JP2014227033A - Vehicle behavior control device and vehicle behavior control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle behavior control device and a vehicle behavior control method which are capable of reducing a load and operation time of a drive motor, and performing control for generating friction of a target value in a suspension.SOLUTION: A braking force-driving force distribution ratio between braking force of a wheel and driving force of the wheel necessary for generating friction for suppressing behavior of a vehicle body in a suspension, is calculated. A drive motor that forms a drive source of the wheel is stopped, taking priority over an acceleration-deceleration request from a driver, when a braking force command value corresponding to the calculated distribution ratio of the braking force of the wheel is a command value for maintaining or reducing braking hydraulic pressure of a friction brake capable of generating the braking force of the wheel, and the braking force is imparted to the wheel on the basis of the calculated braking force command value.

Description

  The present invention relates to a vehicle behavior control apparatus and a vehicle behavior control method for controlling the roof behavior of a vehicle according to the state of a traveling road surface using friction generated in a suspension.

Conventionally, as a technique for controlling the vehicle roof behavior (the behavior of the vehicle body), for example, there is a technique described in Patent Document 1.
In the technique described in Patent Document 1, the friction generated in the suspension is detected based on the lateral force acting on the vehicle. Then, the detected friction is subtracted from the suppression target value for suppressing the roof behavior of the vehicle body to calculate the target value of the friction generated by the suspension in order to suppress the roof behavior of the vehicle body. In addition, the actuator that changes the damping force generated by the shock absorber of the suspension is controlled according to the lateral force acting on the vehicle to generate friction in the suspension.

JP 2010-137796 A

However, in the technique described in Patent Document 1, lateral force acting on the vehicle is detected, and further, driving of the actuator is controlled according to the detected lateral force. Here, as an actuator that generates friction in the suspension, a drive motor that forms a drive source of a wheel may be used.
As described above, when a driving motor is used as a wheel driving source and an actuator for generating friction, the load and operating time of the driving motor increase compared to the case where the driving motor is used only as a wheel driving source. May cause problems.
The present invention has been made paying attention to the above problems, and is a vehicle behavior control device capable of reducing the load and operating time of a driving motor and controlling the suspension to generate a target value of friction. It is another object of the present invention to provide a vehicle behavior control method.

  In order to solve the above-described problems, the present invention calculates a braking / driving force distribution ratio between the braking force of the wheel and the driving force of the wheel, which is necessary for generating the friction in the suspension for suppressing the behavior of the vehicle body. . When the braking force command value corresponding to the calculated wheel braking force distribution ratio is a command value for maintaining or reducing the brake fluid pressure of the friction brake capable of generating the wheel braking force, the wheel drive source is The drive motor to be formed is stopped with priority over the driver's acceleration / deceleration request. In addition, a braking force is applied to the wheel based on the calculated braking force command value.

According to the present invention, when the braking force command value is a command value for maintaining or reducing the brake fluid pressure of the friction brake, the driving motor is not used as an actuator for generating friction, and the behavior of the vehicle body is suppressed. Friction is generated in the suspension.
As a result, it is possible to reduce the load and operating time of the driving motor and to perform control to generate a target value of friction in the suspension.

It is a block diagram showing a schematic structure of a vehicle provided with a vehicle behavior control device of a first embodiment of the present invention. It is a block diagram which shows the structure of a brake actuator. It is a block diagram which shows schematic structure of a friction detection block. It is a block diagram which shows schematic structure of a braking force calculation part. It is a block diagram which shows schematic structure of a driving force calculation part. It is a block diagram which shows schematic structure of a suspension state calculation part. It is a block diagram which shows schematic structure of a suspension lateral force calculation part. It is a figure which shows a braking force friction calculation map. It is a figure which shows a driving force friction calculation map. It is a figure which shows a stroke position friction calculation map. It is a figure which shows a stroke speed friction calculation map. It is a figure which shows a lateral force friction calculation map. It is a block diagram which shows schematic structure of a riding comfort control block. It is a block diagram which shows schematic structure of a steering stability control block. It is a figure which shows the friction calculation map for braking force side behavior control. It is a figure which shows the friction calculation map for driving force side behavior control. It is a figure which shows a command hydraulic pressure conversion map. It is a figure which shows a drive torque correction value conversion map. It is a flowchart of the operation | movement performed using a vehicle behavior control apparatus. It is a flowchart of the operation | movement performed using a vehicle behavior control apparatus, and is a flowchart which shows the process which determines whether the motor for a drive is stopped, and the process which outputs a motor operation command signal and a braking force command value. It is a time chart which shows the process which a vehicle behavior control apparatus performs during driving | running | working of a vehicle.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
Hereinafter, a first embodiment of the present invention (hereinafter referred to as the present embodiment) will be described with reference to the drawings.

(Constitution)
FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle V including the vehicle behavior control device 1 of the present embodiment.
As shown in FIG. 1, the vehicle V including the vehicle behavior control device 1 includes a G sensor 2, a yaw rate sensor 4, a steering angle sensor 6, a driver brake hydraulic pressure sensor 8, and an accelerator opening sensor 10. . In addition to this, the vehicle V includes a shift position sensor 12, a stroke sensor 14, a travel assist mode switch 16, a wheel speed sensor 18, a braking / driving force controller 20, a brake pedal 22, and a master cylinder 24. Further, the vehicle V includes a brake actuator 26, a power control unit 28, a power unit 30, a wheel cylinder 32, wheels W (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL), A suspension SP is provided.

The G sensor 2 includes a block having a function of a sprung vertical acceleration sensor, a block having a function of an unsprung vertical acceleration sensor, a block having a function of a lateral acceleration sensor, and a block having a function of a longitudinal acceleration sensor.
The block having the function of the sprung vertical acceleration sensor detects the acceleration in the vertical direction in the sprung portion of the vehicle body with respect to the vehicle V. Then, an information signal including the detected acceleration (in the following description, may be described as a “sprung vertical acceleration signal”) is output to the braking / driving force controller 20.

The block having the function of the unsprung vertical acceleration sensor detects the acceleration in the vertical direction in the unsprung part of the vehicle body with respect to the vehicle V. Then, an information signal including the detected acceleration (in the following description, it may be described as “an unsprung vertical acceleration signal”) is output to the braking / driving force controller 20.
The block having the function of the lateral acceleration sensor detects acceleration in the lateral direction (vehicle width direction) of the vehicle body in the vehicle V (may be described as “actual lateral acceleration” in the following description). Then, an information signal including the detected actual lateral acceleration (in the following description, may be described as “actually measured lateral acceleration signal”) is output to the braking / driving force controller 20.

The block having the function of the longitudinal acceleration sensor detects acceleration in the longitudinal direction of the vehicle body (vehicle longitudinal direction) with respect to the vehicle V. Then, an information signal including the detected acceleration (in the following description, may be described as “longitudinal acceleration signal”) is output to the braking / driving force controller 20.
The yaw rate sensor 4 detects the yaw rate of the vehicle V (change speed of the rotation angle in the direction in which the vehicle body turns), and may be described as an information signal including the detected yaw rate (hereinafter referred to as “yaw rate signal”). ) Is output to the braking / driving force controller 20.

For example, the steering angle sensor 6 is provided in a steering column (not shown) that rotatably supports a steering operator (for example, a steering hole) (not shown).
The steering angle sensor 6 detects the current steering angle, which is the current rotation angle (steering operation amount) of the steering operator with reference to the neutral position. Then, the steering angle sensor 6 outputs an information signal including the detected current steering angle (may be described as a “current steering angle signal” in the following description) to the braking / driving force controller 20.

The driver brake hydraulic pressure sensor 8 detects a hydraulic pressure (driver brake hydraulic pressure) generated by a driver's depression operation of the brake pedal 22 among hydraulic pressures (brake hydraulic pressure) generated in the master cylinder 24. Then, an information signal including the detected driver brake fluid pressure (may be described as “driver brake fluid pressure signal” in the following description) is output to the braking / driving force controller 20.
The accelerator opening sensor 10 detects the opening of an accelerator pedal (not shown), and an information signal including the detected opening (may be referred to as “accelerator opening signal” in the following description) Output to the controller 20.

The shift position sensor 12 detects the position of a member that changes the gear position (for example, “P”, “D”, “R”, etc.) of the vehicle V, such as a shift knob or a shift lever. Then, an information signal including the detected position (may be described as “gear position signal” in the following description) is output to the braking / driving force controller 20.
The stroke sensor 14 detects an actual stroke amount (actual displacement amount) of the suspension SP, and an information signal including the detected actual stroke amount (in the following description, may be described as “actual stroke amount signal”), Output to the braking / driving force controller 20. The stroke sensor 14 individually detects the actual stroke amount of the suspension SP installed for each wheel W, and generates an actual stroke amount signal.

The driving support mode switch 16 is a switch for individually switching “ON” or “OFF” of VDC control and TCS control by a driver's operation. The driving support mode switch 16 may be described as an information signal including a state in which the control of the VDC and the control of the TCS are “ON” or “OFF” (in the following description, “driving support mode state signal”). ) Is output to the braking / driving force controller 20. Note that VDC is an abbreviation for “Vehicle Dynamics Control”, and TCS is an abbreviation for “Traction Control System”.
The wheel speed sensor 18 detects the rotational speed of the wheel W, and outputs an information signal including the detected rotational speed (in the following description, sometimes referred to as “wheel speed signal”) to the braking / driving force controller 20. To do.

In FIG. 1, the wheel speed sensor 18 that detects the rotational speed of the right front wheel WFR is indicated as a wheel speed sensor 18FR, and the wheel speed sensor 18 that detects the rotational speed of the left front wheel WFL is indicated as a wheel speed sensor 18FL. . Similarly, in FIG. 1, the wheel speed sensor 18 that detects the rotational speed of the right rear wheel WRR is shown as a wheel speed sensor 18RR, and the wheel speed sensor 18 that detects the rotational speed of the left rear wheel WRL is the wheel speed sensor. Shown as 18RL. In the following description, each wheel W and each wheel speed sensor 18 may be indicated as described above.
The braking / driving force controller 20 controls the entire vehicle V and is constituted by a microcomputer. Note that the microcomputer includes, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like.

Further, the braking / driving force controller 20 performs various processes, which will be described later, on the basis of various input information signals, and instructs signals (braking force command value, driving force command, etc.) for controlling the brake actuator 26 and the power unit 30. Value). That is, the braking / driving force controller 20 controls the driving motor and the friction brake in response to the acceleration / deceleration request by the driver of the vehicle V.
The braking / driving force controller 20 includes a friction detection block 34, a ride comfort control block 36, and a steering stability control block 38. The configurations of the friction detection block 34, the ride comfort control block 36, and the steering stability control block 38 will be described later.

  The brake pedal 22 is a pedal that is depressed when the driver of the vehicle V performs a braking operation, and transmits the pedal depression force of the driver to the master cylinder 24.

The master cylinder 24 generates two systems of hydraulic pressure according to the driver's pedal effort (tandem type). In this embodiment, as an example, the master cylinder 24 transmits the primary side to the left front wheel / right rear wheel wheel cylinder 32 and transmits the secondary side to the right front wheel / left rear wheel wheel cylinder 32 ( The case of using the diagonal split method will be described.
The brake actuator 26 is a hydraulic pressure control device interposed between the master cylinder 24 and each wheel cylinder 32. Further, the brake actuator 26 changes the hydraulic pressure of each wheel cylinder 32 in accordance with the braking command signal received from the braking / driving force controller 20 and applies a braking force to each wheel W. A specific configuration of the brake actuator 26 will be described later.

Further, the brake actuator 26 outputs a flag information signal indicating whether or not the ABS control is operating (in the following description, it may be described as “ABS operation flag signal”) to the braking / driving force controller 20. . Note that ABS is an abbreviation for “Antilocked Breaking System”.
Further, the brake actuator 26 generates an information signal including a command value of the brake fluid pressure applied to the wheels W by a system provided in the vehicle V (in the following description, it may be described as “additional function brake fluid pressure signal”). Output to the braking / driving force controller 20.
The system provided in the vehicle V is, for example, a system that performs preceding vehicle follow-up control, and is a system that controls the inter-vehicle distance between the vehicle V and the preceding vehicle to a distance corresponding to the vehicle speed of the vehicle V. .

Further, the brake actuator 26 outputs an information signal (indicated as “VDC hydraulic signal” in the drawing) including the command value of the brake hydraulic pressure applied to the wheel W by the VDC control described above to the braking / driving force controller 20. .
The power control unit 28 controls the driving force generated by the power unit 30 according to the drive command signal received from the braking / driving force controller 20.
In this embodiment, as will be described later, the power unit 30 is formed using a drive motor. For this reason, the power control unit 28 controls values related to the driving force generated by the driving motor (for example, motor driving torque, motor rotation speed).

In addition, the power control unit 28 uses a braking / driving force controller 20 to generate a flag information signal (which may be referred to as a “TCS operation flag signal” in the following description) indicating whether or not the above-described TCS control is operating. Output to.
Further, the power control unit 28 outputs an information signal including a torque control value (torque control value) for the front wheels (may be described as “torque control signal” in the following description) to the braking / driving force controller 20. To do.

The torque control value for the front wheels is, for example, a ratio of distributing the torque generated by the power unit 30 to the right front wheel WFR and the left front wheel WFL. The torque control value for the front wheels is, for example, torque applied to the right front wheel WFR and the left front wheel WFL by the above-described VDC control. That is, the vehicle V of the present embodiment is a two-wheel drive (2WD: Two Wheel Drive) vehicle in which the right front wheel WFR and the left front wheel WFL are drive wheels, and the right rear wheel WRR and the left rear wheel WRL are driven wheels.
Further, the power control unit 28 outputs an information signal including the current torque generated by the power unit 30 (may be described as “current torque signal” in the following description) to the braking / driving force controller 20. To do.

The power unit 30 is configured to generate the driving force of the vehicle V and includes a driving motor. That is, the vehicle V provided with the vehicle behavior control device 1 of the present embodiment is an electric vehicle (EV) in which the driving source of the wheels W is formed by a driving motor.
Further, the power unit 30 applies a driving force generated by the driving motor to the wheels W via a drive shaft (not shown) or the like.

The drive motor is formed using, for example, a synchronous motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The drive motor can be controlled by applying a three-phase alternating current generated by an inverter (not shown) based on a control command received from the power control unit 28. Furthermore, the drive motor can also operate as an electric motor that is driven to rotate by receiving power supplied from a battery (not shown) (this state is referred to as “powering”).
The wheel cylinder 32 generates a pressing force for pressing a brake pad (not shown) constituting the disc brake against a disc rotor (not shown) that rotates integrally with each wheel W.

In FIG. 1, the wheel cylinder 32 disposed with respect to the right front wheel WFR is denoted as a wheel cylinder 32FR, and the wheel cylinder 32 disposed with respect to the left front wheel WFL is denoted as a wheel cylinder 32FL. Similarly, in FIG. 1, the wheel cylinder 32 disposed with respect to the right rear wheel WRR is denoted as a wheel cylinder 32RR, and the wheel cylinder 32 disposed with respect to the left rear wheel WRL is denoted as a wheel cylinder 32RL. In the following description, each wheel cylinder 32 may be indicated as described above.
The suspension SP (suspension device) is a suspension device installed between each wheel W and the vehicle body of the vehicle V.

Further, the suspension SP specifically includes a link member that connects the vehicle body and members on the wheels W side, a spring that buffers relative motion between the wheels W and the vehicle body, and relative motion between the wheels W and the vehicle body. It has a shock absorber that attenuates.
In FIG. 1, the suspension SP installed on the right front wheel WFR is indicated as a suspension SPFR, and the suspension SP installed on the left front wheel WFL is indicated as a suspension SPFL. Similarly, in FIG. 1, the suspension SP installed on the right rear wheel WRR is indicated as a suspension SPRR, and the suspension SP installed on the left rear wheel WRL is indicated as a suspension SPRL. In the following description, each suspension SP may be indicated as described above.

(Brake actuator configuration)
Next, the configuration of the brake actuator 26 will be described using FIG. 2 with reference to FIG.
FIG. 2 is a block diagram showing a configuration of the brake actuator 26.
The brake actuator 26 is formed using a brake fluid pressure control circuit used for the above-described ABS control, TCS control, VDC control, and the like.
Further, the brake actuator 26 forms the hydraulic pressure of each wheel cylinder 32FR, 32FL, 32RR, 32RL so that the pressure can be increased, held, and reduced regardless of the driver's brake operation.

The brake actuator 26 has two systems, a P (primary) system and an S (secondary) system, and has a so-called piping structure called X piping. In FIG. 2 and the following description, the P system may be described as “primary side” and the S system may be described as “secondary side”.
The primary side includes a first gate valve 122A, an inlet valve 124FL, an inlet valve 124RR, and an accumulator 126A. In addition, the primary side includes an outlet valve 128FL, an outlet valve 128RR, a second gate valve 1, a pump 132, and a damper chamber 134A.

The first gate valve 122A is a normally open valve that can close the flow path between the master cylinder 24, the wheel cylinder 32FL, and the wheel cylinder 32RR.
The inlet valve 124FL is a normally open valve that can close the flow path between the first gate valve 122A and the wheel cylinder 32FL.
The inlet valve 124RR is a normally open valve that can close the flow path between the first gate valve 122A and the wheel cylinder 32RR.

The accumulator 126A is a spring-type accumulator in which a compression spring faces the piston of the cylinder, and communicates between the wheel cylinder 32FL and the wheel cylinder 32RR and the inlet valve 124FL and the inlet valve 124RR.
The outlet valve 128FL is a normally closed valve that can open a flow path between the wheel cylinder 32FL and the accumulator 126.
The outlet valve 128RR is a normally closed valve that can open a flow path between the wheel cylinder 32RR and the accumulator 126.

The second gate valve 1 is a normally closed type that can open a flow path that communicates between the master cylinder 24 and the first gate valve 122A, and between the accumulator 126 and the outlet valve 128FL and outlet valve 128RR. It is a valve.
The pump 132 is formed by using a positive displacement pump such as a gear pump or a piston pump that can ensure a substantially constant discharge amount regardless of the load pressure.
Further, the pump 132 communicates the suction side between the accumulator 126 and the outlet valve 128FL and outlet valve 128RR. Further, the pump 132 communicates the discharge side between the first gate valve 122A, the inlet valve 124FL, and the inlet valve 124RR.

The damper chamber 134A is disposed on the discharge side of the pump 132, and suppresses the pulsation of the brake fluid discharged from the pump 132 to reduce pedal vibration.
The secondary side includes a first gate valve 122B, an inlet valve 124FR, an inlet valve 124RL, and an accumulator 126B. In addition to this, the secondary side includes an outlet valve 128FR, an outlet valve 128RL, a second gate valve 130B, a pump 132, and a damper chamber 134B. That is, the primary side and the secondary side share the pump 132. Further, various configurations provided on the secondary side correspond to configurations provided on the primary side.
Each first gate valve 122, each inlet valve 124, each outlet valve 128, and each second gate valve 130 are two-port, two-position switching, single solenoid, spring offset type electromagnetically operated valves.

Each first gate valve 122 and each inlet valve 124 open the flow path at the non-excited normal position, and each outlet valve 128 and each second gate valve 130 close the flow path at the non-excited normal position. To be formed.
With the above configuration, the primary side will be described as an example. The hydraulic pressure from the master cylinder 24 is directly transmitted to the wheel cylinders 32FL and 32RR and becomes a normal brake. This occurs when the first gate valve 122A, the inlet valves 124FL and 124RR), the outlet valves 128FL and 128RR, and the second gate valve 1 are all in the non-excited normal position.

  Even when the brake pedal is not operated, the brake fluid in the master cylinder 24 is sucked through the second gate valve 1. Further, the discharged hydraulic pressure can be transmitted to the wheel cylinders 32FL and 32RR via the inlet valves 124FL and 124RR to increase the pressure. This energizes and closes the first gate valve 122A while keeping the inlet valves 124FL and 124RR and the outlet valves 128FL and 128RR in the non-excited normal position. In addition to this, the second gate valve 1 can be excited and opened, and further the pump 132 is driven.

Further, it is possible to block the respective flow paths from the wheel cylinders 32FL and 32RR to the master cylinder 24 and the accumulator 126 to maintain the hydraulic pressures of the wheel cylinders 32FL and 32RR. This can be done by exciting and closing the inlet valves 124FL and 124RR when the first gate valve 122A, the outlet valves 128FL and 128RR, and the second gate valve 1 are in the non-excited normal position.
Furthermore, the hydraulic pressures of the wheel cylinders 32FL and 32RR can be reduced by flowing into the accumulator 126. This is possible when the first gate valve 122A and the second gate valve 1 are in the non-excited normal position, the inlet valves 124FL and 124RR are excited and closed, and the outlet valves 128FL and 128RR are excited and opened. It becomes.

Then, the hydraulic pressure flowing into the accumulator 126 is sucked by the pump 132 and returned to the master cylinder 24.
Note that the operation of normal braking, pressure increase, holding, and pressure reduction on the secondary side is the same as the operation on the primary side described above, and the description thereof is omitted.
Therefore, the braking / driving force controller 20 controls the drive of each first gate valve 122, each inlet valve 124, each outlet valve 128, each second gate valve 130, and the pump 132, and the hydraulic pressure of each wheel cylinder 32 is controlled. Increase, hold and reduce pressure.

(Configuration of the friction detection block 34)
Next, the configuration of the friction detection block 34 will be described using FIGS. 3 to 12 with reference to FIGS.
FIG. 3 is a block diagram showing a schematic configuration of the friction detection block 34.
As shown in FIG. 3, the friction detection block 34 includes a braking force calculation unit 40, a driving force calculation unit 42, a suspension state calculation unit 44, and a suspension lateral force calculation unit 46. In addition, the friction detection block 34 includes a braking force friction calculation unit 48, a driving force friction calculation unit 50, a suspension state friction calculation unit 52, a lateral force friction calculation unit 54, and a total friction calculation unit 56.

FIG. 4 is a block diagram illustrating a schematic configuration of the braking force calculation unit 40.
As shown in FIG. 4, the braking force calculation unit 40 includes a brake fluid pressure summation unit 58, a brake fluid pressure value selection unit 60, and a wheel braking force calculation unit 62.
Here, the processing performed by the brake fluid pressure summing unit 58, the brake fluid pressure value selecting unit 60, and the wheel braking force calculating unit 62 is performed on each wheel W (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL). ) Individually.

The brake fluid pressure summing unit 58 receives a driver brake fluid pressure signal (shown as “driver brake fluid pressure” in the drawing) from the driver brake fluid pressure sensor 8. Further, the brake fluid pressure summing unit 58 sends an additional function brake fluid pressure signal (indicated as “additional function brake fluid pressure” in the figure) and a VDC fluid pressure signal (in the figure, “VDC fluid pressure”) from the brake actuator 26. Pressure)).
Then, the brake fluid pressure summing unit 58 sums the fluid pressure included in the received driver brake fluid pressure signal and the fluid pressure corresponding to the command value included in the additional function brake fluid pressure signal and the VDC fluid pressure signal. Then, an information signal including the combined hydraulic pressure (in the following description, may be described as “hydraulic pressure total value signal”) is output to the brake hydraulic pressure value selection unit 60.

In addition, when adding the hydraulic pressure according to the command value included in the VDC hydraulic pressure signal to other hydraulic pressures, for example, the driving assistance mode state signal output by the driving assistance mode switch 16 is referred to. Then, only when the state in which the control of the VDC is “ON” is included in the driving support mode state signal, the process of adding the hydraulic pressure corresponding to the command value included in the VDC hydraulic pressure signal to the other hydraulic pressure is performed. May be.
The brake fluid pressure value selection unit 60 is formed by using, for example, a multiplexer circuit. Further, the brake hydraulic pressure value selection unit 60 receives an ABS operation flag signal (shown as “ABS operation flag” in the drawing) from the brake actuator 26. Further, the brake fluid pressure value selection unit 60 receives an input of the fluid pressure sum value signal from the brake fluid pressure summation unit 58. Further, the brake fluid pressure value selection unit 60 receives an input of an information signal (shown as “no fluid pressure” in the drawing) indicating the fluid pressure value when the brake fluid pressure stored in advance is “0”. receive.

When the ABS operation flag signal is a flag information signal in which the ABS control is operating (“ON”), an information signal indicating a hydraulic pressure value when the brake hydraulic pressure is “0” is selected. On the other hand, when the ABS operation flag signal is a flag information signal in which the ABS control is not operating (“OFF”), the hydraulic pressure sum value signal is selected. Further, the selected signal is output to the wheel braking force calculation unit 62 as an information signal indicating the current brake fluid pressure (in the following description, it may be referred to as “current fluid pressure signal”).
The wheel braking force calculation unit 62 adapts the brake hydraulic pressure included in the current hydraulic pressure signal received from the brake hydraulic pressure value selection unit 60 to a braking force calculation map stored in advance, so that the braking force of the wheel W is adjusted. Is calculated. Then, an information signal including the calculated braking force for each wheel W and the individual ID (right front wheel, left front wheel, right rear wheel, left rear wheel) of the wheel W for which the braking force has been calculated (in the following description, “individual” A wheel braking force signal ”may be output to the braking force friction calculation unit 48. Further, the individual wheel braking force signal is output to the steering stability control block 38.

Here, in the braking force calculation map, as shown in the figure, the horizontal axis indicates the brake hydraulic pressure (in the figure, indicated as “hydraulic pressure”), and the vertical axis indicates the braking force of the wheel W (in the figure, This is a map showing “braking force”. Further, the relationship between the brake fluid pressure and the braking force of the wheel W shown in the braking force calculation map varies depending on the grip ability of the tire forming the wheel W. Specifically, as the brake fluid pressure increases and the braking force of the wheel W approaches the limit of the grip ability of the tire, the degree of increase in the braking force of the wheel W decreases.
As described above, the braking force calculation unit 40 calculates the braking force for each wheel W individually.
Further, the braking force calculation unit 40 calculates the braking force of the wheels W based on the traveling control of the vehicle V. Here, the traveling control of the vehicle V includes control of the braking force request by the driver of the vehicle V, control of the driving force request by the driver, and system control of the vehicle V. Further, the system control of the vehicle V is, for example, the preceding vehicle following traveling control, the lane keeping traveling control (lane keeping control), or the like.

FIG. 5 is a block diagram illustrating a schematic configuration of the driving force calculation unit 42.
As shown in FIG. 5, the driving force calculation unit 42 includes an estimated torque calculation unit 64, a torque value selection unit 66, and a wheel driving force calculation unit 68.
Here, the processing performed by the estimated torque calculation unit 64, the torque value selection unit 66, and the wheel driving force calculation unit 68 is performed for each wheel W individually.
The estimated torque calculation unit 64 receives an accelerator opening signal (indicated as “accelerator opening” in the drawing) from the accelerator opening sensor 10. The estimated torque calculation unit 64 also receives a current torque signal (shown as “current torque” in the figure) and a torque control signal (shown as “torque control function” in the figure) from the power control unit 28. Receive.

Then, the estimated torque calculation unit 64 calculates the estimated torque based on the accelerator opening included in the received accelerator opening signal, the torque included in the current torque signal, and the torque included in the torque control signal. Then, an information signal including the calculated estimated torque (may be described as “estimated torque signal” in the following description) is output to the torque value selection unit 66.
The torque value selection unit 66 is formed using a multiplexer circuit, for example, similarly to the brake fluid pressure value selection unit 60. Further, the torque value selection unit 66 receives an input of a TCS operation flag signal (shown as “TCS operation flag” in the drawing) from the power control unit 28. Further, the torque value selection unit 66 receives an estimated torque signal from the estimated torque calculation unit 64. Further, the torque value selection unit 66 receives an input of an information signal (shown as “torque zero” in the drawing) indicating that the torque stored in advance is “0”.

When the TCS operation flag signal is a flag information signal in which the TCS control is operating (“ON”), an information signal having a torque of “0” is selected. On the other hand, when the TCS operation flag signal is a flag information signal in which the TCS control is not operated (“OFF”), the estimated torque signal is selected. Further, the selected signal is output to the wheel driving force calculation unit 68 as an information signal indicating the current torque (in the following description, it may be described as “current torque signal”).
The wheel driving force calculation unit 68 adapts the torque included in the current torque signal received from the torque value selection unit 66 to a driving force calculation map stored in advance to drive the right front wheel WFR and the left front wheel WFL. Is calculated. Then, an information signal including the calculated driving force for each wheel W and the individual ID of the wheel W for which the driving force has been calculated (in the following description, it may be referred to as “individual wheel driving force signal”) is used as the driving force. The result is output to the friction calculation unit 50 and the steering stability control block 38.

Here, as shown in the figure, the driving force calculation map is a map in which the horizontal axis indicates torque, and the vertical axis indicates the driving force of the wheels W (in the figure, indicated as “driving force”). The relationship between the torque shown in the driving force calculation map and the driving force of the wheels W varies depending on the grip ability of the tire forming the wheels W. Specifically, as the torque increases and the driving force of the wheel W approaches the limit of the grip ability of the tire, the degree of increase in the driving force of the wheel W decreases.
As described above, the driving force calculation unit 42 calculates the driving force for each wheel W individually.
Further, the driving force calculation unit 42 calculates the driving force of the wheels W based on the traveling control of the vehicle V. The traveling control of the vehicle V is the same as the description of the braking force calculation unit 40 described above.

FIG. 6 is a block diagram illustrating a schematic configuration of the suspension state calculation unit 44.
As shown in FIG. 6, the suspension state calculation unit 44 includes a spring upper integration processing unit 70, an unsprung integration processing unit 72, and a vertical acceleration addition / subtraction processing unit 74. In addition to this, the suspension state calculation unit 44 includes a stroke speed integration processing unit 76, a stroke speed differentiation processing unit 78, a wheel stroke selection unit 80, and a wheel stroke speed selection unit 82.
Here, the processing performed by the upper spring integration processing unit 70, the lower spring integration processing unit 72, the vertical acceleration addition / subtraction processing unit 74, and the stroke speed integration processing unit 76 is performed individually for each suspension SP. In addition to this, the processing performed by the stroke speed differentiation processing unit 78, the wheel stroke selection unit 80, and the wheel stroke speed selection unit 82 is performed individually for each suspension SP.

  The spring upper integration processing unit 70 receives an input of a sprung vertical acceleration signal from a block having a function of a sprung vertical acceleration sensor (shown as “sprung vertical G sensor” in the drawing). Then, the upper spring integration processing unit 70 integrates the vertical acceleration in the sprung portion included in the received sprung vertical acceleration signal, and calculates the displacement speed of the suspension SP in the vertical direction in the sprung portion. . Then, an information signal including the calculated displacement speed of the suspension SP in the up-down direction in the sprung portion (in the following description, may be described as “a sprung vertical speed signal”) to the vertical acceleration addition / subtraction processing unit 74. Output.

  The unsprung-side integration processing unit 72 receives an unsprung vertical acceleration signal from a block having a function of an unsprung vertical acceleration sensor (shown as “unsprung vertical G sensor” in the drawing). Then, the unsprung-side integration processing unit 72 integrates the acceleration in the vertical direction in the unsprung part included in the received unsprung vertical acceleration signal, and calculates the displacement speed of the suspension SP in the vertical direction in the unsprung part. To do. Further, an information signal including the calculated displacement speed of the suspension SP in the vertical direction in the unsprung part (in the following description, may be referred to as “unsprung vertical speed signal”) is sent to the vertical acceleration addition / subtraction processing unit 74. Output.

  The vertical acceleration addition / subtraction processing unit 74 receives the sprung vertical speed signal from the spring upper integration processing unit 70 and receives the unsprung vertical speed signal from the unsprung integration processing unit 72. Then, the estimated stroke speed of the suspension SP is calculated by subtracting the displacement speed included in the received unsprung vertical speed signal from the displacement speed included in the received sprung vertical speed signal. Further, an information signal including the calculated estimated stroke speed (may be described as “estimated stroke speed signal” in the following description) is output to the stroke speed integration processing unit 76 and the wheel stroke speed selection unit 82.

The stroke speed integration processing unit 76 integrates the estimated stroke speed included in the estimated stroke speed signal received from the vertical acceleration addition / subtraction processing unit 74, and calculates the estimated stroke amount (estimated displacement amount) of the suspension SP. Then, an information signal including the calculated estimated stroke amount of the suspension SP (in the following description, may be described as “estimated stroke amount signal”) is output to the wheel stroke selection unit 80.
The stroke speed differentiation processing unit 78 differentiates the measured stroke amount of the suspension SP included in the measured stroke amount signal received from the stroke sensor 14 per unit time, and calculates the measured stroke speed of the suspension SP. Then, an information signal including the calculated actual measured stroke speed of the suspension SP (in the following description, may be described as “actually measured stroke speed signal”) is output to the wheel stroke speed selection unit 82.

  The wheel stroke selection unit 80 selects one of the actual stroke amount included in the actual stroke amount signal and the estimated stroke amount included in the estimated stroke amount signal as the stroke amount of the suspension SP. Then, the stroke position of the suspension SP is calculated based on the selected stroke amount and the neutral position of the suspension SP. Here, the neutral position of the suspension SP is the position of the suspension SP in an unloaded state. The stroke position of the suspension SP is a position displaced by a selected stroke amount with reference to the position of the suspension SP in an unloaded state.

Further, the wheel stroke selection unit 80 outputs an information signal including the calculated stroke position (in the following description, sometimes described as “suspension stroke position signal”) to the suspension state friction calculation unit 52. The suspension stroke position signal includes the individual ID of the wheel W on which the suspension SP with the stroke amount selected is installed.
Here, the wheel stroke selection unit 80 performs a process of selecting the estimated stroke amount as the stroke amount of the suspension SP when, for example, an abnormality such as a failure occurs in the stroke sensor 14.

  The wheel stroke speed selection unit 82 selects one of the estimated stroke speed included in the estimated stroke speed signal and the actually measured stroke speed included in the actually measured stroke speed signal as the stroke speed of the suspension SP. Then, an information signal including the selected stroke speed (may be described as “suspension stroke speed signal” in the following description) is output to the suspension state friction calculation unit 52. The suspension stroke speed signal includes the individual ID of the wheel W on which the suspension SP that has selected the stroke speed is installed.

Here, the wheel stroke speed selection unit 82 performs a process of selecting the estimated stroke speed as the stroke speed of the suspension SP, for example, when an abnormality such as a failure occurs in the stroke sensor 14.
As described above, the suspension state calculation unit 44 calculates the stroke position of each suspension SP (suspension SPFR, suspension SPFL, suspension SPRR, suspension SPRL) individually.
In addition, the suspension state calculation unit 44 calculates the stroke speed of each suspension SP individually.

FIG. 7 is a block diagram showing a schematic configuration of the suspension lateral force calculation unit 46.
As shown in FIG. 7, the suspension lateral force calculation unit 46 includes a vehicle state calculation unit 84, a lateral acceleration selection unit 86, a first wheel suspension lateral force calculation unit 88, and a second wheel suspension lateral force calculation unit 90. And a lateral force determination unit 92.
Here, the processing performed by the vehicle state calculation unit 84, the lateral acceleration selection unit 86, the first wheel suspension lateral force calculation unit 88, the second wheel suspension lateral force calculation unit 90, and the lateral force determination unit 92 is performed for each suspension SP. Individually.

The vehicle state calculation unit 84 receives an input of a wheel speed signal (shown as “vehicle speed” in the drawing) including the rotation speed of the wheel W for detecting the speed (vehicle speed) of the vehicle V from the wheel speed sensor 18. . Further, the vehicle state calculation unit 84 receives an input of a current steering angle signal (shown as “steering angle” in the drawing) from the steering angle sensor 6.
Then, the vehicle state calculation unit 84 calculates the estimated lateral acceleration using the vehicle speed based on the rotation speed of the wheel W included in the wheel speed signal and the current steering angle included in the current steering angle signal. Then, an information signal including the calculated estimated lateral acceleration (may be described as “estimated lateral acceleration signal” in the following description) is output to the lateral acceleration selecting unit 86.

Here, the calculation of the estimated lateral acceleration is performed by substituting the input vehicle speed and steering angle into the motion equation stored in advance. The equation of motion stores, for example, two types of cases where the configuration of the vehicle V is a two-wheel drive vehicle (2WD) and a four-wheel drive vehicle (4WD).
Further, the vehicle state calculation unit 84 uses the vehicle speed based on the rotation speed of the wheel W included in the wheel speed signal and the current steering angle included in the current steering angle signal, for example, for the wheel W per preset load. The slip angle is calculated as the vehicle state. Then, an information signal including the calculated vehicle state (which may be described as “calculated vehicle state signal” in the following description) is output to the second wheel suspension lateral force calculation unit 90.

The lateral acceleration selection unit 86 receives the estimated lateral acceleration signal from the vehicle state calculation unit 84 and inputs the measured lateral acceleration signal from a block having a function of a lateral acceleration sensor (in the figure, indicated as “lateral G sensor”). Receive. Then, one of the estimated lateral acceleration included in the estimated lateral acceleration signal and the measured lateral acceleration included in the measured lateral acceleration signal is selected as the acceleration in the lateral direction of the vehicle body. Further, an information signal including the selected lateral acceleration (in the following description, may be described as “selected lateral acceleration signal”) is output to the first wheel suspension lateral force calculation unit 88.
Here, the lateral acceleration selection unit 86 selects the estimated lateral acceleration as the lateral acceleration of the vehicle body when, for example, an abnormality such as a failure occurs in the G sensor 2 (a block having the function of the lateral acceleration sensor). Perform the process.

  The first wheel suspension lateral force calculation unit 88 adapts the lateral acceleration included in the selected lateral acceleration signal received from the lateral acceleration selection unit 86 to a prestored lateral force calculation map, and performs suspension SP. The lateral force of is calculated. Then, an information signal including the calculated lateral force for each suspension SP (in the following description, may be described as “first individual wheel lateral force signal”) is output to the lateral force determining unit 92. The first individual wheel lateral force signal includes the individual ID of the wheel W on which the suspension SP for which the lateral force is calculated is installed.

  Here, in the lateral force calculation map, as shown in the figure, the horizontal axis indicates the acceleration in the horizontal direction (in the figure, indicated as “lateral G”), and the vertical axis indicates the lateral force of the suspension SP (in the figure, , “Suspension lateral force”). Further, the relationship between the lateral acceleration and the lateral force shown in the lateral force calculation map varies depending on the grip ability of the tire forming the wheel W. Specifically, as the torque increases and the lateral force of the suspension SP approaches the limit of the grip ability of the tire, the degree of increase in the lateral force of the suspension SP decreases.

The second wheel suspension lateral force calculation unit 90 substitutes the vehicle state included in the calculated vehicle state signal received from the vehicle state calculation unit 84 into the specifications (tire model) of the wheel W stored in advance, The lateral force of the suspension SP is calculated. Then, an information signal including the calculated lateral force for each suspension SP (in the following description, may be described as “second individual wheel lateral force signal”) is output to the lateral force determining unit 92. The first individual wheel lateral force signal includes the individual ID of the wheel W on which the suspension SP for which the lateral force is calculated is installed, like the second individual wheel lateral force signal.
The specifications of the wheel W stored in the second wheel suspension lateral force calculation unit 90 may be updated / changed according to the travel distance of the vehicle V or the like.

The lateral force determination unit 92 calculates the lateral force for each suspension SP based on at least one of the lateral force included in the first individual wheel lateral force signal and the lateral force included in the second individual wheel lateral force signal. Then, an information signal including the calculated lateral force for each suspension SP (in the following description, may be described as “each wheel lateral force signal”) is output to the lateral force friction calculation unit 54.
Here, in the processing performed by the lateral force determination unit 92, for example, one of the lateral force included in the first individual wheel lateral force signal and the lateral force included in the second individual wheel lateral force signal is converted into a lateral force for each suspension SP. May be calculated as Further, the average value of the two lateral forces may be calculated as the lateral force for each suspension SP.
As described above, the suspension lateral force calculation unit 46 individually calculates the lateral force for each suspension SP.

  The braking force friction calculation unit 48 adapts the braking force included in the individual wheel braking force signal received from the braking force calculation unit 40 to a braking force friction calculation map stored in advance. Thus, the friction generated in each suspension SP is calculated by the braking force. Then, an information signal including the calculated friction for each suspension SP (in the following description, it may be described as “braking force friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP by the braking force may be referred to as “braking force friction”.

  Here, as shown in FIG. 8, the braking force friction calculation map is a map showing the braking force of the wheels W (shown as “braking force [N]” in the drawing) on the horizontal axis. Further, the braking force friction calculation map is a map in which the vertical axis indicates the friction generated in the suspension SP by the braking force (indicated as “friction-braking force [N]” in the drawing). FIG. 8 is a diagram showing a braking force friction calculation map. Further, in FIG. 8, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body by the braking force is indicated by a solid line (in the figure, “friction-front axle braking force [N]”). Show). Further, in FIG. 8, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) connecting the rear wheel WR and the vehicle body by the braking force is indicated by a broken line (in the figure, “friction-rear axle braking force [N]”). Is shown).

As described above, the braking force friction calculation unit 48 individually calculates the braking force friction generated based on the braking force calculated by the braking force calculation unit 40 for each suspension SP. The braking force friction is an estimated value of the friction generated in the suspension SP based on the braking force calculated by the braking force calculation unit 40.
The driving force friction calculation unit 50 adapts the driving force included in the individual wheel driving force signal received from the driving force calculation unit 42 to a driving force friction calculation map stored in advance. Thereby, the friction generated in each suspension SP is calculated by the driving force. Then, an information signal including the calculated friction for each suspension SP (in the following description, it may be described as “driving force friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP by the driving force may be referred to as “driving force friction”.

  Here, as shown in FIG. 9, the driving force friction calculation map is a map showing the driving force of the wheels W (shown as “driving force [N]” in the drawing) on the horizontal axis. Further, the driving force friction calculation map is a map showing the friction generated in the suspension SP by the driving force (indicated as “friction-driving force [N]” in the drawing) on the vertical axis. FIG. 9 is a diagram showing a driving force friction calculation map. Further, in FIG. 9, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body by the driving force is indicated by a solid line (in the drawing, “friction-front shaft driving force [N]”). Show).

The two-wheel drive vehicle may be configured such that the right front wheel WFR and the left front wheel WFL are driven wheels, and the right rear wheel WRR and the left rear wheel WRL are drive wheels. For this reason, in FIG. 9, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) connecting the rear wheel WR and the vehicle body by the driving force is indicated by a broken line (in the drawing, “friction-rear shaft driving force [N] "). Furthermore, in the driving force friction calculation map shown in FIG. 9, the right half of the map is used as the acceleration state region, and the left half of the map is used as the regenerative braking state region.
As described above, the driving force friction calculation unit 50 individually calculates the driving force friction generated based on the driving force calculated by the driving force calculation unit 42 for each suspension SP (suspension SPFR, suspension SPFL). The driving force friction is an estimated value of the friction generated in the suspension SP based on the driving force calculated by the driving force calculation unit 42.

  The suspension state friction calculation unit 52 adapts the stroke position included in the suspension stroke position signal received from the suspension state calculation unit 44 to a stroke position friction calculation map stored in advance. Thus, the suspension state friction calculation unit 52 calculates the friction generated in the suspension SP according to the stroke position. Then, an information signal including the calculated friction for each suspension SP (in the following description, it may be described as “stroke position friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP according to the stroke position may be referred to as “stroke position friction”.

  Here, as shown in FIG. 10, the stroke position friction calculation map is a map showing the stroke position of the suspension SP (shown as “stroke position [mm]” in the figure) on the horizontal axis. Further, the stroke position friction calculation map is a map showing, on the vertical axis, friction generated in the suspension SP in accordance with the stroke position (indicated as “friction-stroke position [N]” in the drawing). FIG. 10 is a diagram showing a stroke position friction calculation map. In FIG. 10, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body according to the stroke position is indicated by a solid line (in the figure, “friction—front shaft stroke position [mm] "). Further, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) connecting the rear wheel WR and the vehicle body according to the stroke position is indicated by a broken line (in the figure, indicated as “friction—rear shaft stroke position [mm]”). It shows with. Furthermore, in the stroke position friction calculation map shown in FIG. 10, the right half of the map is used as an area indicating upward displacement, and the left half of the map is used as an area indicating downward displacement.

  The suspension state friction calculation unit 52 adapts the stroke speed included in the suspension stroke speed signal received from the suspension state calculation unit 44 to a stroke speed friction calculation map stored in advance. Thereby, the suspension state friction calculation unit 52 calculates the friction generated in the suspension SP according to the stroke speed. Then, an information signal including the calculated friction for each suspension SP (in the following description, it may be described as “stroke speed friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP in accordance with the stroke speed may be referred to as “stroke speed friction”.

  Here, as shown in FIG. 11, the stroke speed friction calculation map is a map showing the stroke speed of the suspension SP (shown as “stroke speed [m / s]” in the figure) on the horizontal axis. Further, the stroke speed friction calculation map is a map showing the friction generated in the suspension SP in accordance with the stroke speed (indicated as “friction-stroke speed [N]” in the drawing) on the vertical axis. FIG. 11 is a diagram showing a stroke speed friction calculation map. In FIG. 11, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body according to the stroke speed is indicated by a solid line (in the figure, “friction-front shaft stroke speed [m / s] ”). Further, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) connecting the rear wheel WR and the vehicle body according to the stroke speed is indicated by a broken line (in the figure, “friction—rear shaft stroke speed [m / s]”). Show). Furthermore, in the stroke speed friction calculation map shown in FIG. 11, the right half of the map is used as an area indicating upward displacement, and the left half of the map is used as an area indicating downward displacement.

As described above, the suspension state friction calculation unit 52 individually calculates the stroke position friction generated based on the stroke position calculated by the suspension state calculation unit 44 for each suspension SP. The stroke position friction is an estimated value of the friction generated in the suspension SP based on the stroke position calculated by the suspension state calculation unit 44.
Further, the suspension state friction calculation unit 52 individually calculates the stroke speed friction generated based on the stroke speed calculated by the suspension state calculation unit 44 for each suspension SP. The stroke speed friction is an estimated value of the friction generated in the suspension SP based on the stroke speed calculated by the suspension state calculation unit 44.

  The lateral force friction calculation unit 54 adapts the lateral force for each suspension SP included in each wheel lateral force signal received from the suspension lateral force calculation unit 46 to a stored lateral force friction calculation map. Thereby, the lateral force friction calculation unit 54 calculates the friction generated in the suspension SP according to the lateral force. Then, an information signal including the calculated friction for each suspension SP (in the following description, may be described as “lateral force friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP according to the lateral force may be referred to as “lateral force friction”.

  Here, as shown in FIG. 12, the lateral force friction calculation map is a map showing the lateral force of the suspension SP (shown as “lateral force [N]” in the drawing) on the horizontal axis. Further, the lateral force friction calculation map is a map in which the vertical axis represents the friction generated in the suspension SP according to the lateral force (indicated as “friction-lateral force [N]” in the drawing). FIG. 12 is a diagram showing a lateral force friction calculation map. In FIG. 12, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body according to the lateral force is indicated by a solid line (in the figure, “friction—frontal lateral force [N] "). Further, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) that connects the rear wheel WR and the vehicle body in accordance with the lateral force is indicated by a broken line (in the drawing, indicated as “friction—rear shaft lateral force [N]”). It shows with. Further, in the lateral force friction calculation map shown in FIG. 12, the right half of the map is used as an area corresponding to the lateral force to the right when the vehicle V is viewed from the rear in the vehicle front-rear direction, and the left half of the map is used as the vehicle V Is used as a region corresponding to the lateral force to the left as viewed from the rear in the vehicle longitudinal direction.

As described above, the lateral force friction calculation unit 54 individually calculates the lateral force friction generated based on the lateral force calculated by the suspension lateral force calculation unit 46 for each suspension SP. The lateral force friction is an estimated value of the friction generated in the suspension SP based on the lateral force calculated by the suspension lateral force calculation unit 46.
The braking force friction calculation map, the driving force friction calculation map, the stroke position friction calculation map, the stroke speed friction calculation map, and the lateral force friction calculation map described above are formed using data measured on a table run, a road run, or the like. To do. Here, traveling on the table refers to traveling on a chassis dynamometer, for example.

The total friction calculation unit 56 receives a braking force friction signal from the braking force friction calculation unit 48 and receives a driving force friction signal from the driving force friction calculation unit 50. In addition, a stroke position friction signal and a stroke speed friction signal are received from the suspension state friction calculation unit 52, and a lateral force friction signal is received from the lateral force friction calculation unit 54. Then, the braking force friction, the driving force friction, the stroke position friction, the stroke speed friction, and the lateral force friction are added together.
Thereby, the total friction of one suspension SP (in the following description, it may be described as “total friction of each wheel”) is calculated. Further, an information signal including the calculated total wheel friction (in the following description, may be described as “total wheel friction signal”) is output to the ride comfort control block 36 and the steering stability control block 38.

(Configuration of ride comfort control block 36)
Next, the configuration of the ride comfort control block 36 will be described with reference to FIGS. 1 to 12 and FIG.
FIG. 13 is a block diagram showing a schematic configuration of the ride comfort control block 36.
As shown in FIG. 13, the ride comfort control block 36 includes a ride comfort control side vehicle behavior calculation unit 94, a behavior suppression friction calculation unit 112, and a ride comfort control side target friction calculation unit 96. In addition, the ride comfort control block 36 includes a ride comfort control side braking / driving force distribution ratio calculating unit 98, a braking force command value calculating unit 100A, a motor stop determination processing unit 101A, and a driving force command value calculating unit 102A. Prepare.

  The ride comfort control side vehicle behavior calculation unit 94 receives the wheel speed signal (shown as “vehicle speed” in the drawing) and the current steering angle signal (shown as “steering angle” in the drawing). In addition, the ride comfort control side vehicle behavior calculation unit 94 receives an input of an unsprung vertical acceleration signal, an unsprung vertical acceleration signal, and an actually measured stroke amount signal (shown as “suspension” in the drawing). The ride comfort control-side vehicle behavior calculation unit 94 stores in advance specifications of the vehicle V (vehicle weight, balance of vehicle weight, etc., and may be described as “vehicle specifications” in the following description). I'm allowed.

  Also, the ride comfort control-side vehicle behavior calculation unit 94 calculates an estimated vertical behavior, which is an estimated value of the behavior of the vehicle V in the vertical direction, using the sprung vertical acceleration, the unsprung vertical acceleration, and the actually measured stroke amount. . Then, an information signal including the calculated estimated up-down behavior (in the following description, may be described as “estimated up-down behavior signal”) is output to the behavior suppression friction calculation unit 112. Note that the process of calculating the estimated vertical behavior may be performed with reference to vehicle specifications. That is, the ride comfort control-side vehicle behavior calculation unit 94 calculates the vertical behavior of the vehicle body, which is the behavior in the vertical direction generated in the vehicle body.

The ride comfort control-side vehicle behavior calculation unit 94 calculates an estimated yaw rate, which is an estimated value of the yaw rate of the vehicle V, using the vehicle speed and the current steering angle. Then, an information signal including the calculated estimated yaw rate (in the following description, may be described as “estimated yaw rate signal”) is output to the riding comfort control side braking / driving force distribution ratio calculating unit 98. The process for calculating the estimated yaw rate may be performed with reference to vehicle specifications.
The behavior suppression friction calculation unit 112 receives the estimated vertical behavior signal from the ride comfort control-side vehicle behavior calculation unit 94, and adapts the estimated vertical behavior included in the estimated vertical behavior signal to a pre-stored target friction calculation map. To calculate the behavior suppression friction. Then, an information signal including the calculated behavior suppression friction (in the following description, may be described as “behavior suppression friction signal”) is output to the ride comfort control side target friction calculation unit 96.

Here, in the target friction calculation map, as shown in the figure, the horizontal axis indicates the estimated vertical behavior (shown as “vertical behavior” in the figure), and the vertical axis indicates behavior suppression friction (in the figure, “friction”). Is a map). In addition, the relationship between the estimated vertical behavior and the behavior suppression friction shown in the target friction calculation map is formed using data measured in advance on a table run or on a road.
Further, the behavior suppression friction is friction generated in each suspension SP necessary for suppressing the vertical behavior of the vehicle V.
The ride comfort control side target friction calculation unit 96 receives a behavior suppression friction signal from the behavior suppression friction calculation unit 112 and receives an input of each wheel total friction signal from the total friction calculation unit 56. The ride comfort control side target friction calculation unit 96 receives the wheel speed signal described above.

The ride comfort control-side target friction calculation unit 96 calculates the ride comfort control wheel target friction using the behavior suppression friction, the total wheel friction, and the vehicle speed. Specifically, the friction obtained by subtracting the total wheel friction from the behavior suppression friction is calculated as each wheel target friction for ride comfort control.
Here, each wheel target friction for ride comfort control is a target value of the friction generated in each suspension SP in order to suppress the vertical behavior of the vehicle V.
Further, the ride comfort control-side target friction calculation unit 96 calculates a ride comfort control friction difference value that is a difference value between each ride comfort control wheel target friction and each wheel total friction. Then, an information signal including the calculated ride comfort control friction difference value (in the following description, it may be referred to as “ride comfort control friction difference value signal”) is calculated as a ride comfort control side braking / driving force distribution ratio. To the unit 98.

The ride comfort control side braking / driving force distribution ratio calculation unit 98 receives the ride comfort control friction difference value signal from the ride comfort control side target friction calculation unit 96 and receives the total wheel friction signal input from the total friction calculation unit 56. Receive. In addition, the riding comfort control side braking / driving force distribution ratio calculation unit 98 receives the estimated yaw rate signal from the riding comfort control side vehicle behavior calculation unit 94.
Then, the riding comfort control side braking / driving force distribution ratio calculation unit 98 uses the total friction for each wheel and the respective wheel target friction for riding comfort control for all the suspension SPs to calculate the total for each wheel target friction for riding comfort control. Calculate the excess and deficiency of friction individually.

Here, the excess / deficiency is calculated based on the total friction calculated by the total friction calculation unit 56 and the ride comfort control wheel target friction calculated by the ride comfort control side target friction calculation unit 96. Specifically, for example, when the total friction is less than each wheel target friction for ride comfort control, the total friction is subtracted from each wheel target friction for ride comfort control to obtain a total for each wheel target friction for ride comfort control. Calculate the friction deficiency.
The riding comfort control side braking / driving force distribution ratio calculating unit 98 calculates a braking / driving force distribution command value using the estimated yaw rate, each wheel total friction, and each wheel target friction for riding comfort control.

Here, the braking / driving force distribution command value is a command value for causing each suspension SP to generate at least one of friction caused by braking force and friction caused by driving force.
Further, the friction due to the driving force includes the friction due to the driving force generated by the driving motor. In the following description, the friction caused by the driving force generated by the driving motor may be referred to as “motor friction”.
Further, the riding comfort control side braking / driving force distribution ratio calculating unit 98 distributes the friction by the braking force and the friction by the driving force in the suspension SP that generates the friction based on the braking / driving force distribution command value and the excess / deficiency friction. Calculate the ratio. Thus, the ride comfort control side braking / driving force distribution ratio is calculated.

Here, the ride comfort control side braking / driving force distribution ratio is the braking force of the wheel W required to generate in the suspension SP the friction corresponding to the excess or deficiency of the total friction with respect to the ride comfort control wheel target friction. And the driving force of the wheel W.
Accordingly, each wheel target friction for ride comfort control is a target value, and the friction of each wheel W with respect to each wheel target friction for ride comfort control is an actual value. Further, the above-described correction of excess and deficiency is performed by friction generated in the suspension SP by at least one of the braking force of the wheel W and the driving force of the wheel W.
A description will be given later of a process in which the ride comfort control side braking / driving force distribution ratio calculating unit 98 calculates the ride comfort control side braking / driving force distribution ratio.

Furthermore, the ride comfort control side braking / driving force distribution ratio calculating unit 98 includes an information signal including the calculated ride comfort control side braking / driving force distribution ratio (in the following description, “ride comfort control side braking / driving force distribution ratio signal”). Is output to the braking force command value calculation unit 100A. In addition, the riding comfort control side braking / driving force distribution ratio calculating unit 98 outputs a riding comfort control side braking / driving force distribution ratio signal to the driving force command value calculating unit 102A.
The braking force command value calculation unit 100A includes a riding comfort control side braking / driving force distribution ratio signal included in the riding comfort control side braking / driving force distribution ratio signal received from the riding comfort control side braking / driving force distribution ratio calculation unit 98. Based on the distribution ratio of the braking force of the wheels W, the ride control side driving force command value is calculated.

Here, the ride comfort control-side braking force command value is a braking force on the wheel W for causing the suspension SP to generate friction based on the ride comfort control-side braking / driving force distribution ratio included in the ride comfort control-side braking / driving force distribution ratio signal. This is the final command value for power.
The braking force command value calculation unit 100A that has calculated the riding comfort control side braking force command value converts the calculated riding comfort control side braking force command value into a command hydraulic pressure (brake hydraulic pressure). Then, a braking command signal, which is an information signal including the converted command hydraulic pressure, is output to the motor stop determination processing unit 101A.
The description of the process for converting the ride comfort control side braking force command value into the command hydraulic pressure will be described later.

  The motor stop determination processing unit 101A refers to the command hydraulic pressure included in the braking command signal received from the braking force command value calculating unit 100A. If the command hydraulic pressure referred to is a value for holding or reducing the command hydraulic pressure referred to in the previous process, a motor operation command signal including a drive motor stop request is generated. Then, a motor operation command signal including a drive motor stop request is output to the power control unit 28. In addition, when the command hydraulic pressure referred to is a value for holding or reducing the command hydraulic pressure referred to in the previous process, the command hydraulic pressure included in the brake command signal received from the braking force command value calculation unit 100A Is generated to the command hydraulic pressure referred to in the previous process. Then, the brake command signal changed to the command hydraulic pressure is output to the brake actuator 26.

  That is, when the command hydraulic pressure referred to as described above is a value that increases the command hydraulic pressure referred to in the previous process, the motor stop determination processing unit 101A does not include a drive motor stop request. Generate a command signal. Then, a motor operation command signal not including a drive motor stop request is output to the power control unit 28. In addition, when the command hydraulic pressure referred to above is a value that increases the command hydraulic pressure referred to in the previous process, the braking command signal received from the braking force command value calculation unit 100A is It outputs to the brake actuator 26 without changing.

Here, “the drive motor stop request” includes a request to continue the stop state if the drive motor is stopped (stop state). Similarly, if the driving motor is operating (operating state), it includes a request for stopping the operating driving motor.
The driving force command value calculation unit 102A refers to the riding comfort control side braking / driving force distribution ratio included in the riding comfort control side braking / driving force distribution ratio signal received from the riding comfort control side braking / driving force distribution ratio calculation unit 98. . And the distribution ratio of the driving force generated by the driving motor included in the driving force of the wheels W is acquired from the riding comfort control side braking / driving force distribution ratio.

Next, a ride comfort control-side motor drive force command value is calculated based on the acquired distribution ratio, and the calculated ride comfort control-side motor drive force command value is used as a drive torque correction value (motor) generated by the drive motor. Convert to drive torque correction value. Further, a drive command signal that is an information signal including the converted motor drive torque correction value is output to the power control unit 28.
Here, the motor operation command signal output from the motor stop determination processing unit 101A is handled with priority over the drive command signal output from the driving force command value calculation unit 102A. Therefore, if the braking force command value is a command value for maintaining or reducing the braking fluid pressure of the friction brake, the driving motor is stopped in preference to the acceleration / deceleration request by the driver.

In addition, the description of the process which converts a riding comfort control side motor drive force command value into a motor drive torque correction value is mentioned later.
Here, the ride comfort control side driving force command value is the wheel W for causing the suspension SP to generate friction based on the distribution ratio of the driving force of the wheel W calculated by the ride comfort control side braking / driving force distribution ratio calculation unit 98. Is the final command value (command value of the driving force of the wheel W). Further, as described later, the ride comfort control side driving force command value is the final command value of the driving force for the wheels W for causing each suspension SP to generate friction for suppressing the vertical behavior of the vehicle V.

(Configuration of Steering Stability Control Block 38)
Next, the configuration of the steering stability control block 38 will be described with reference to FIGS. 1 to 13 and FIG.
FIG. 14 is a block diagram showing a schematic configuration of the steering stability control block 38.
As shown in FIG. 14, the steering stability control block 38 includes an estimated longitudinal force calculation unit 104, a steering stability control side vehicle behavior calculation unit 106, and a steering stability control side target friction calculation unit 108. In addition, the steering stability control block 38 includes a steering stability control side braking / driving force distribution ratio calculation unit 110, a braking force command value calculation unit 100B, a motor stop determination processing unit 101B, and a driving force command value calculation unit. 102B.

The estimated longitudinal force calculator 104 receives an individual wheel braking force signal from the braking force calculator 40 and receives an individual wheel driving force signal from the driving force calculator 42. Then, using the calculated braking force and individual ID for each wheel W and the calculated driving force and individual ID for each wheel W, the estimated value of the force in the vehicle front-rear direction among the forces acting on the vehicle V Calculate the estimated longitudinal force.
Further, the estimated longitudinal force calculation unit 104 outputs an information signal including the calculated estimated longitudinal force (in the following description, sometimes referred to as “estimated longitudinal force signal”) to the steering stability control side vehicle behavior calculation unit 106. Output to.

The steering stability control-side vehicle behavior calculation unit 106 includes the wheel speed signal (shown as “vehicle speed” in the drawing), the current steering angle signal (shown as “steering angle” in the drawing), and the estimated longitudinal force signal. Receive input. Further, the vehicle specifications are stored in the steering stability control side vehicle behavior calculation unit 106 in advance.
The steering stability control-side vehicle behavior calculation unit 106 calculates an estimated roll rate that is an estimated value of the roll rate of the vehicle V using the vehicle speed and the current steering angle. Then, an information signal including the calculated estimated roll rate (which may be described as “estimated roll rate signal” in the following description) is output to the steering stability control-side target friction calculation unit 108. Note that the process of calculating the estimated roll rate may be performed with reference to vehicle specifications.

Further, the steering stability control side vehicle behavior calculation unit 106 calculates an estimated pitch rate that is an estimated value of the pitch rate of the vehicle V using the estimated longitudinal force. Then, an information signal including the calculated estimated pitch rate (which may be described as “estimated pitch rate signal” in the following description) is output to the steering stability control-side target friction calculation unit 108. Note that the process of calculating the estimated pitch rate may be performed with reference to vehicle specifications.
The steering stability control-side target friction calculation unit 108 receives the estimated roll rate signal and the estimated pitch rate signal from the steering stability control-side vehicle behavior calculation unit 106, and receives the total wheel friction signal input from the total friction calculation unit 56. Receive. The steering stability control side target friction calculation unit 108 receives the wheel speed signal described above.

The steering stability control-side target friction calculation unit 108 calculates each wheel target friction for steering stability control using the estimated roll rate, the estimated pitch rate, the total wheel friction, and the vehicle speed.
Here, each wheel target friction for steering stability control refers to each suspension in order to suppress the roof behavior (pitch behavior, roll behavior) generated in the vehicle V by the driving operation of the driver or the above-described TCS control. This is a target value of friction generated in the SP.
Further, the steering stability control-side target friction calculation unit 108 calculates a steering stability control friction difference value, which is a difference value between the steering stability control wheel target friction and each wheel total friction. Then, an information signal including the calculated steering stability control friction difference value (which may be referred to as “steering stability control friction difference value signal” in the following description) is used as the steering stability control side braking / driving force. Output to the distribution ratio calculation unit 110.

The steering stability control side braking / driving force distribution ratio calculation unit 110 receives an input of the steering stability control friction difference value signal from the steering stability control side target friction calculation unit 108, and receives the total friction of each wheel from the total friction calculation unit 56. Receives signal input.
Then, the steering stability control side braking / driving force distribution ratio calculating unit 110 calculates the steering stability control side braking / driving force distribution ratio using each wheel total friction and each wheel target friction for steering stability control.
Here, the steering stability control side braking / driving force distribution ratio refers to the control of the wheel W for suppressing the behavior (pitch behavior, roll behavior) related to the steering of the vehicle V among the roof behavior generated in the vehicle V. It is a distribution ratio between the power and the driving force of the wheels W. In other words, the steering stability control side braking / driving force distribution ratio is obtained by correcting the excess or deficiency of the friction (actual value) of each wheel W with respect to each wheel target friction (target value) for steering stability control. This is a distribution for controlling the braking force and the driving force.

Further, the steering stability control side braking / driving force distribution ratio calculation unit 110 includes an information signal including the calculated steering stability control side braking / driving force distribution ratio (in the following description, “steering stability control side braking / driving force distribution ratio” Signal ”may be described) to the braking force command value calculation unit 100B. In addition, the steering stability control side braking / driving force distribution ratio calculation unit 110 outputs a steering stability control side braking / driving force distribution ratio signal to the driving force command value calculation unit 102B.
A description will be given later of processing in which the steering stability control side braking / driving force distribution ratio calculation unit 110 calculates the steering stability control side braking / driving force distribution ratio.
The braking force command value calculation unit 100B includes a steering stability control side braking / driving force distribution ratio signal included in the steering stability control side braking / driving force distribution ratio signal received from the steering stability control side braking / driving force distribution ratio calculation unit 110. Among them, the steering stability control side braking force command value is calculated based on the distribution ratio of the braking force of the wheels W.

Here, the steering stability control side braking force command value is a wheel for causing the suspension SP to generate friction based on the steering stability control side braking / driving force distribution ratio included in the steering stability control side braking / driving force distribution ratio signal. This is the final command value of the braking force with respect to W.
The braking force command value calculation unit 100B that has calculated the steering stability control side braking force command value converts the calculated steering stability control side braking force command value into a command hydraulic pressure (brake hydraulic pressure). Then, a braking command signal, which is an information signal including the converted command hydraulic pressure, is output to the motor stop determination processing unit 101B. The braking force command value calculation unit 100B included in the steering stability control block 38 may be shared with the braking force command value calculation unit 100A included in the riding comfort control block 36, or may be configured separately.
Note that the processing for converting the steering stability control-side braking force command value into the command hydraulic pressure will be described later.

  The motor stop determination processing unit 101B refers to the command hydraulic pressure included in the braking command signal received from the braking force command value calculation unit 100B. If the command hydraulic pressure referred to is a value for holding or reducing the command hydraulic pressure referred to in the previous process, a motor operation command signal including a drive motor stop request is generated. Then, a motor operation command signal including a drive motor stop request is output to the power control unit 28. In addition to this, the command hydraulic pressure included in the braking command signal received from the braking force command value calculation unit 100B when the command hydraulic pressure referred to is a value for holding or reducing the command hydraulic pressure referred to in the previous process. Is generated to the command hydraulic pressure referred to in the previous process. Then, the brake command signal changed to the command hydraulic pressure is output to the brake actuator 26.

  That is, when the command hydraulic pressure referred to as described above is a value that increases the command hydraulic pressure referred to in the previous process, the motor stop determination processing unit 101B does not include a drive motor stop request. Generate a command signal. Then, a motor operation command signal not including a drive motor stop request is output to the power control unit 28. In addition, when the command hydraulic pressure referred to above is a value that increases the command hydraulic pressure referred to in the previous process, the braking command signal received from the braking force command value calculation unit 100B is It outputs to the brake actuator 26 without changing.

The motor stop determination processing unit 101B included in the steering stability control block 38 may be shared with the motor stop determination processing unit 101A included in the ride comfort control block 36, or may be configured separately.
The driving force command value calculation unit 102B includes a steering stability control side braking / driving force distribution ratio signal included in the steering stability control side braking / driving force distribution ratio signal received from the steering stability control side braking / driving force distribution ratio calculation unit 110. Refer to Then, among the steering stability control side braking / driving force distribution ratio, the distribution ratio of the driving force generated by the driving motor, which is included in the driving force of the wheel W, is acquired.

Next, a steering stability control side motor driving force command value is calculated based on the acquired distribution ratio, and the calculated steering stability control side motor driving force command value is converted into a motor driving torque correction value. Further, a drive command signal that is an information signal including the converted motor drive torque correction value is output to the power control unit 28. The driving force command value calculation unit 102B included in the steering stability control block 38 may be shared with the driving force command value calculation unit 102A included in the riding comfort control block 36, or may be configured separately.
Here, the motor operation command signal output by the motor stop determination processing unit 101B is handled with priority over the drive command signal output by the driving force command value calculation unit 102B. Therefore, if the braking force command value is a command value for maintaining or reducing the braking fluid pressure of the friction brake, the driving motor is stopped in preference to the acceleration / deceleration request by the driver.

Note that the processing for converting the steering stability control side motor driving force command value into the motor driving torque correction value will be described later.
Here, the steering stability control side driving force command value is a value for causing the suspension SP to generate friction based on the distribution ratio of the driving force of the wheels W calculated by the steering stability control side braking / driving force distribution ratio calculation unit 110. This is the final command value of the driving force for the wheel W (command value of the driving force of the wheel W). Further, as described later, the steering stability control-side driving force command value is applied to the wheels W for causing each suspension SP to generate friction for suppressing the behavior (pitch behavior, roll behavior) related to the steering of the vehicle V. This is the final command value for the driving force.

(Riding comfort control side braking / driving force distribution ratio calculation unit 98 calculates the riding comfort control side braking / driving force distribution ratio, and steering stability control side braking / driving force distribution ratio calculation unit 110 calculates steering stability control side braking / driving force distribution ratio. Processing to calculate distribution ratio)
Hereinafter, a process in which the riding comfort control side braking / driving force distribution ratio calculating unit 98 calculates the riding comfort control side braking / driving force distribution ratio will be described with reference to FIGS. 1 to 14 and FIGS. 15 to 18. . The processing for calculating the steering stability control side braking / driving force distribution ratio by the steering stability control side braking / driving force distribution ratio calculating unit 110 is the same, and therefore, in the following description, the ride comfort control side braking / driving force distribution ratio is calculated. Only the process in which the calculation unit 98 calculates the riding comfort control side braking / driving force distribution ratio will be described.

First, with respect to the suspension SP that generates at least one of friction due to braking force and friction due to driving force, a distribution ratio of friction due to braking force and friction due to driving force is calculated among excess and deficient friction. In the following description, the friction caused by the braking force may be referred to as “braking force friction for riding comfort control”. Similarly, in the following description, the friction caused by the driving force may be referred to as “riding comfort control driving force friction”.
The braking force friction for ride comfort control is calculated by adapting the excess / deficiency friction to, for example, the braking calculation map for braking force side behavior control stored in advance in the ride comfort control braking / driving force distribution ratio calculation unit 98. To do.

  Here, as shown in FIG. 15, the braking force side behavior control friction calculation map shows the braking force of the wheel W on the horizontal axis (shown as “braking force” in the figure), and the vertical axis indicates excess or deficiency. FIG. 6 is a map showing minute friction (indicated as “friction” in the figure). Further, the relationship between the braking force and the friction shown in the braking force-side behavior control friction calculation map varies depending on the relationship between the braking force of the wheel W and the behavior of the vehicle V. Specifically, even when the braking force of the wheel W increases, the degree of increase in the braking force of the wheel W decreases as the behavior of the vehicle V approaches a limit value at which rapid braking does not occur. FIG. 15 is a diagram showing a braking force side behavior control friction calculation map.

The braking force friction for riding comfort control is a value obtained by multiplying the braking force of the wheel W by the coefficient Kb shown in the braking force side behavior control friction calculation map. Here, the coefficient Kb is an inclination indicating a relationship between the braking force of the wheel W and the excess / deficiency friction in a region where the braking force of the wheel W is equal to or less than Fb_max which is a preset braking force limit value. Note that Fb_max is set using data measured in advance on a table, on the road, or the like based on a limit value at which the behavior of the vehicle V does not suddenly brake even when the braking force of the wheel W increases.
The driving force friction for riding comfort control is calculated by adapting the excess / deficiency friction to, for example, the driving force side behavior controlling friction calculation map stored in advance in the riding comfort control braking / driving force distribution ratio calculation unit 98. To do.

  Here, in the friction calculation map for driving force side behavior control, as shown in FIG. 16, the horizontal axis indicates the driving force of the wheel W (in the drawing, indicated as “driving force”), and the vertical axis indicates excess or deficiency. FIG. 6 is a map showing minute friction (indicated as “friction” in the figure). Further, the relationship between the driving force and the friction shown in the driving force-side behavior control friction calculation map varies depending on the relationship between the driving force of the wheel W and the behavior of the vehicle V. Specifically, even if the driving force of the wheel W increases, the degree of increase in the driving force of the wheel W decreases as it approaches a limit value at which the behavior of the vehicle V does not rapidly accelerate. FIG. 16 is a diagram showing a driving force side behavior control friction calculation map.

The driving force friction for riding comfort control is a value obtained by multiplying the driving force of the wheel W by the coefficient Ka shown in the driving force side behavior control friction calculation map. Here, the coefficient Ka is an inclination indicating the relationship between the driving force of the wheel W and the excess / deficiency friction in a region where the driving force of the wheel W is equal to or less than Fa_max which is a preset limit value of the driving force. Note that Fa_max is set using data measured in advance on a table, running on the road, or the like based on a limit value at which the behavior of the vehicle V does not suddenly accelerate even when the driving force of the wheels W increases.
Further, when the riding comfort control side braking / driving force distribution ratio calculating unit 98 calculates the riding comfort control side braking / driving force distribution ratio, for example, the braking force of the wheels W is equal to or greater than the driving force of the wheels W. Then, a process for calculating the ride control side braking / driving force distribution ratio is performed.

As a specific example, in the state where the following formulas (1) to (3) are established, the relationship between excess / deficiency friction, the braking force of the wheel W, and the driving force of the wheel W is expressed by the following formula. The relationship shown in (4).
Fraction excess and shortage <Kb × Fb_max + Ka × Fa_max (1)
Braking force of wheel W <Fb_max (2)
Driving force of wheel W <Fa_max (3)
Wheel W braking force = Wheel W drive force = excess / deficiency friction / Kb + Ka (4)

Further, in the case of performing processing for bringing the deceleration of the vehicle V close to “± 0”, such as during steady turning, the driving force of the wheel W is expressed by the following equation in the state where the following equation (5) is satisfied: The relationship shown in (6) is used. The relationship between the excess / deficiency friction and the braking force of the wheels W is represented by the following equation (7).
Driving force of wheel W> Fa_max (5)
Driving force of wheel W = Fa_max (6)
Braking force of wheel W = excess / deficiency friction-Fa_max / Kb (7)

As described above, the ride comfort control side braking / driving force distribution ratio calculation unit 98 according to the present embodiment selects the friction generation source that causes the suspension SP to generate friction for suppressing the behavior of the vehicle body, and the ride comfort control side control. Processing for calculating the driving force distribution ratio is performed.
Here, as the friction generation source, at least a driving motor is selected from the friction brake (brake actuator 26) and the driving motor. Further, the process of selecting the friction generation source and the process of calculating the ride comfort control side braking / driving force distribution ratio are performed according to the target friction that is the friction for suppressing the behavior of the vehicle body.

In addition, the ride comfort control side braking / driving force distribution ratio calculation unit 98 of the present embodiment has a braking force converted value obtained by converting the friction for suppressing the behavior of the vehicle body into the braking force of the wheel W, and a braking force minimum value set in advance is set. If it is less than the threshold, only the drive motor is selected as the friction source. Further, a ride comfort control side braking / driving force distribution ratio is calculated. Note that the braking force minimum threshold will be described later.
On the other hand, if the braking force conversion value is equal to or greater than the braking force minimum threshold, the friction brake and the driving motor are selected as the friction generation source, and the riding comfort control side braking / driving force distribution ratio is calculated.
The above processing is the same for the steering stability control side braking / driving force distribution ratio calculation unit 110.

(Process to convert braking force command value into command hydraulic pressure)
Hereinafter, the process of converting the braking force command value into the command hydraulic pressure will be described with reference to FIGS. 1 to 16 and FIG.
When converting the braking force command value into the command hydraulic pressure, the braking force command value is adapted to, for example, a command hydraulic pressure conversion map stored in advance in the braking force command value calculation unit 100A included in the riding comfort control block 36. Let

Here, as shown in FIG. 17, the command hydraulic pressure conversion map is a map in which the horizontal axis indicates the braking force command value and the vertical axis indicates the command hydraulic pressure. FIG. 17 is a diagram showing a command hydraulic pressure conversion map.
Further, the command hydraulic pressure may be calculated by the following equation (8).
Command hydraulic pressure = (braking force command value [N] x tire dynamic radius [m])
/ (4 × pad μ × pad area × effective diameter) (8)

(Process to convert driving force command value to motor driving torque correction value)
Hereinafter, the process of converting the driving force command value into the motor driving torque correction value will be described with reference to FIGS. 1 to 17 and FIG.
When the driving force command value is converted into the motor driving torque correction value, the driving force command value is converted into, for example, a driving torque correction value stored in advance in the driving force command value calculation unit 102A included in the riding comfort control block 36. Fit to the map.
Here, as shown in FIG. 18, the drive torque correction value conversion map is a map in which the horizontal axis indicates the drive force command value and the vertical axis indicates the drive torque correction value. FIG. 18 is a diagram showing a drive torque correction value conversion map.
Further, the drive torque correction value may be calculated by the following equation (9).
Driving torque correction value = (driving force command value [N] × tire dynamic radius [m]) (9)

(Operation)
Next, an example of an operation performed using the vehicle behavior control device 1 of the present embodiment will be described using FIGS. 19 to 21 with reference to FIGS.
FIG. 19 is a flowchart of operations performed using the vehicle behavior control device 1. In addition, the vehicle behavior control apparatus 1 performs the process demonstrated below for every preset sampling time (for example, 50 [msec]).
As shown in FIG. 19, when the vehicle behavior control device 1 starts processing (START), first, in step S100, the friction detection block 34 calculates total friction ("estimated friction calculation" shown in the figure). I do. If the process which calculates total friction is performed in step S100, the process which the vehicle behavior control apparatus 1 will transfer to step S102.

  In step S100, for example, a process for calculating the braking force friction by the braking force friction calculation unit 48 and a process for calculating the driving force friction by the driving force friction calculation unit 50 are performed. In addition, in step S100, for example, the suspension state friction calculation unit 52 performs a process of calculating the stroke position friction and the stroke speed friction. Further, in step S100, for example, a process for calculating the lateral force friction by each wheel friction suspension lateral force calculation unit 46 and a process for determining whether or not to allow an operation for adding the calculated various frictions to the total friction. I do.

In addition, the process of step S100 includes a process of acquiring information indicating the state of the vehicle V (information such as each acceleration, yaw rate, and current steering angle) and a behavior of the vehicle V (braking force and driving force of each wheel W). Or the like) may be performed in a state in which the processing for calculating the behavior is performed.
In step S102, the ride comfort control-side target friction calculation unit 96 calculates the ride comfort control wheel target friction, and the steering stability control-side target friction calculation unit 108 calculates the steering stability control wheel target friction. Thereby, in step S102, processing for calculating the target friction ("target friction calculation" shown in the figure) is performed. If the process which calculates target friction is performed in step S102, the process which the vehicle behavior control apparatus 1 will transfer to step S104.

  In step S104, the riding comfort control side braking / driving force distribution ratio calculation unit 98 calculates the riding comfort control side braking / driving force distribution ratio, and the steering stability control side braking / driving force distribution ratio calculation unit 110 calculates steering stability control. The side braking / driving force distribution ratio is calculated. In addition, in step S104, the ride comfort control side braking / driving force distribution ratio signal is output to the braking force command value calculation unit 100A and the driving force command value calculation unit 102A. Furthermore, in step S104, the steering stability control side braking / driving force distribution ratio signal is output to the braking force command value calculating unit 100B and the driving force command value calculating unit 102B. Thereby, in step S104, a process of calculating the braking / driving force distribution ratio ("braking / driving force distribution ratio calculation" shown in the figure) is performed. If the process which calculates braking / driving force distribution ratio is performed in step S104, the process which the vehicle behavior control apparatus 1 will transfer to step S106.

The specific process performed in step S104 will be described later.
In step S106, the driving force command value calculation unit 102A and the driving force command value calculation unit 102B perform processing for calculating the driving force command value ("driving force command value calculation" shown in the drawing). Further, in step S106, a process for outputting the driving force command value to the power control unit 28 is performed. When the driving force command value is calculated and output in step S106, the process performed by the vehicle behavior control device 1 proceeds to step S108.
In step S108, the braking force command value calculation unit 100A and the braking force command value calculation unit 100B perform processing for calculating the braking force command value ("braking force command value calculation" shown in the drawing). When the braking force command value is calculated in step S108, the process performed by the vehicle behavior control device 1 proceeds to step S110.

In step S110, based on the braking force command value calculated in step S108, processing for determining whether to stop the driving motor ("motor stop determination" shown in the figure) is performed. Further, in step S110, a process of outputting a motor operation command signal corresponding to the determination result of whether or not to stop the drive motor to the power control unit 28 is performed. In addition, in step S110, a process of outputting a braking force command value corresponding to a determination result of whether or not to stop the driving motor to the brake actuator 26 is performed.
In step S110, when it is determined whether or not to stop the driving motor and the process of outputting the motor operation command signal and the braking force command value according to the determination result, the process performed by the vehicle behavior control device 1 ends ( END).

Next, specific processing performed in step S110 will be described with reference to FIGS. 1 to 19 and FIG.
FIG. 20 is a flowchart of an operation performed using the vehicle behavior control apparatus 1, and a flowchart showing a process for determining whether or not to stop the driving motor and a process for outputting a motor operation command signal and a braking force command value. It is. In the following description, the process for determining whether to stop the driving motor is referred to as “stop determination process”, and the process for outputting the motor operation command signal and the braking force command value is referred to as “command output process”. May be described.

As shown in FIG. 20, when the stop determination process and the command output process are started (START), first, the process of step S200 is performed.
In step S200, it is determined whether or not the braking force command value calculated in step S108 described above, that is, the current braking force command value is “0” (“braking force command value = 0? ")I do.
If it is determined in step S200 that the current braking force command value is “0” (“Yes” shown in the figure), the stop determination process and the command output process move to step S202.

On the other hand, when it is determined in step S200 that the current braking force command value is not “0” (“No” shown in the figure), the stop determination process and the command output process move to step S204.
In step S202, a process of outputting a motor operation command signal not including a drive motor stop request ("motor stop request = 0" shown in the figure) is performed. In step S202, when a process of outputting a motor operation command signal not including a drive motor stop request is performed, the stop determination process and the command output process are ended (END).
In step S204, the braking force command value calculated in the above-described step S108, that is, the braking force command value calculated in the previous process from the current braking force command value (hereinafter referred to as “braking force command previous value”). The value obtained by subtracting (described) is compared with the braking force command threshold value.

Further, in step S204, a process for determining whether or not a value obtained by subtracting the previous value of the braking force command from the current braking force command value exceeds the braking force command threshold (“(braking force command value − Braking force command previous value)> braking force command threshold? ").
Here, the braking force command threshold is a value corresponding to the minimum resolution of the driving motor, for example, and is set in advance according to the performance of the vehicle V including the driving motor, and the motor stop determination processing unit 101A and the motor stop. The data is stored in the determination processing unit 101B.
If it is determined in step S204 that the value obtained by subtracting the previous value of the braking force command from the current braking force command value exceeds the braking force command threshold ("Yes" shown in the figure), the stop determination process and the command output The process proceeds to step S206.

On the other hand, if it is determined in step S204 that the value obtained by subtracting the previous value of the braking force command from the current braking force command value is equal to or less than the braking force command threshold ("No" shown in the figure), the stop determination process and the command The output process proceeds to step S208.
In step S206, a process of outputting a motor operation command signal not including a drive motor stop request ("motor stop request = 0" shown in the figure) is performed. In addition, in step S206, the braking force command value output to the brake actuator 26 is set to the braking force command previous value and output (“braking force command value = braking force command previous value” shown in the figure). I do. In step S206, when the process of outputting the motor operation command signal and the process of setting and outputting the braking force command value as the previous value of the braking force command are performed, the stop determination process and the command output process are ended (END).

In step S208, a process of outputting a motor operation command signal including a drive motor stop request ("motor stop request = 1" shown in the figure) is performed. In addition, in step S208, the braking force command value output to the brake actuator 26 is set to the braking force command previous value and output (“braking force command value = braking force command previous value” shown in the figure). I do. In step S208, when the process of outputting the motor operation command signal and the process of setting and outputting the braking force command value as the previous value of the braking force command are performed, the stop determination process and the command output process are ended (END).
As described above, in the stop determination process and the command output process, if the value obtained by subtracting the previous value of the braking force command from the current braking force command value is equal to or less than the braking force command threshold, the driver gives priority to the acceleration / deceleration request. Then, a process of stopping the drive motor is performed.

Next, a specific example of processing performed by the vehicle behavior control device 1 will be described using a time chart with reference to FIG. 21 with reference to FIG. 1 to FIG. FIG. 21 is a time chart showing processing performed by the vehicle behavior control device 1 while the vehicle V is traveling. FIG. 21A is a diagram showing a change in the braking force command value, and FIG. 21B is a diagram showing a change in the brake fluid pressure. FIG. 21C is a diagram showing a change in the rotational speed (motor rotational speed) of the driving motor, and FIG. 21D is a state of the motor operation command signal (including a stop request for the driving motor). It is a figure which shows.
As shown in FIG. 21, in the process performed by the vehicle behavior control device 1, at the time when the braking force command value exceeds “0” (time “t1” shown in the figure) while the vehicle V is traveling. While increasing the brake fluid pressure, the drive motor is started.

Here, since the responsiveness of the friction brake is lower than the responsiveness of the driving motor, after the time point t1, the number of rotations of the driving motor having high responsiveness first increases, and then, compared to the driving motor. The brake fluid pressure of the friction brake with low responsiveness increases.
A motor including a drive motor stop request at the time when the braking force command value for increasing the braking fluid pressure from the time t1 starts holding the braking fluid pressure (at time “t2” in the figure). An operation command signal is output to the power control unit 28. Further, after time t2, the brake fluid pressure is maintained. As a result, after time t2, the driving motor is stopped and the brake fluid pressure is maintained.

Next, the brake fluid pressure is decreased at the time point when the braking force command value that maintains the brake fluid pressure starts to reduce the brake fluid pressure from the time point t2 (time point “t3” in the figure). At time t3, similarly to time t2, a motor operation command signal including a drive motor stop request is output to the power control unit 28. Thereby, at the time t3, the drive motor is held in a stopped state.
At the time when the brake fluid pressure reduced from time t3 becomes “0” (time “t4” in the figure), the motor operation command signal output at time t2 and time t3 is used as the drive motor. This is generated as a motor operation command signal that does not include a stop request. The generated motor operation command signal is output to the power control unit 28.

After time t4, at the time when the braking force command value exceeds “0” (time “t5” in the figure), the brake fluid pressure is increased and the driving motor is started as in time t1.
Then, at the time when the braking force command value for increasing the brake fluid pressure from the time t5 starts to hold the brake fluid pressure (time “t6” in the figure), the drive motor is controlled in the same manner as at time t2. A motor operation command signal including a stop request is output to the power control unit 28. Further, after time t6, the brake fluid pressure is maintained as in time t2. Thereby, after time t6, the drive motor is stopped and the brake fluid pressure is maintained.

Next, at the time when the increase of the brake fluid pressure held from time t6 is started (at time “t7” in the figure), the brake fluid pressure is increased similarly to time t1. In addition, the motor operation command signal including the drive motor stop request output at time t6 is changed to a motor operation command signal not including the drive motor stop request, and is output to the power control unit 28. As a result, the drive motor stopped at time t6 is started.
In addition, as a result of investigation and examination by the inventors, it has been found that the state in which the brake fluid pressure being held is increased, such as the state from the time point t6 to the time point t7, is less likely to occur when the vehicle V is traveling. doing. For this reason, even when the stopped driving motor is started at the time when the brake fluid pressure being held is increased as in the state at time t7, the influence on the behavior of the vehicle V is very small. It will be something.

Then, at the time when the braking force command value that increases the brake fluid pressure from the time t7 starts to hold the brake fluid pressure (at time “t8” in the figure), the drive motor is controlled in the same manner as at time t2. A motor operation command signal including a stop request is output to the power control unit 28. Further, after time t8, the brake fluid pressure is maintained as in time t2. Thereby, after time t8, the drive motor is stopped and the brake fluid pressure is maintained.
Next, the brake fluid pressure is decreased at the time point when the braking force command value that maintains the brake fluid pressure starts to decrease the brake fluid pressure from the time point t8 (time point “t9” in the figure). At time t9, similarly to time t8, a motor operation command signal including a drive motor stop request is output to the power control unit 28. As a result, at time t9, the drive motor is held in a stopped state.

As described above, in the present embodiment, in the state where the braking fluid pressure of the friction brake is held or reduced, the driving motor is stopped in preference to the acceleration / deceleration request by the driver. In addition to this, friction for suppressing the behavior of the vehicle body is generated in the suspension by the braking force of the wheels W generated by the friction brake.
The motor stop determination processing unit 101A, the motor stop determination processing unit 101B, and the power control unit 28 described above correspond to a drive motor stop processing unit.
The braking / driving force controller 20 described above corresponds to a braking / driving force control unit.
Moreover, the brake actuator 26, the master cylinder 24, and each wheel cylinder 32 mentioned above respond | correspond to a braking force provision part.

Here, as described above, the braking force application unit of the present embodiment is based on the braking force command value based on the braking force according to the control of the braking force request by the driver and the braking force according to the system control of the vehicle V. The braking force is added to the wheel W to add the braking force.
The braking force according to the control of the braking force request by the driver is a braking force that is controlled according to the operation of the brake pedal 22 by the driver. The braking force according to the system control of the vehicle V is a braking force that is controlled according to, for example, the preceding vehicle following traveling control or the lane keeping traveling control described above.
Further, the power control unit 28 and the power unit 30 described above correspond to a driving force application unit.

Here, as described above, the driving force application unit of the present embodiment is based on the driving force command value based on the driving force according to the control of the driving force request by the driver and the driving force according to the system control of the vehicle V. The braking force is applied to the wheels W by adding the driving forces.
In addition, the driving force according to control of the driving force request | requirement by a driver | operator is a driving force controlled according to operation of the accelerator pedal by a driver | operator. The driving force according to the system control of the vehicle V is a driving force that is controlled according to the preceding vehicle following traveling control, the lane keeping traveling control, or the like described above, for example.

The suspension state calculation unit 44 described above corresponds to a stroke position calculation unit and a stroke speed calculation unit.
The suspension state friction calculation unit 52 described above corresponds to a stroke position friction calculation unit and a stroke speed friction calculation unit.
Further, as described above, in the vehicle behavior control method implemented by the operation of the vehicle behavior control device 1 of the present embodiment, the braking / driving force distribution ratio is calculated, and the braking force command value is a command for maintaining or reducing the braking hydraulic pressure. If it is a value, the driving motor is stopped in preference to the acceleration / deceleration request by the driver. In addition to this, a braking force is applied to the wheel W based on the calculated braking force command value.

(Effects of the first embodiment)
If it is the vehicle behavior control apparatus 1 of this embodiment, it will become possible to show the effect described below.
(1) The motor stop determination processing unit 101 and the power control unit 28 are operated when the braking force command value calculated by the braking force command value calculating unit 100 is a command value for holding or reducing the braking hydraulic pressure of the friction brake. The drive motor is stopped in preference to the user's acceleration / deceleration request.
For this reason, when the braking force command value is a command value for maintaining or reducing the brake fluid pressure of the friction brake, the friction for suppressing the behavior of the vehicle body is suspended without using a driving motor as an actuator for generating friction. Generate to SP.

As a result, in the vehicle V that suppresses the behavior of the vehicle body using the above-described VDC control or the like, it is possible to reduce the load and operating time of the drive motor and perform control to generate the target value friction in the suspension SP. It becomes.
Further, since the drive motor is operated only in a state where the braking force command value is a command value for increasing the braking fluid pressure of the friction brake, the uncomfortable feeling of deceleration during the control using the braking force such as the VDC control described above occurs. Can be suppressed. This is due to the reason described below.

  When the driving motor is operated in a state where the braking force command value is a command value for maintaining the brake fluid pressure, the brake force command value is changed to a command value for increasing the retained brake fluid pressure. The braking force is increased in accordance with the driving force generated by the driving motor in the operating state. For this reason, compared with the case where the drive motor is stopped in a state in which the braking force command value is a command value for maintaining the braking fluid pressure, the amount of increase in the braking force is increased. As a result, the state in which the braking hydraulic pressure held by the braking force command value is increased is different from the state in which the braking force command value is increased from “0”, and the amount of increase in the braking force is different. Will occur.

(2) If the value obtained by subtracting the previous value of the braking force command from the braking force command value is equal to or less than the braking force command threshold, the motor stop determination processing unit 101 and the power control unit 28 stop the driving motor. Further, the braking force command threshold is set to a value corresponding to the minimum resolution of the driving motor.
Therefore, the drive motor can be stopped based on the amount of change in the braking force command value that the drive motor can accept in accordance with the minimum resolution of the drive motor.
As a result, according to the performance of the drive motor, in the vehicle V that suppresses the behavior of the vehicle body using the above-described VDC control or the like, the load and operating time of the drive motor are reduced, and the target value friction is applied to the suspension SP. The generated control can be performed.

(3) The total friction calculation unit 56 adds the braking force friction calculated by the braking force friction calculation unit 48 and the driving force friction calculated by the driving force friction calculation unit 50. Then, the total friction generated in the suspension SP is individually calculated for each suspension SP.
For this reason, the friction generated in the suspension SP is appropriately calculated based on the longitudinal force received by the suspension SP by the braking force and driving force of the wheels W even during straight traveling where the lateral force is difficult to act. Is possible.
As a result, it is possible to calculate the braking force command value and the driving force command value using the friction generated in the suspension SP, which is appropriately calculated according to the traveling state of the vehicle V, and according to the traveling state of the vehicle V. It is possible to perform the behavior control more appropriately.

(4) The total friction calculation unit 56 adds the stroke position friction calculated by the stroke position friction calculation unit to the braking force friction and the driving force friction, and calculates the total friction for each suspension SP individually.
For this reason, it is possible to appropriately calculate the total friction on the basis of the stroke position of the suspension SP that changes when the vehicle V travels, in addition to the longitudinal force that the suspension SP receives.
As a result, it is possible to calculate the braking force command value and the driving force command value by using the total friction whose calculation accuracy is improved according to the traveling state of the vehicle V based on the stroke position of the suspension SP.

(5) The total friction calculation unit 56 adds the stroke speed friction calculated by the stroke speed friction calculation unit to the braking force friction and the driving force friction, and calculates the total friction for each suspension SP individually.
Therefore, it is possible to appropriately calculate the total friction based on the stroke speed of the suspension SP that changes when the vehicle V travels in addition to the longitudinal force that the suspension SP receives.
As a result, it is possible to calculate the braking force command value and the driving force command value by using the total friction whose calculation accuracy is improved according to the traveling state of the vehicle V based on the stroke speed of the suspension SP.

(6) The total friction calculation unit 56 adds the lateral force friction calculated by the suspension lateral force friction calculation unit 54 to the braking force friction and the driving force friction, and calculates the total friction for each suspension SP individually. .
Therefore, it is possible to appropriately calculate the total friction based on the lateral force acting on the suspension SP when the vehicle V is turning, in addition to the longitudinal force that the suspension SP receives input.
As a result, it is possible to calculate the braking force command value and the driving force command value by using the total friction whose calculation accuracy is improved according to the traveling state of the vehicle V based on the lateral force acting on the suspension SP. .

(7) The braking force calculation unit 40 calculates the braking force of the wheel W based on the traveling control of the vehicle V, and the driving force calculation unit 42 calculates the driving force of the wheel W based on the traveling control of the vehicle V.
As a result, it is possible to calculate the braking force and driving force of the wheels W that do not reflect the control for suppressing the roll behavior of the vehicle body, and it is possible to appropriately calculate the total friction.

(8) The braking force applying unit adds the braking force based on the braking force command value to the braking force according to the control of the braking force request by the driver and the braking force according to the system control of the vehicle V, and the wheel W A braking force is applied to.
As a result, in addition to the braking force that does not reflect the control for suppressing the behavior of the vehicle body, the braking force that reflects the control for suppressing the behavior of the vehicle body can be applied to the wheels W.

(9) The driving force application unit adds the driving force based on the driving force command value to the driving force according to the control of the driving force request by the driver and the driving force according to the system control of the vehicle V, and the wheel W A driving force is applied to.
As a result, in addition to the driving force that does not reflect the control for suppressing the behavior of the vehicle body, the driving force that reflects the control for suppressing the behavior of the vehicle body can be applied to the wheels W.

(10) In the vehicle behavior control method implemented by the operation of the vehicle behavior control device 1 of the present embodiment, the braking / driving force distribution ratio is calculated, and the braking force command value is a command value for maintaining or reducing the braking hydraulic pressure. The driving motor is stopped in preference to the acceleration / deceleration request by the driver. In addition to this, a braking force is applied to the wheel W based on the calculated braking force command value.
For this reason, when the braking force command value is a command value for maintaining or reducing the brake fluid pressure of the friction brake, the friction for suppressing the behavior of the vehicle body is suspended without using a driving motor as an actuator for generating friction. It will be generated in SP.

As a result, in the vehicle V that suppresses the behavior of the vehicle body using the above-described VDC control or the like, it is possible to reduce the load and operating time of the drive motor and perform control to generate the target value friction in the suspension SP. It becomes.
Further, since the drive motor is operated only in a state where the braking force command value is a command value for increasing the braking fluid pressure of the friction brake, the uncomfortable feeling of deceleration during the control using the braking force such as the VDC control described above occurs. Can be suppressed.

(Modification)
(1) In the present embodiment, the configuration of the vehicle V is a two-wheel drive vehicle in which only the front wheels are drive wheels, but the configuration of the vehicle V is not limited to this. That is, the configuration of the vehicle V may be an all-wheel drive vehicle in which all wheels (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL) are drive wheels.
(2) In the present embodiment, the vehicle V is an electric vehicle. However, the vehicle V is not limited to this, and a hybrid (HEV: Hybrid) in which the driving source of the wheels W is formed by the driving motor 30 and the engine. The vehicle may be an electric vehicle.
(3) In this embodiment, the total friction is calculated by adding the braking force friction, the driving force friction, the stroke position friction, the stroke speed friction, and the lateral force friction. However, the present invention is not limited to this. That is, the total friction may be calculated based on at least the braking force friction and the driving force friction.

DESCRIPTION OF SYMBOLS 1 Vehicle behavior control apparatus 20 Braking / driving force controller 24 Master cylinder 26 Brake actuator 28 Power control unit 30 Power unit 32 Wheel cylinder 34 Friction detection block 36 Riding comfort control block 38 Steering stability control block 40 Braking force calculation part 42 Driving force calculation Unit 44 Suspension state calculation unit 46 Suspension lateral force calculation unit 48 Braking force friction calculation unit 50 Driving force friction calculation unit 52 Suspension state friction calculation unit 54 Lateral force friction calculation unit 56 Total friction calculation unit 94 Ride comfort control side vehicle behavior calculation unit 96 Ride comfort control side target friction calculation unit 98 Ride comfort control side braking / driving force distribution ratio calculation unit 100A Braking force command value calculation unit 100 provided in the ride comfort control block 36 B: Braking force command value calculation unit 101A included in the steering stability control block 38A Motor stop determination processing unit 101B included in the riding comfort control block 36B Motor stop determination processing unit 102A included in the steering stability control block 38A included in the riding comfort control block 36 Driving force command value calculation unit 102B Driving force command value calculation unit included in the steering stability control block 38 106 Steering stability control side vehicle behavior calculation unit 108 Steering stability control side target friction calculation unit 110 Steering stability control side braking / driving force Distribution ratio calculation unit 112 Behavior suppression friction calculation unit V Vehicle W Wheel SP Suspension

Claims (10)

A vehicle body, a plurality of wheels, a suspension connecting the vehicle body and each wheel, a drive motor that forms a drive source of the wheel, a friction brake capable of generating a braking force of the wheel, and a driver's application A vehicle behavior control device that controls the behavior of the vehicle body with respect to a vehicle including a braking / driving force control unit that controls the driving motor and the friction brake in response to a deceleration request;
A braking / driving force distribution ratio calculating unit for calculating a braking / driving force distribution ratio between the braking force of the wheel and the driving force of the wheel, which is necessary for generating the friction for suppressing the behavior in the suspension;
A braking force command value calculating unit for calculating a braking force command value as a final command value for the wheel for causing the suspension to generate friction based on the braking force distribution ratio of the wheel calculated by the braking / driving force distribution ratio calculating unit; ,
A driving force command value calculating unit that calculates a driving force command value as a final command value for the wheel for causing the suspension to generate friction based on the wheel driving force distribution ratio calculated by the braking / driving force distribution ratio calculating unit; ,
A braking force applying unit that applies a braking force to the wheel based on the braking force command value calculated by the braking force command value calculating unit;
Based on the driving force command value calculated by the driving force command value calculating unit, a driving force applying unit that applies driving force to the wheels;
Drive that stops the drive motor in preference to the acceleration / deceleration request when the braking force command value calculated by the braking force command value calculation unit is a command value for holding or reducing the braking hydraulic pressure of the friction brake A vehicle behavior control device comprising: a motor stop processing unit.   The driving motor stop processing unit subtracts the braking force command previous value which is the braking force command value calculated by the braking force command value calculation unit in the previous processing from the braking force command value calculated by the braking force command value calculation unit. 2. The vehicle behavior control device according to claim 1, wherein when the calculated value is equal to or less than a preset braking force command threshold, the driving motor is stopped with priority over the acceleration / deceleration request. A braking force calculator for calculating the braking force of the wheel;
A braking force friction calculation unit that calculates braking force friction that is friction generated in the suspension based on the braking force calculated by the braking force calculation unit;
A driving force calculator for calculating the driving force of the wheels;
A driving force friction calculating unit that calculates driving force friction that is friction generated in the suspension based on the driving force calculated by the driving force calculating unit;
The braking force friction calculated by the braking force friction calculation unit and the driving force friction calculated by the driving force friction calculation unit are added together, and the total friction, which is the friction generated in the suspension, is applied to each suspension. The vehicle behavior control device according to claim 1, further comprising: a total friction calculation unit that calculates each individually. A stroke position calculator for calculating a stroke position of the suspension;
A stroke position friction calculation unit that calculates a stroke position friction that is a friction generated in the suspension based on the stroke position calculated by the stroke position calculation unit;
The total friction calculation unit adds the stroke position friction calculated by the stroke position friction calculation unit to the braking force friction calculated by the braking force friction calculation unit and the driving force friction calculated by the driving force friction calculation unit. 4. The vehicle behavior control device according to claim 3, wherein the total friction is calculated individually for each suspension. A stroke speed calculation unit for calculating the stroke speed of the suspension;
A stroke speed friction calculation unit that calculates a stroke speed friction that is a friction generated in the suspension based on the stroke speed calculated by the stroke speed calculation unit;
The total friction calculation unit adds the stroke speed friction calculated by the stroke speed friction calculation unit to the braking force friction calculated by the braking force friction calculation unit and the driving force friction calculated by the driving force friction calculation unit. 5. The vehicle behavior control device according to claim 3, wherein the total friction is calculated individually for each suspension. A suspension lateral force calculation unit for calculating the lateral force of the suspension;
A suspension lateral force friction calculating unit that calculates a lateral force friction that is a friction generated in the suspension based on the lateral force calculated by the suspension lateral force calculating unit,
The total friction calculation unit adds the lateral force friction calculated by the suspension lateral force friction calculation unit to the braking force friction calculated by the braking force friction calculation unit and the driving force friction calculated by the driving force friction calculation unit. The vehicle behavior control device according to any one of claims 3 to 5, wherein the total friction is individually calculated for each suspension. The braking force calculation unit calculates the braking force of the wheel based on the travel control of the vehicle,
The vehicle behavior control device according to any one of claims 3 to 6, wherein the driving force calculation unit calculates a driving force of the wheel based on traveling control of the vehicle.   The braking force applying unit is configured to set the braking force command value calculated by the braking force command value calculating unit to the braking force according to the control of the braking force request by the driver of the vehicle and the braking force according to the system control of the vehicle. The vehicle behavior control device according to any one of claims 1 to 7, wherein a braking force is applied to the wheels by adding together the braking forces based on the braking force.   The driving force imparting unit sets the driving force command value calculated by the driving force command value calculating unit to the driving force according to the driving force request control by the vehicle driver and the driving force according to the vehicle system control. The vehicle behavior control device according to any one of claims 1 to 8, wherein a driving force is applied to the wheels by adding together the driving forces based on the driving force. A vehicle body, a plurality of wheels, a suspension connecting the vehicle body and each wheel, a drive motor that forms a drive source of the wheel, a friction brake capable of generating a braking force of the wheel, and a driver's application A vehicle behavior control method for controlling the behavior of the vehicle body with respect to a vehicle including a braking / driving force control unit that controls the drive motor and a friction brake in response to a deceleration request,
Calculating a braking / driving force distribution ratio between the braking force of the wheel and the driving force of the wheel, which is necessary for causing the suspension to generate friction for suppressing the behavior;
A braking force command value is calculated as a final command value for the wheel for causing the suspension to generate friction based on the calculated braking force distribution ratio of the wheel, and the wheel is controlled based on the calculated braking force command value. Power,
A driving force command value is calculated as a final command value for the wheel for causing the suspension to generate friction based on the calculated driving force distribution ratio of the wheel, and the wheel is driven based on the calculated driving force command value. Give power,
Vehicle behavior control characterized in that, if the calculated braking force command value is a command value for maintaining or reducing the brake fluid pressure of the friction brake, the driving motor is stopped prior to the acceleration / deceleration request. Method.

Images