamic characteristic generation unit 3, the 2 Hz reduction compensator 4, the 0.1 to 1.0 Hz enhancement compensator 5, the powertrain inverse characteristic compensator 6, the filter 7, and the like are the embodiments. Since this is the same as 1, the description is omitted.

  The operation of the third embodiment will be described. In the acceleration request quantifying apparatus 9, for example, when the average value of the accelerator operation amount of the driver is a large value or when the accelerator depressing operation speed is high, the preference of the driver is responsive. For example, if the driver's brake operation amount is small or the brake operation frequency is low, the driver's preference is determined to be a smooth acceleration feeling request, and the acceleration feeling request The acceleration demand is quantified accordingly.

  On the other hand, in the acceleration request quantifying device 9, for example, when the use frequency on the low gear side is high in AT shift control, or the frequency of VDC control (vehicle behavior control) or TCS control (driving force reduction control) in VDC / TCS control. If it is high, it is determined that the driver's preference is a demand for acceleration feeling with good responsiveness.For example, when the low gear side usage frequency is low in AT shift control, or the frequency of VDC control or TCS control in VDC / TCS control If it is low, it is determined that the driver's preference is a smooth acceleration request, and the acceleration request is quantified according to the acceleration request.

  Then, in the acceleration feeling adjusting device 8 that inputs the quantified acceleration request, when it is determined that the driver's preference is the acceleration feeling request with good responsiveness, the 2 Hz reduction compensation region and the 0.1 to 1.0 Hz enhancement compensation are performed. The gain with the region is increased in conjunction with it, and although the effect of suppressing unpleasant vibration due to the resonance vibration of the head and neck is reduced, the driver can obtain a high sense of longitudinal acceleration. In addition, if it is determined that the driver's preference is a smooth acceleration feeling requirement, the gain in the 2 Hz reduction compensation area and the 0.1 to 1.0 Hz enhancement compensation area will be lowered in conjunction with the acceleration in the longitudinal direction felt by the driver. Although the feeling becomes smooth, unpleasant vibration due to resonance vibration of the head and neck can be suppressed in an orderly manner. Since other operations are the same as those in the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle driving force control apparatus according to the third embodiment, the following effects can be obtained in addition to the effects of the first embodiment.

  (20) Since the acceleration feeling adjusting device 8 is linked to an adjusting device that can be arbitrarily adjusted by the driver, the frequency gain characteristic can be changed without requiring a manual adjustment operation by the driver.

  (21) The acceleration feeling adjusting device 8 determines the driver's preference according to the driver's accelerator, brake operation, steering wheel operation, etc., and interlocks with the adjusting device to adjust the driver's preference. It can be determined by the driving operation situation, and the optimum frequency gain characteristic according to the driver's preference can be automatically obtained.

  (22) The acceleration feeling adjusting device 8 adjusts in conjunction with the adjustment mechanism according to the driver's preference of other actuators such as AT shift control, suspension control, VDC / TCS control, etc. Judgment can be made according to the operation status of the existing control system, and the optimum frequency gain characteristic according to the driver's preference can be obtained automatically.

  As mentioned above, although the driving force control apparatus of the vehicle of this invention has been demonstrated based on Example 1-Example 3, it is not restricted to these Examples about a concrete structure, Each of a claim Design changes and additions are permitted without departing from the scope of the claimed invention.

  For example, in the first, second, and third embodiments, the example in which the gain compensation is realized by the driving force control device that controls the output of the motor is shown, but the control of the driving system member provided in the driving system from the driving source to the driving wheel is performed. For example, gain compensation may be realized by transmission control or the like.

  In the first, second, and third embodiments, the first gain compensation region is a region near 2 Hz, the second gain compensation region is a region near 0.1 to 1.0 Hz, and the third gain compensation region is a region that is 1.0 to 1.5 Hz. However, since the resonance frequency of the head and neck and the resonance frequency of the torso fluctuate depending on the vehicle design specifications and the occupant's body shape, the frequency range of gain compensation is shifted within this fluctuation range. Are also included in the present invention.

  The vehicle driving force control device of the present invention is not limited to the electric vehicle motor control device shown in the first, second, and third embodiments, but is a hybrid vehicle motor control device and a fuel cell vehicle motor equipped with an internal combustion engine and a motor. It can also be applied to the use of a control device.

1 is a control block diagram illustrating a motor control device (vehicle driving force control device) of an electric vehicle according to a first embodiment. It is a longitudinal acceleration response waveform schematic diagram of the internal combustion engine and the motor when the accelerator operation is performed stepwise. It is a figure which shows the example of a transient response of the static target value and acceleration with respect to the amount of accelerator operation. It is a control block diagram showing an example of driving force response compensation control in an electric vehicle. It is a figure which shows the example of a transient response of the dynamic target value and acceleration which eliminated the level | step difference by accelerator operation. It is a figure which shows the frequency gain characteristic of Example 1 by contrast with a basic characteristic. FIG. 4 is a schematic diagram of acceleration transient response in the first embodiment. FIG. 5 is a control block diagram illustrating a motor control device for an electric vehicle according to a second embodiment. FIG. 6 is a control block diagram illustrating a motor control device for an electric vehicle according to a third embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Motor controller 2 Static target value production | generation part 3 Basic dynamic characteristic production | generation part 4 2Hz reduction compensator (1st gain compensation means)
5 0.1-1.0Hz enhancement compensator (second gain compensation means)
6 Powertrain reverse characteristic compensator 7 Filter (third gain compensation means)
8. Acceleration feeling adjustment device (frequency gain characteristic adjustment means)
9 Acceleration requirement quantification device (adjustment device)

Claims (22)

In a combination of an internal combustion engine and a quicker prime mover, or a vehicle that has only a prime mover that responds faster than an internal combustion engine,
The frequency gain characteristic of the basic dynamic characteristic with respect to the driving force requirement value of the driver is set to a characteristic that monotonously decreases as the frequency increases, and from the acceleration generated in the head and neck of the passenger, the frequency gain characteristic is A driving force control apparatus for a vehicle, comprising: first gain compensation means for adding compensation for reducing a component corresponding to a resonance frequency of the head and neck. The vehicle driving force control apparatus according to claim 1,
The vehicle driving force control device, wherein the first gain compensation means is realized by a driving force control device that controls an output of the prime mover. In the vehicle driving force control device according to claim 2,
The first gain compensation means compensates with a reduction compensator in a filter that obtains a frequency gain characteristic that reduces a component corresponding to the resonance frequency of the head and neck of the passenger in the process of determining the output of the prime mover. A driving force control device for a vehicle. In the vehicle driving force control device according to claim 3,
The reduction compensator of the first gain compensation means sets a frequency range of 1.5 Hz to 2.5 Hz as a region corresponding to the resonance frequency of the head and neck of the occupant, and accelerates the gain on the frequency gain characteristic in the longitudinal direction. A driving force control device for a vehicle, wherein the vehicle driving force control device is set within a gain range that is equal to or less than a micro-vibration gain that emphasizes acceleration response at the time and is equal to or greater than a non-vibration gain that emphasizes smoothness of acceleration during longitudinal acceleration. In a combination of an internal combustion engine and a quicker prime mover, or a vehicle that has only a prime mover that responds faster than an internal combustion engine,
The frequency gain characteristic of the basic dynamic characteristic with respect to the driving force required value of the driver is set to a characteristic that monotonously decreases as the frequency becomes higher, and the passenger is responsive to the acceleration generated in the occupant's torso with respect to the frequency gain characteristic. A driving force control apparatus for a vehicle, comprising: second gain compensation means for applying compensation that emphasizes a component corresponding to a resonance frequency of the body of the vehicle. In the vehicle driving force control device according to claim 5,
The vehicle driving force control device, wherein the second gain compensation means is realized by a driving force control device that controls an output of the prime mover. The vehicle driving force control apparatus according to claim 6,
The second gain compensation means performs compensation by an enhancement compensator in a filter that obtains a frequency gain characteristic that emphasizes a component corresponding to a resonance frequency of a passenger's torso in a process of determining an output of the prime mover. A vehicle driving force control device. In the vehicle driving force control device according to claim 7,
The enhancement compensator of the second gain compensation means sets a frequency range of 0.1 Hz to 1.0 Hz as a region corresponding to the resonance frequency of the body, and sets a gain on the frequency gain characteristic to a gain setting of 0 dB or more. A driving force control device for a vehicle. In a combination of an internal combustion engine and a quicker prime mover, or a vehicle that has only a prime mover that responds faster than an internal combustion engine,
The frequency gain characteristic of the basic dynamic characteristics with respect to the driver's required driving force is set to a characteristic that monotonously decreases as the frequency increases, and corresponds to the resonance frequency of the passenger's head and neck with respect to the frequency gain characteristic. Driving a vehicle characterized by comprising a third gain compensation means having a gain characteristic that smoothly leads to a region connecting the first gain compensation region and a second gain compensation region corresponding to the resonance frequency of the passenger's torso Force control device. The vehicle driving force control apparatus according to claim 9, wherein
The vehicle driving force control device, wherein the third gain compensation means is realized by a driving force control device that controls an output of the prime mover. The driving force control apparatus for a vehicle according to claim 10,
The third gain compensation means uses a filter having a frequency gain characteristic in which the first gain compensation region and the second gain compensation region are gently connected in the process of determining the output of the prime mover. A vehicle driving force control device. The driving force control apparatus for a vehicle according to claim 11,
The filter of the third gain compensation means sets a frequency range of 1.0 Hz to 1.5 Hz as a region corresponding to a frequency between the first gain compensation region and the second gain compensation region, and has a frequency gain characteristic. A driving force control apparatus for a vehicle, wherein the gain is a gain that monotonously decreases as the frequency increases. The vehicle driving force control device according to any one of claims 1 to 12,
A first gain compensation region corresponding to the resonance frequency of the passenger's head and neck, a second gain compensation region corresponding to the resonance frequency of the passenger's torso, a first gain compensation region, and a second gain compensation region; A vehicle driving force control device comprising frequency gain characteristic adjusting means for adjusting a frequency gain characteristic of a vehicle dynamic characteristic of the third gain compensation region connecting the two according to a driver's preference. The vehicle driving force control apparatus according to claim 13,
The frequency gain characteristic adjusting means adjusts the frequency gain characteristic of the first gain compensation region within a gain range that is less than the fine vibration gain and greater than the non-vibration gain. The vehicle driving force control apparatus according to claim 13 or 14,
The frequency gain characteristic adjusting means sets the lower limit gain of the adjustment region in the second gain compensation region to 0 dB. The vehicle driving force control apparatus according to claim 13 or 14,
The frequency gain characteristic adjusting means increases the gain of the second gain compensation region when adjusting to the acceleration feeling side, and adjusts the gain of the second gain compensation region when adjusting to the smoothness side. A vehicle driving force control device. The vehicle driving force control apparatus according to claim 13 or 14,
The frequency gain characteristic adjusting means increases the gains of the first gain compensation region and the second gain compensation region in association with adjustment to the acceleration feeling side, and adjusts to the first gain compensation region when adjusting to the smoothness side. And a driving force control device for a vehicle, characterized in that adjustment is performed to decrease the gain of the second gain compensation region in conjunction with each other. The vehicle driving force control device according to any one of claims 13 to 17,
The frequency gain characteristic adjusting means adjusts the gain of the third gain compensation region to be equal to or greater than the fine vibration gain. The vehicle driving force control apparatus according to any one of claims 13 to 18,
The vehicle driving force control device, wherein the frequency gain characteristic adjusting means is interlocked with an adjusting device that can be arbitrarily adjusted by a driver. The vehicle driving force control apparatus according to any one of claims 13 to 18,
The frequency gain characteristic adjusting means is linked to an adjusting device that determines and adjusts the driver's preference according to the driver's accelerator, brake operation, steering wheel operation, and the like. The driving force control apparatus for a vehicle according to claim 20,
The frequency gain characteristic adjusting means adjusts in conjunction with an adjustment mechanism according to the driver's preference of other actuators such as automatic transmission shift control, suspension control, VDC / TCS control, etc. apparatus. The vehicle driving force control device according to any one of claims 1 to 21,
The vehicle driving force control apparatus according to claim 1, wherein the filter of each gain compensation means includes a power train inverse characteristic compensator that cancels the dynamic characteristic of the power train system in order to realize a desired dynamic characteristic by gain compensation.

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