JP2020023273A - Driving force control device - Google Patents

Abstract

To improve steering stability in a low μ path.SOLUTION: A driving force control device determines a gain used in sprung vibration control on the basis of a friction coefficient of a road surface where a vehicle travels and an operation state of a steering operation member or a steering state of a steering wheel. As a result, it is possible to suppress sprung vibration caused by pitching vibration generated when steering is performed during travel on a low μ path, and thereby it is possible to stabilize a ground load and to improve steering stability.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a driving force control device that controls a driving force applied to wheels by controlling a driving device of a vehicle.

  Patent Literature 1 describes a driving force control device that performs sprung mass damping control that suppresses sprung vibration by controlling a driving device of a vehicle to control a driving force. In the driving force control device described in Patent Document 1, stabilization of the ground contact load of the wheels is achieved by sprung mass damping control for pitching vibration generated during steering. As a result, cornering power can be stabilized, and steering stability can be improved.

JP 2006-69472 A

  An object of the present invention is to improve steering stability on a road surface having a small friction coefficient.

  In the driving force control device according to the present invention, the gain used for the sprung mass damping control is determined based on the operation state of the steering operation member or the turning state of the steered wheels and the friction coefficient of the road surface on which the vehicle travels. Is done. As a result, it is possible to suppress sprung vibration caused by pitching vibration that occurs when the vehicle is steered while traveling on a road having a low coefficient of friction (hereinafter, may be referred to as a low μ road). Thus, the grounding load can be stabilized, and the steering stability can be improved. In addition, "improving the steering stability" includes "improving the turning performance of the vehicle in accordance with the operation of the steering operation member by the driver" and "in an autonomous driving vehicle, the control of the vehicle in accordance with the steering control command. At least one of "improving turning performance".

1 is a diagram conceptually illustrating a drive system including a drive force control device according to an embodiment of the present invention. It is a figure which shows notionally the operation | movement of the said driving force control apparatus. 4 is a flowchart illustrating a target motor driving force determination program stored in a storage unit of the driving force control device. It is a flowchart showing a part (gain determination) of the said target motor drive force determination program. FIG. 3 is a diagram illustrating an adjustment map (normal map) that is a map used when determining a gain stored in the storage unit. FIG. 4 is a diagram illustrating a low-μ road map stored in the storage unit. It is a figure showing the value which multiplied the gain to the sprung mass damping drive force of the drive force controlled by the drive force control device. FIG. 7 is a diagram showing a change in a yaw rate when the driving force is controlled by the driving force control device. FIG. 5 is a diagram showing a change in a vehicle body slip angle when the driving force is controlled by the driving force control device. It is a figure showing the operation speed dependence map which is another map memorize | stored in the said memory | storage part. FIG. 6 is a diagram illustrating another adjustment map (normal map) stored in the storage unit.

Embodiment of the Invention

  Hereinafter, a drive system including the drive force control device according to the present embodiment will be described with reference to the drawings. In this embodiment, a case where the present driving force control device is mounted on a hybrid vehicle will be described.

  As shown in FIG. 1, the driving system includes a driving device 6, a driving force control device 8, and the like. The drive device 6 includes an engine 10, a first motor generator 11 (hereinafter, referred to as a first MG 11), a second motor generator 12 (hereinafter, referred to as a second MG 12), inverters 13, 14, a battery 15, a power distribution mechanism 16, and the like. Including.

  The engine 10 is a gasoline engine, but may be a diesel engine.

  The first MG 11 and the second MG 12 are each a permanent magnet type synchronous motor, and are connected to inverters 13 and 14, respectively. When operating first MG 11 and second MG 12 as drive motors, inverters 13 and 14 respectively convert DC power supplied from battery 15 into three-phase AC and convert the converted AC power into first MG 11 and second MG 12. Are supplied independently.

  On the other hand, the first MG 11 and the second MG 12 generate power in a situation where the rotation axis is rotated by an external force. When operating the first MG 11 and the second MG 12 as generators, the inverters 13 and 14 convert the three-phase generated power output from the first MG 11 and the second MG 12 into DC power, and convert the converted DC power to a battery. Charge to 15. The regenerative braking driving force is applied to the drive wheels W by charging the battery 15 (electric power regeneration). Note that, regardless of whether the second MG 12 is operated as a drive motor or as a generator, the motor drive force output from the second MG 12 is controlled by the control of the inverter 14. You.

  Power distribution mechanism 16 distributes the driving power of engine 10 to the power for driving its own output shaft 18 and the power for driving first MG 11 as a generator. The power distribution mechanism 16 is constituted by a planetary gear mechanism. The planetary gear mechanism includes a sun gear 20, a pinion gear 21, a planetary carrier 22, and a ring gear 23. The engine 10 is connected to the planetary carrier 22, and transmits power to the sun gear 20 and the ring gear 23 via the pinion gear 21. The first MG 11 is connected to the sun gear 20, and the first MG 11 is operated by the power transmitted from the sun gear 20. The output shaft 18 is connected to the ring gear 23, and the second MG 12 is connected to the ring gear 23 via a speed reducer 26. The output shaft 18 of the power distribution mechanism 16 is connected to left and right drive wheels W via a differential gear 28 and the like. To the output shaft 18, a driving force obtained by combining the driving driving force of the engine 10 and the motor driving force of the second MG 12 is applied.

The driving force control device 8 includes a hybrid ECU (Electric Control Unit) 30 and the like.
The hybrid ECU 30 is mainly composed of a computer, and includes an execution unit 31 such as a CPU, a storage unit 32 such as a ROM and a RAM, an input / output unit 33, and the like.

  The input / output unit 33 of the hybrid ECU 30 includes an accelerator opening sensor 41 for detecting an accelerator opening Ap, which is an operation amount of an accelerator operating member (not shown), around an axis of the vehicle body extending in the left-right direction passing through the center of gravity of the vehicle. A pitch rate sensor 42 that detects a pitch rate dθp, which is a rotation angular velocity of the vehicle, a sprung acceleration sensor 43 that detects a vertical acceleration Gu on a spring including a vehicle body, a friction coefficient of a road surface on which the vehicle is traveling (hereinafter, referred to as (Which may be simply referred to as a road surface μ), a steering angle sensor 45 for detecting a steering angle δ by a driver of a steering wheel (not shown) as a steering operation member (not shown), four front, rear, left and right of the vehicle. A wheel speed sensor 46 for detecting the rotation speed of each wheel is connected, and the engine 10, inverters 13, 14 and the like are connected.

  In this embodiment, the steering angle sensor 45 detects the steering angle δ by the driver of the steering wheel. However, the steering angle sensor 45 may detect the steering angle of the steering wheel. The steered angle of the steered wheels can also be obtained based on the steered angle of the steering wheel. When a lever-type or joystick-type steering operation member is provided instead of the steering wheel, a steering operation amount sensor that detects the operation amount of the steering operation member is used instead of the steering angle sensor 45. Can be provided. In an automatic driving vehicle, it is desirable to detect a steering angle of a steered wheel.

  The vehicle speed Vs, which is the traveling speed of the vehicle, is obtained based on the wheel speeds of the four wheels detected by the wheel speed sensor 46. Further, a slip state such as a slip ratio and a slip amount of each of the four wheels is obtained based on the wheel speed and the vehicle speed Vs of each of the four wheels.

  The road surface μ obtaining device 44 obtains the road surface μ, or obtains whether the road surface μ of the road on which the vehicle is traveling is small (low μ road) or large (high μ road). Can be. For example, when the road on which the vehicle is traveling is a low μ road such as a snowy road, the road surface μ obtaining device 44 can obtain that the road μ is small (low μ road).

  The road μ acquisition device 44 includes, for example, (i) a camera, and based on a captured image of the road acquired by the camera, whether the road on which the vehicle travels is a low μ road such as a snowy road or a frozen road or a dry asphalt. Road, or a high μ road, or (ii) a snow switch, which is a switch that is turned on when traveling on a snowy road or a frozen road. In this case, it is assumed that the road is a low μ road, or (iii) the wheel speed sensor 46 and the outside air temperature sensor are included and the wheel slip amount detected by the wheel speed sensor 46 is obtained when the slip amount or the like is larger than the set slip amount. If the frequency is high and the outside air temperature detected by the outside air temperature sensor is equal to or lower than the set temperature, it may be determined that the road is a low μ road. The outside air temperature may be acquired as being low when the snow switch is turned ON.

The operation of the drive system configured as described above will be described with reference to FIG.
In the present embodiment, the operation of the second MG 12 that is an electric motor is controlled by the control of the inverter 14, and the motor driving force that is the driving force output from the second MG 12 is controlled, thereby being output from the driving device 6. The driving force applied to the driving wheel W is controlled.
In the hybrid ECU 30, a vehicle required driving force Tsre, which is a driving force required for driving the vehicle, is acquired based on the accelerator opening Ap detected by the accelerator opening sensor 41 and the like. The vehicle required driving force Tsre can be, for example, a larger value when the accelerator opening Ap is large and smaller when the accelerator opening Ap is small, and can also be referred to as a driver required driving force that is a driving force required by the driver.

The engine driving force Teg is obtained based on the vehicle request driving force Tsre. The engine driving force Teg can be determined to be an optimal value at which fuel efficiency is improved based on, for example, the vehicle speed Vs acquired based on the detection value of the wheel speed sensor 46.
Then, motor required driving force Tmre, which is a required driving force for second MG 12, is acquired based on a value obtained by subtracting engine driving force Teg from vehicle required driving force Tsre.

  On the other hand, in the present driving force control device 8, sprung mass damping control is performed, and sprung mass vibration that is sprung mass vibration is suppressed. During traveling of the vehicle, when a disturbance acts on the wheels due to a driver's operation disturbance, a road surface disturbance due to unevenness of the road surface, or the like, the disturbance is transmitted to the vehicle body via a suspension. Accordingly, the sprung body including the vehicle body vibrates near the sprung resonance frequency (for example, 1.5 Hz). The sprung vibration includes a pitch component (referred to as pitching vibration) around an axis extending in the left-right direction passing through the center of gravity of the vehicle on the sprung. For example, when the driver steers the steering wheel while the vehicle is running, cornering drag occurs, which may cause a nose dive and pitching vibration.

  On the other hand, a part of the driving force applied from the driving device 6 to the driving wheel W is converted into a vertical force of the vehicle body by a suspension (mainly a link mechanism). Therefore, by controlling the driving force applied to the driving wheels W by the driving device 6, sprung vibration can be suppressed, and changes in the ground contact load of the wheels can be suppressed.

In the sprung mass damping control, a sprung mass damping driving force Tb, which is a driving force for suppressing sprung mass vibration, is acquired.
The sprung mass damping driving force Tb can be acquired, for example, as a driving force that cancels out actual pitching vibration of the vehicle body. The pitching vibration of the vehicle body can be represented by, for example, a pitch rate dθp detected by the pitch rate sensor 43, and the amplitude of the sprung mass damping drive force Tb is small, for example, when the pitch rate dθp is large. A larger value can be determined. In addition, the equation of motion is created, and using the theory of the optimum regulator, the pitch rate dθp, the pitch angle θ, the sprung displacement u, and the drive speed applied to the driving wheels for the change rate du of the sprung displacement to converge to 0 It is also possible to acquire the correction amount of the force and acquire the correction amount as the sprung mass damping driving force.

In this embodiment, the sprung mass damping driving force Tb is output by the second MG 12. That is, the target motor driving force Tm *, which is the target value of the motor driving force of the second MG 12, is determined to have a magnitude obtained by adding a value obtained by multiplying the sprung vibration damping driving force Tb by the gain G to the motor required driving force Tmre. You.
Tm * ← Tmre + G × Tb

Normally (for example, when the slip suppression control is not performed, when the vehicle is traveling on a high μ road, when the vehicle is traveling straight on a low μ road, etc.), the gain G is determined by a gain determination map shown in FIG. Is determined according to
As shown in FIG. 5, the gain G is set to 0 when the vehicle speed Vs is lower than the set speed V0. Normally, when the vehicle speed Vs is lower than the set speed V0, the sprung mass damping control is not substantially performed. The gain G is determined to be a larger value when the vehicle speed Vs is faster than when the vehicle speed Vs is slower. This is because the sprung mass damping control has a better effect when the vehicle speed Vs is fast than when it is slow.

  On the other hand, the solid line in FIG. 5 is a map determined in design (hereinafter, may be simply referred to as a design map), and the dashed line is individually adjusted in consideration of the riding comfort and the like in an actual vehicle of a certain type. (Hereinafter sometimes simply referred to as an adjustment map). As described above, the map is individually adjusted for each vehicle type based on the design map, but the gain determined according to the adjustment map is generally smaller than the gain determined according to the design map. The adjustment map indicated by the broken line in FIG. 5 is an example, but the adjustment map for most types of vehicles is set near the adjustment map indicated by the broken line. The design map and the adjustment map shown in FIG. 5 are set on a road surface having a large road surface μ (hereinafter, may be referred to as a high μ road). Hereinafter, the adjustment map may be referred to as a normal map.

On the other hand, in the present embodiment, when steering is performed on a low μ road, the gain G is determined according to the map shown in FIG. Hereinafter, a map used on a low μ road may be referred to as a low μ road map.
6 shows a map when the absolute value of the change speed dδ of the steering angle δ detected by the steering angle sensor 45 is large, and a broken line shows a map when the absolute value of the change speed dδ of the steering angle δ is small. As is clear from the solid line and the broken line, the gain G is determined to be larger when the absolute value of the change speed dδ of the steering angle δ is large, and when the absolute value is small. When the vehicle speed is lower than the set speed V0, the gain is set to 0 in the adjustment map shown in FIG. 5, but the gain is determined to be larger than 0 in the low μ road map shown in FIG. You.

The above operation is represented by a flowchart in FIG. The target motor driving force determination program shown in the flowchart of FIG. 3 is executed at predetermined set times.
In step 1 (hereinafter abbreviated as S1; the same applies to other steps), the vehicle required driving force Tsre is obtained, in S2, the engine driving force Teg is obtained, and in S3, the motor required driving force Tmre is obtained. Is obtained. On the other hand, in S4, the sprung mass damping driving force Tb is acquired, and in S5, the gain G is determined. Then, in S6, the target motor driving force Tm * is acquired as a value obtained by adding a value obtained by multiplying the sprung mass damping driving force Tb by the determined gain G to the required motor driving force Tmre. Then, inverter 14 is controlled such that the motor driving force that is the driving force output from second MG 12 approaches the target motor driving force. A driving force obtained by adding the motor driving force of the second MG 12 and the engine driving force Teg of the engine 10 is applied to the driving wheel W. The driving force applied to the driving wheel W is controlled by controlling the motor driving force of the second MG 12. Is controlled.

The determination of the gain G in S5 will be described with reference to the flowchart of FIG.
In S21, it is determined whether or not slip suppression control such as VSC (Vehicle Stability Control) or TRC (Traction Control) is being executed. During the execution of slip suppression control, the gain G is set to 0 in S22. The sprung mass damping control is not performed. This is because it is desirable not to perform the sprung mass damping control while the slip suppression control is being executed. If the slip suppression control is not being performed, it is determined in S23 whether or not the vehicle is on a low μ road. In S24, at least one of the absolute value of the steering angle δ and the absolute value of the steering angular velocity dδ is a threshold. It is determined whether the values are equal to or greater than the values δth and dδth. The threshold values δth and dδth are large enough to determine that the driver has intended the steering operation, and exclude the steering angle δ and the steering angle dδ due to road surface input.

  If one of the determinations in S23 and S24 is NO, in S25, the gain G is determined based on the vehicle speed Vs according to the normal map represented by the broken line in FIG. On the other hand, if the determinations in S23 and S24 are both YES, the gain G is determined in S26 based on the vehicle speed Vs and the absolute value of the steering speed dδ according to the low μ road map shown in FIG. It is done.

  FIG. 7 shows a case where a stepwise steering input is made at time t0 while traveling at a vehicle speed Vsa (see FIGS. 5 and 6) on a low μ road (for example, when the road surface μ is 0.1). Shows an example of a value obtained by multiplying the sprung mass damping driving force Tb determined in (1) by the gain G (hereinafter, may be simply referred to as “value” in this paragraph). The solid line shows the change in the value in the present embodiment, that is, the change in the value when the gain G determined according to the low μ road map of FIG. 6 is used, and the broken line shows the change in the value in the conventional case. 5 shows a change in the value when the gain G determined according to the adjustment map indicated by the broken line in FIG. 5 is used. As is clear from the comparison between the solid line and the broken line, the amplitude of the value of the solid line is larger than that of the broken line. When steering is performed while traveling on a low μ road, sprung mass damping control is effectively performed even when the vehicle speed V is the speed Vsa.

  As a result, as shown in FIGS. 8 and 9, in the case of the solid line (the present embodiment), the amplitudes of the yaw rate and the vehicle body slip angle are larger than in the case of the broken line (the conventional case). As shown by the solid line in FIG. 7, a driving force including a value obtained by multiplying the sprung mass damping driving force Tb by a gain is applied to the driving wheels W, so that the vehicle according to the driver's operation amount of the steering operation member is controlled. Since the yaw rate and the vehicle body slip angle are output, the turning performance of the vehicle can be improved.

  As described above, in the present embodiment, the gain G for the sprung mass damping control is determined based on the operation state of the steering operation member and the road surface μ. Specifically, when the steering is performed during traveling on the low μ road, the gain G for the sprung mass damping control is determined to be larger when the absolute value of the steering speed is large and small. . As a result, when steering is performed during traveling on a low μ road, steering stability can be improved.

When steering is performed during traveling on a low μ road, the steering stability can be improved by determining the gain G based on the vehicle speed and the absolute value of the steering speed according to the low μ road map shown in FIG. 6. The reason has not been analyzed in detail, but is presumed as follows.
It is known that when steering is performed during running of a vehicle, a nose dive posture is caused by cornering drag, and pitching vibration is generated. The pitching vibration changes the ground contact load of the wheel, changes the cornering power, and impairs steering stability.
On the other hand, it is known that by performing sprung mass damping control, stabilization of a ground contact load and stabilization of a cornering power can be achieved. Further, when the absolute value of the steering speed is large, the cornering drag becomes larger than when the absolute value of the steering speed is small, so that it is presumed that the amplitude of the pitching vibration tends to increase.
On the other hand, when traveling on a low μ road, it is known that turning performance may be improved by vibratingly changing the driving force regardless of whether the vehicle speed is low or high. I have. In addition, experiments and the like have revealed that the effect of improving the turning performance can be obtained by setting the driving force component that varies in a vibrational manner to have a magnitude corresponding to the pitching vibration.
From the above, when the steering is performed while the vehicle is traveling on the low μ road, the gain is determined based on the vehicle speed Vs and the absolute value of the steering speed dδ according to the low μ road map shown in FIG. By doing so, it is considered that the steering stability is improved.

The method for determining the gain G is not limited to the case in the above embodiment. The map of FIG. 10 is added, and for example, in S26, the gain G is obtained according to the map of FIG. 10 (for example, can be referred to as a steering speed dependent map) to the gain G1 obtained according to the adjustment map of FIG. It can be a value multiplied by the gain Gs.
G = G1 × Gs
The gain Gs obtained according to the steering speed dependence map shown in FIG. 10 is determined to be larger when the absolute value of the steering angle is large and small. Therefore, the gain G obtained by multiplying the gain G1 obtained according to the adjustment map by the gain Gs obtained according to the steering speed dependence map is determined to be a larger value when the absolute value of the steering speed is small and larger. Will be.

  Also, as shown in FIG. 11, the gain G can be determined to be larger when the steering angular velocity is high even when traveling on a high μ road, when the steering angular velocity is low. Even on a high μ road, it may be possible to improve the steering stability by suppressing the pitching vibration caused by steering and increasing the cornering power.

  Further, in the above-described embodiment, the case where the driving force control device is mounted on the hybrid vehicle has been described. It can be mounted. In this case, the vehicle required driving force becomes the target driving force of the engine, and the sprung mass damping control is performed by the engine control.

  As described above, in the present embodiment, the target driving force determination unit is configured by the portion that stores and executes the target motor driving force determination program of the hybrid ECU 30, and the portion that stores S26 is executed. A gain determining unit is constituted by the parts and the like. The gain determining unit is also a road surface μ dependent gain determining unit, a low μ road running gain determining unit, and a steering state dependent gain determining unit. Also, a portion that stores S24, a portion that executes S24, and the like constitute a turning determination unit, and a portion that stores S3, a portion that executes S3, and the like constitute a motor required driving force determination unit.

  In the present embodiment, the target driving force is the sum of the vehicle required driving force and the value obtained by multiplying the sprung mass damping driving force by the gain, but the vehicle required driving force is the engine driving force and the motor required driving force. And the sum of Then, the target motor driving force, which is the target value of the motor driving force that is the driving force output by the second MG 12, corresponds to the sum of the motor required driving force and the value obtained by multiplying the sprung mass damping driving force by the gain. In the present embodiment, the motor driving force is controlled mainly by controlling the operation of the second MG 12, which is a component of the driving device 6, whereby the driving force output from the driving device 6 is controlled, and the target driving Get closer to power.

  In addition, the present invention can be embodied in various forms with various changes and improvements based on the knowledge of those skilled in the art, in addition to the above-described embodiment.

  6: Driving device 8: Driving force control device 10: Engine 12: Second MG 14: Inverter 16: Power distribution mechanism 26: Reduction gear 30: Hybrid ECU 41: Accelerator opening sensor 42: Pitch rate sensor 43: Sprung acceleration sensor 44: Road surface μ acquisition device 45: Rudder angle sensor 46: Wheel speed sensor

Claimable invention

(1) A driving force control device that controls a driving force of a driving device that is output from the driving device and that is applied to driving wheels of the vehicle by controlling operation of the driving device of the vehicle,
A target driving force, which is a target value of the driving force output from the driving device, is set to a vehicle required driving force, which is a driving force required for driving the vehicle, and a sprung force, which is a driving force for suppressing sprung vibration. A target driving force determination unit that determines based on the magnitude obtained by adding the value obtained by multiplying the vibration driving force by the gain,
A gain determining unit that determines the gain based on at least one of an operation state of a steering operation member by a driver or a steered state of a steered wheel of the vehicle, and a friction coefficient of a road surface on which the vehicle is traveling. Driving force control device including.
The operation state of the steering operation member can be represented by an operation amount, a steering speed, and the like of the steering operation member. Further, the steered state of the steered wheels can be obtained based on the operation state of the steering operation member, but the steered state of the steered wheels may be directly obtained. The steered state can be represented by a steered angle, a change speed of the steered angle, or the like.
The “friction coefficient of the road surface” is not limited to the value of the friction coefficient of the road surface. The friction coefficient of the road surface must be small (being a low μ road such as a snowy road or a frozen road), and the friction coefficient of the road surface must be large (dry Roads such as asphalt roads). For example, when the friction coefficient of the road surface is smaller than the set value, it can be determined that “the road surface has a small friction coefficient”. The set value can be, for example, a value between 0.3 and 0.5.
Note that the gain can be determined based on both the friction coefficient of the road surface and the operation state of the steering operation member or the steered state of the steered wheels, or can be determined based on either of them.

(2) the driving force control device includes a road surface μ acquisition device that acquires a friction coefficient of a road surface of a road on which the vehicle is traveling;
The gain determination unit, when the traveling speed of the vehicle is lower than a set speed, when the road is acquired by the road μ acquisition device as the low μ road, and when the road is acquired as the high μ road. The driving force control device according to item (1), further including a road-surface μ-dependent gain determination unit that determines the gain to a large value.
The road μ dependent gain determination unit determines the gain to be 0 when the road is a high μ road by the road μ acquisition device when the traveling speed of the vehicle is lower than a set speed. If the road is acquired as a low μ road, the gain is determined to be a value larger than 0.

(3) the driving force control device includes a road surface μ acquisition device that acquires a friction coefficient of a road surface of a road on which the vehicle is traveling,
When the gain determination unit obtains that the road on which the vehicle is traveling is a low μ road by the road surface μ obtaining device, the operation of the steering operation member is performed or the steered wheels are steered. In the case where the gain is determined, the gain includes a low μ road traveling gain determination unit that determines the gain based on the operation state of the steering operation member or the steering state of the steered wheels (1) or (2). 3. The driving force control device according to claim 1.

(4) The gain determination unit includes: a low μ road map that is a gain determination map used when the steered wheels are steered while the vehicle is traveling on the low μ road; A storage unit that stores a normal map that is a gain determination map used when the vehicle is traveling on a road or when the vehicle is traveling straight on the low μ road, and any one of the low μ road map and the normal map The driving force control device according to any one of the above modes (1) to (3), including a selection unit for selecting the driving force.
In the above-described embodiment, the selection unit is configured by a part that stores S23 and S24 and a part that executes S23 and S24.

(5) the driving force control device includes a steering amount detection device that detects a steering amount of the steering operation member by a driver;
The gain determining unit may be configured to, when at least one of an absolute value of the steering amount detected by the steering amount detection device and an absolute value of a change speed of the steering amount is larger than a threshold value, respectively. The driving force control device according to mode (4), including a turning determination unit that determines that the vehicle has been turned.
Instead of the steering amount detecting device, a steered state acquisition device that acquires the steered state of the steered wheels can be used. The same applies to the following paragraph.

(6) the driving force control device includes a steering amount detection device that detects a steering amount of the steering operation member by a driver;
The steering wherein the gain determination unit determines the gain to be a larger value when the absolute value of the change speed of the steering amount detected by the steering amount detection device as the operation state of the steering operation member is larger than when the absolute value is smaller. The driving force control device according to any one of (1) to (6), including a state-dependent gain determination unit.

(7) The gain determination unit determines the gain to be 0 when control is performed by a slip suppression control unit that controls the driving force such that the slip state of the wheel falls within an appropriate range. The driving force control device according to any one of the above modes (1) to (6).
The slip state can be represented by a slip rate, a slip amount, and the like.

(8) the driving device includes an engine and an electric motor,
The target driving force determination unit calculates a motor required driving force that is a driving force required for the electric motor based on a value obtained by subtracting an engine driving force that is a driving force output by the engine from the vehicle required driving force. A motor required driving force determining unit to be determined;
A target motor driving force, which is a target driving force of the electric motor, is determined by combining the required motor driving force determined by the required motor driving force determination unit with a value obtained by multiplying the sprung mass damping driving force by a gain. And a target motor driving force determination unit that performs
The drive according to any one of (1) to (7), wherein the drive force control device controls the drive force applied to the drive wheels by controlling the operation of the electric motor. Power control device.

(9) a drive device provided in the vehicle;
A driving system including a driving force control device that controls a driving force output from the driving device by controlling an operation of the driving device,
The driving force control device,
A target driving force, which is a target value of the driving force output from the driving device, is set to a vehicle required driving force, which is a driving force required for driving the vehicle, and a sprung force, which is a driving force for suppressing sprung vibration. A target driving force determination unit that determines based on the magnitude obtained by adding the value obtained by multiplying the vibration driving force by the gain,
A gain determination that determines the gain based on at least one of an operation state of a steering operation member operable by a driver or a steered state of steered wheels of the vehicle, and a friction coefficient of a road surface on which the vehicle is running. And a drive system including:
The technical features described in any of the above modes (1) to (8) can be adopted in the drive system described in this mode.

Claims (1)

A driving force control device that controls a driving force output from the driving device by controlling an operation of a vehicle driving device,
A target driving force, which is a target value of the driving force output from the driving device, is set to a vehicle required driving force, which is a driving force required for driving the vehicle, and a sprung force, which is a driving force for suppressing sprung vibration. A target driving force determination unit that determines based on the magnitude obtained by adding the value obtained by multiplying the vibration driving force by the gain,
A gain determining unit that determines the gain based on an operation state of a steering operation member operable by a driver or a steered state of a steered wheel of the vehicle, and a friction coefficient of a road surface on which the vehicle is traveling. Driving force control device including.

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