JP4941235B2 - Drive control device for damping control of diesel engine vehicle - Google Patents

Description

  The present invention relates to a drive control device for a vehicle such as an automobile, and more specifically, a drive having a vibration suppression control function that controls a drive output (drive force or drive torque) of a diesel engine vehicle to suppress vibration of a vehicle body. Related to the control device.

Vibrations such as pitch and bounce while the vehicle is running are generated by braking / driving force (or inertial force) that acts on the vehicle body during acceleration / deceleration of the vehicle or other external force that acts on the vehicle body. At the time of driving, this is reflected in “wheel torque” (torque acting between the wheel and the grounded road surface) acting on the road surface. Therefore, in the field of vehicle vibration suppression control, it has been proposed to suppress the vibration of the vehicle body while the vehicle is running by adjusting the wheel torque through the drive output control of the vehicle engine or other drive device. (For example, see Patent Documents 1 and 2). In the vibration damping control by such drive output control, a vehicle acceleration / deceleration request is made by using a motion model constructed assuming a so-called sprung vibration of a vehicle body or a mechanical model of sprung / unsprung vibration. If the vehicle torque or the external force (disturbance) acts on the vehicle body and the wheel torque fluctuates, the pitch bounce vibration generated in the vehicle body is predicted, and the vehicle drive device is controlled so that the predicted vibration is suppressed. Is adjusted. In the case of this type of vibration suppression control, the generation of vibration energy is suppressed by adjusting the source of the force that generates vibration, rather than by absorbing vibration energy generated as in the case of vibration suppression control by the suspension. Therefore, the vibration damping action is relatively quick and the energy efficiency is good. Further, in the vibration damping control as described above, since the object to be controlled is concentrated on the wheel torque or the braking / driving force of the wheel, the control adjustment is relatively easy.
JP 2004-168148 A JP 2006-69472 A JP 2000-170576 A JP 2006-63824 A

  When the vibration suppression control by the drive output control described above is executed, the output of the drive device is vibrated more frequently than usual in order to control the wheel torque so as to suppress the pitch / bounce vibration of the vehicle. The Rukoto. In this regard, when the vehicle drive device is a diesel engine, the engine “cylinder rotation variation correction control” may not be executed properly if there is a fluctuation in vibration output due to the vibration suppression control as described above. It was found.

  “Inter-cylinder rotation variation correction control” in a diesel engine is correction control that adjusts the fuel injection amount of each cylinder in order to suppress variations in rotation speed or rotation output among cylinders of a multi-cylinder engine. In the case of a multi-cylinder engine, as can be easily understood, if the combustion state of each cylinder is not uniform, the engine rotational speed or output becomes uneven, which is one of the causes of engine vibration. In particular, a diesel engine generally tends to have a relatively large vibration compared to a gasoline engine, so that not only the combustion state of each cylinder is made uniform during engine manufacture or adjustment, but also the engine. Even during the operation, the rotation speed or the rotation output for each cylinder is monitored, and the learning correction of the fuel injection amount of each cylinder may be executed so as to suppress the variation in the rotation speed or the rotation output for each cylinder. According to this “inter-cylinder rotation variation correction control”, it is expected that variations or unevenness in engine rotation speed or output due to aging deterioration after the start of use of the engine will be corrected and engine vibration will be suppressed well. (See, for example, Patent Documents 3 and 4).

  In general, the “cylinder rotation variation correction control” of the diesel engine as described above is detected when the engine operating state is in a steady state or the vehicle is in a constant speed traveling state (steady state traveling determination). The fuel injection amount of each cylinder is corrected so that the variation in the rotational speed of each cylinder in the steady running state is suppressed. However, in the drive output of the drive device, there is a compensation component (correction amount for reducing or canceling the pitch bounce vibration in the drive output) by the drive output control for the pitch bounce vibration suppression of the vehicle described at the beginning. In the case of superimposition, the rotational speed or output corresponding to the currently set fuel injection amount of each cylinder is not accurately grasped, and fuel injection for correcting variations in rotational speed or output between cylinders. The accuracy of quantity correction may also deteriorate. In addition, if a compensation component by pitch / bounce vibration suppression control is superimposed in the drive output or a control command therefor, the vehicle is substantially in a steady running state due to a vibration change in the drive output due to the compensation component. Even if there is, the determination may not be made. Therefore, in order to execute the inter-cylinder rotation variation correction control with certainty and accuracy, it is necessary to reduce the compensation component of the vibration suppression control. However, if this happens, the corner damping effect will be reduced. .

  Thus, one object of the present invention is that the above-described inter-cylinder rotation variation correction control is performed in a vehicle in which the drive device is a diesel engine when the pitch bounce vibration suppression control is executed. It is to be able to execute well.

  Another object of the present invention is a drive control device configured to execute pitch / bounce vibration suppression control and inter-cylinder rotation variation correction control in a vehicle whose drive device is a diesel engine. Another object of the present invention is to provide a drive control device configured such that the control interference between the two controls does not occur.

  According to the present invention, there is provided a drive control device of a type that executes drive output control for pitch / bounce vibration suppression control of a vehicle that uses a diesel engine as a drive device, and when the inter-cylinder rotation variation correction control is executed. Thus, there is provided a drive control device configured to limit the contribution of pitch / bounce vibration suppression control to the drive output and thereby perform the inter-cylinder rotation variation correction control satisfactorily.

  In one aspect of the present invention, a drive control device for a diesel engine of a vehicle that executes vibration suppression control that suppresses vehicle pitch output or bounce vibration by controlling the drive output of the vehicle includes a vehicle wheel and a road surface. A vibration suppression control unit for controlling the driving torque of the engine so as to suppress the pitch or bounce vibration amplitude based on the wheel torque acting on the wheel generated at the ground contact point, and the rotational speed between the cylinders of the engine during steady running of the vehicle Alternatively, an inter-cylinder correction control unit that suppresses variations in output is included. While the correction processing of the rotational speed or output variation between the cylinders by the inter-cylinder correction control unit is being executed, the wheel torque for vibration suppression control calculated by the vibration suppression control unit is compensated. It is characterized in that at least a part of the compensation component is not given to the engine as a control command for controlling the drive output of the engine. In the above-described configuration, “at the time of steady running” means that the vehicle speed or its target value is kept substantially constant or the engine operating state or the control command value for that is almost constant, as already mentioned. It is the state that is kept in. In addition, the control for suppressing variation in the rotational speed or output between the cylinders by the inter-cylinder correction control unit is typically a learning correction of the fuel injection amount of each cylinder based on the rotational speed of each cylinder of the engine. However, the present invention is not limited to this, and it may be any known “cylinder rotation variation correction control” that affects the rotational output of each cylinder such as the fuel injection rate, injection timing, and injection pressure. Factors may be used for learning correction (here, “learning correction” refers to monitoring the rotational speed, torque or output of each cylinder so as to eliminate variations in rotational speed, torque or output between cylinders). This means that the setting of parameters such as the fuel injection amount of each cylinder is changed.)

  In the above configuration, the vibration suppression control unit calculates a compensation component for controlling the engine driving torque so as to suppress the pitch or bounce vibration amplitude generated by the wheel torque generated by the acceleration / deceleration request to the vehicle. A forward vibration suppression control unit, and a feedback vibration suppression control unit that calculates a compensation component for controlling the driving torque of the engine so as to suppress the pitch or bounce vibration amplitude generated by the wheel torque currently generated in the wheel. It may be like this. In this case, by providing the feedforward vibration suppression control unit, before the wheel torque causing the pitch or bounce vibration is actually generated, the engine drive output (torque) is prevented so that the wheel torque is not generated. The control command is corrected (compensated). In addition, the compensation component by the feedback vibration suppression control unit mainly suppresses pitch or bounce vibration caused by disturbance acting on the vehicle body.

  As can be understood from the above configuration, the drive control device of the present invention is characterized by the pitch bounce while the correction control of the rotation variation between the cylinders is performed in the configuration of the vibration suppression control unit. The configuration or operation of the vibration suppression control is modified so that a part of the compensation component by the vibration suppression control is not given to the control command to the engine. As described above, in the rotation variation correction control between cylinders, the rotation speed or output is monitored for each cylinder of the engine, and the fuel injection amount and / or the fuel injection control amount is corrected so that the rotation speed or output is equalized. However, if the engine drive output fluctuates during the correction, the correction cannot be made accurately. However, according to a study by the present inventors, it is a part of the fluctuation component due to the vibration suppression control that adversely affects the correction of the variation in rotation between cylinders in the fluctuation component of the drive output given by the vibration suppression control, It was found that not all. Therefore, in the present invention, as described above, during the execution of the inter-cylinder rotation variation correction control, the inter-cylinder rotation is restricted by limiting a part of the contribution of the vibration control or the drive output control. The control configuration is modified so that the vibration suppression control does not cause control interference with respect to the variation correction control.

  In particular, among the fluctuation components of the drive output due to vibration suppression control, one of the components that have been found so far as a component that may adversely affect the correction of variation in rotation between cylinders is a function of the engine speed. It is a certain frequency component. As will be understood by those skilled in the art, in the inter-cylinder rotation variation correction control, if necessary, the control command is corrected so that they are equalized over all cylinders with reference to the engine speed, torque or output. Is done. That is, in the control command given to the engine, the frequency band component that affects the change in the rotation speed, torque or output for each cylinder greatly affects the determination of the correction amount in the inter-cylinder rotation variation correction control. Therefore, as one aspect of the present invention, in the drive control device described above, the vibration suppression control is performed while the correction processing for the rotational speed or output variation between the cylinders is performed by the inter-cylinder correction control unit. The compensation component for compensating the wheel torque calculated by the unit may be supplied to the engine as a control command by removing a component in a frequency band including a frequency component that is a function of the engine rotational speed. The bandwidth of the frequency band to be removed may be appropriately set experimentally or theoretically in advance.

  In addition, when the vibration suppression control unit is divided into the feedforward vibration suppression control unit and the feedback vibration suppression control unit as described above, the correction amount is determined in the inter-cylinder rotation variation correction control. The removal of components that have a large influence may be performed only on the compensation component calculated by the feedback vibration damping control unit. It has been found that the component that greatly affects the determination of the correction amount in the inter-cylinder rotation variation correction control is mainly a compensation component for suppressing pitch bounce vibration due to disturbance. The compensation component that suppresses the pitch / bounce vibration caused by the acceleration / deceleration request to the vehicle, that is, the compensation component by the feedforward damping control unit, rather reduces or cancels the vibration component that causes the pitch / bounce vibration from the acceleration / deceleration request. Therefore, the control command corresponding to the acceleration / deceleration request for the vehicle is smoothed. Therefore, the compensation component removal process by the vibration damping control during the inter-cylinder rotation variation correction control may be performed only on the compensation component calculated by the feedback vibration damping control unit.

  However, in order to remove a component in a certain frequency band from the compensation component calculated by the feedback damping control unit, it is necessary to equip the drive control device with a configuration for that purpose. Therefore, when the vibration suppression control unit is divided into the feedforward vibration suppression control unit and the feedback vibration suppression control unit, in the drive control device, the rotation speed between the cylinders by the inter-cylinder correction control unit or Whether all of the compensation components for compensating the wheel torque calculated by the feedback vibration suppression control unit are removed from the control command given to the engine while the output variation correction process is being executed. Alternatively, the control command given from the vibration suppression control unit to the engine may be configured to include only the compensation component calculated by the feedforward vibration suppression control unit.

  By the way, as described above, the inter-cylinder rotation variation correction control is executed at the time of steady running of the vehicle, and a control command (for example, required drive torque value) given to the engine when determining whether or not the steady running state is appropriate. , The fuel injection amount) is one of the criteria for determination, the compensation component by the vibration suppression control, particularly the component for suppressing the pitch bounce vibration due to the disturbance, When in the state reflected in the control command, even if other parameters such as the vehicle speed satisfy the criteria for the steady running state, the chance that the vehicle is judged to be in the steady running state is reduced, and the inter-cylinder rotation variation correction control is performed. Opportunities for execution will also be reduced. Therefore, in the above-described drive control device of the present invention, the steady travel determination unit that determines whether or not the vehicle is in the steady travel state determines whether or not the control command given to the engine is stable. In the case of one, the steady running determination unit refers to the control command for controlling the engine drive output determined based on the acceleration / deceleration request for the vehicle, and the wheel torque currently generated in the wheel. It may be determined whether or not the vehicle is in a steady running state without referring to a compensation component for controlling the engine driving torque so as to suppress the pitch or bounce vibration amplitude generated by the above. In addition, when the vibration suppression control unit is divided into a feedforward vibration suppression control unit and a feedback vibration suppression control unit, the steady travel determination unit is calculated by the acceleration / deceleration request for the vehicle and the feedforward vibration suppression control unit. It may be determined whether or not the vehicle is in a steady running state based on a control command for controlling the engine drive output determined from the compensation component.

  The advantageous configuration of the above-described drive control device of the present invention is the same when the vehicle vibration suppression control device that suppresses vehicle pitch or bounce vibration is configured independently of the drive control device. Good. Therefore, according to the present invention, as another aspect, the driving output of the diesel engine vehicle is controlled to control the wheel torque generated at the contact point between the vehicle wheel and the road surface, thereby controlling the pitch or bounce of the vehicle. A vibration suppression control device for a vehicle that suppresses vibration, and driving torque of an engine to suppress pitch or bounce vibration amplitude based on wheel torque acting on a wheel generated at a contact point between the vehicle wheel and a road surface While the correction process of the rotational speed or output variation between the cylinders of the diesel engine is being executed, the vibration suppression control unit calculated by the vibration suppression control unit is included. It is characterized in that at least a part of the compensation component for compensating the wheel torque is not given to the engine as a control command for controlling the drive output of the engine. And wherein there is provided that.

  The pitch / bounce vibration suppression control, which is the subject of the present invention, controls the drive output of the engine, so when actually mounted on a vehicle, it matches the existing various controls related to the drive output control. It is necessary to consider that. It can be said that the present invention corrects the structure of the vibration suppression control so that the cylinder rotation variation correction control among the existing drive output controls is not adversely affected. In particular, in the present invention, it is noticed that some of the control commands to the engine given by the drive output control by the vibration suppression control have an influence on the inter-cylinder rotation variation correction control. By preventing this component from contributing to the drive output control during the execution of the inter-cylinder rotation variation correction control, the inter-cylinder rotation variation correction control and the vibration damping control are prevented from interfering with each other. In such a configuration, during the inter-cylinder rotation variation correction control, the effect of the vibration suppression control is reduced to some extent, but the inter-cylinder rotation variation correction control is not always executed. It is not always necessary to reduce the compensation component of the vibration control drive torque. Even in a diesel engine vehicle that performs pitch bounce vibration suppression control, if the inter-cylinder rotation variation correction control is appropriately executed, the occurrence of vibration due to engine rotation variation is suppressed. (It has been found that if the rotational variation between the cylinders of the engine is reduced, the vibration of pitch bounce vibration is also effective.) In addition, forcibly executing the variation correction between the cylinders in a state where the compensation component of the vibration suppression control is superimposed is avoided, so that the exhaust gas state or the deterioration of the fuel consumption is avoided.

  Other objects and advantages of the present invention will become apparent from the following description of preferred embodiments of the present invention.

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings. In the figure, the same reference numerals indicate the same parts.

Diagram 1 of the apparatus is a vehicle such as an automobile in which the preferred embodiment of the drive control device is mounted to perform vibration damping control of the present invention schematically shown. In the figure, the vehicle 10 having the left and right front wheels 12FL and 12FR and the left and right rear wheels 12RL and 12RR is driven in the normal manner according to the depression of the accelerator pedal 14 by the driver. A drive device 20 that generates torque is mounted. In the illustrated example, the driving device 20 is configured such that driving torque or rotational driving force is transmitted from the engine 22 to the rear wheels 12RL and 12RR via the torque converter 24, the automatic transmission 26, the differential gear device 28, and the like. Composed. The engine 22 is a well-known diesel engine, and each cylinder of the engine is operated so that the operation of the fuel device 22a achieves a required drive torque determined according to the amount of depression of the accelerator pedal and a control amount described below. The fuel injection amount from the fuel injection device 22b and / or other parameters (injection timing, injection rate (fuel injection amount per unit time), injection pressure, etc., hereinafter collectively referred to as “fuel injection control amount”). Controlled to adjust. Although not shown for simplicity, the vehicle 10 is provided with a braking device that generates a braking force on each wheel and a steering device for controlling the steering angle of the front wheels or the front and rear wheels, as in a normal vehicle. . The vehicle may be a four-wheel drive vehicle or a front wheel drive vehicle.

  A control parameter of the drive output of the engine 22 (basically, a fuel injection control amount including a fuel injection amount to each cylinder) is adjusted by a command from the electronic control unit 50. The electronic control unit 50 may include a microcomputer having a CPU, a ROM, a RAM, and an input / output port device, which are connected to each other by a bidirectional common bus, and a driving circuit. The electronic control device 50 includes a signal representing a wheel speed Vwi (i = FL, FR, RL, RR) from a wheel speed sensor 30i (i = FL, FR, RL, RR) mounted on each wheel, a vehicle The engine rotational speed ne from the sensors provided in each part of the engine, the accelerator pedal depression amount θa, the engine coolant temperature (not shown), the engine lubricating oil temperature (not shown), the transmission output rotational speed no, the lubrication Signals such as oil temperature (not shown) and the driver's shift lever position are input. In addition to the above, it should be understood that various detection signals for obtaining various parameters necessary for various controls to be executed in the vehicle of the present embodiment may be input.

  FIG. 2 shows the internal configuration of the electronic control unit 50 in the form of control blocks. Referring to the figure, electronic control unit 50 includes a drive control unit 50a for controlling the operation of the engine, and a braking control unit 50b for controlling the operation of a braking unit (not shown). You may comprise from the various control apparatus with which the electronic control apparatus of an engine vehicle is equipped. It should be understood that the configuration and operation of various control devices such as the drive control device are realized by processing operations of a microcomputer or the like in the electronic control device 50 during operation of the vehicle.

  First, as shown in the drawing, the braking control device 50b receives pulse-type electric signals that are sequentially generated from the wheel speed sensors 30FR, FL, RR, RL of each wheel every time the wheels rotate by a predetermined amount. Then, the rotational speed of the wheel is calculated by measuring the time interval at which such sequentially input pulse signals arrive, and the wheel speed value r · ω is calculated by multiplying this by the wheel radius. Then, the wheel speed value r · ω is transmitted to the drive control device 50a and used for calculation of the estimated wheel torque value in order to execute vibration suppression control which will be described in detail later. The calculation from the wheel rotation speed to the wheel speed may be performed by the drive control device 50a. In this case, the wheel rotation speed is given from the braking control device 50b to the drive control device 50a. Further, the vehicle speed may be determined in any known manner from the wheel speed calculated in the braking control device 50b.

  As a basic configuration, the drive control device 50a includes a required drive torque determination unit 51 that determines a required drive torque value of the engine requested by the driver based on an accelerator pedal depression amount θa from an accelerator pedal sensor, and a drive torque control. A feedforward damping control unit 52a and a feedback damping control unit 52b that calculate a requested driving torque compensation component for executing the pitch / bounce vibration damping control of the vehicle body according to the above and compensate (correct) the requested driving torque value; Fuel injection control for determining a control command for a driver (not shown) of each part of the engine or fuel device that achieves the required drive torque based on the required drive torque value compensated by the two vibration suppression control units. Command determining unit 53 and inter-cylinder compensation that corrects the fuel injection control amount of each cylinder in order to correct rotational variation between cylinders of the engine. It includes steady running determination unit 54a for detecting the steady running state of the vehicle the amount computing section 54 and the take between cylinders correction is performed.

  In such a basic configuration, the required drive torque determination unit 51 may determine the required drive torque value from the accelerator pedal depression amount θa by any known method. As shown in the figure, the feedforward vibration suppression control unit 52a receives the required driving torque value (before compensation) determined based on the accelerator pedal depression amount θa, and performs the required driving torque value ( A compensation component that reduces or cancels a vibration component that may cause pitch bounce vibration in the vehicle body before compensation) is calculated. The compensation component is superimposed on the required driving torque value (before compensation) in the adder a1. On the other hand, the feedback vibration suppression control unit 52b receives the estimated value of the wheel torque currently acting on the wheel estimated from the wheel speed r · ω by the wheel torque estimator 52c in a manner described in detail later. Then, a compensation component that reduces or cancels a vibration component that can cause pitch bounce vibration in the vehicle body, that is, a disturbance vibration component in the wheel torque, is calculated in the estimated wheel torque value. The compensation component of the feedback vibration suppression control unit is processed by a control gain adjuster or band cut filter (BCF) 52d described later, and then superimposed on the required drive torque value by the adder a2. The fuel injection control command determination unit 53 receives the required drive torque value compensated as described above, and refers to the required drive torque value (after compensation) and the engine speed and / or engine temperature at that time, A target value for the fuel injection amount and other fuel injection control amount is determined in a known manner by using a map that has been experimentally or theoretically determined in advance, and then for achieving the target value. A control command for a driver (not shown) of each part of the engine or fuel device is determined and a control command is transmitted to each driver.

  Furthermore, since the vehicle engine of the present embodiment is a diesel engine, as described above, the steady travel determination unit 54a and the correction amount calculation unit 54 are provided, as described in the section of “Disclosure of the Invention”. When “inter-cylinder rotation variation correction control”, that is, when the operating state of the engine 22 is in a steady state or when the vehicle 10 is in a constant speed running state, the rotational speed (rotational torque may be used) for each cylinder. .) Is detected, and control is performed to adjust the fuel injection control amount so that the magnitude and change mode of the rotational speed are uniform over all cylinders.

  In such correction control, first, the determination as to whether or not the vehicle is in a steady travel state is made by the steady travel determination unit 54a in any known manner. Specifically, for example, refer to an index value of an arbitrarily selected engine operating state such as a vehicle speed, a required drive torque value, a fuel injection amount, a fuel injection control amount at the time of fuel injection execution, an engine rotation speed, and a temperature. However, when the change amount of each index value is within a predetermined range for a predetermined period or longer, it may be determined that the vehicle is in a steady running state. When it is determined that the vehicle is in the steady running state, the determination information is given to the inter-cylinder correction amount calculation unit 54, and the inter-cylinder correction amount calculation unit 54 performs any known manner. A correction amount of the fuel injection control amount for each cylinder is calculated. For example, first, the engine rotational speed or torque change over time is detected with a resolution that can identify the rotational speed for each cylinder using the engine rotational speed or generated torque, and the maximum value of the engine rotational speed or torque is detected for each cylinder. The amount of increase / decrease in the fuel injection amount is calculated so that the difference between the value and the minimum value is equal for all cylinders. Based on the amount of increase / decrease, the required drive torque and engine speed and / or The map value of the fuel injection amount with temperature as an input variable may be modified (thus, the fuel injection amount for the input variable is determined for each cylinder). For this purpose, the inter-cylinder correction amount calculation unit 54 may be input with a required drive torque value (finally) required for the engine or a fuel injection control amount value corresponding thereto.

  Furthermore, in the illustrated embodiment of the present invention, the output of the feedback vibration suppression control unit 52b is used to avoid the control interference of the vibration suppression control with respect to the inter-cylinder rotation variation correction control as described below. The control gain adjuster or the band cut filter (BCF) 52d for correcting the compensation component includes determination information on whether or not the vehicle is in a steady running state by the steady running determination unit 54a, and the detected value of the engine speed or engine generated torque. May be given. Further, when the steady running determination unit 54a that determines the steady running state of the vehicle refers to the required drive torque value as one of the determination criteria, it is compensated by a compensation component from the feedforward vibration suppression control unit as shown in the figure. The required drive torque may be input to the steady travel determination unit 54a. In addition, as another aspect of the configuration for avoiding the control interference of the vibration suppression control with respect to the inter-cylinder rotation variation correction control, as shown by the dotted line in the figure, the required drive torque input to the inter-cylinder correction amount calculation unit 54 The value and the value of the engine speed or generated torque may be filtered by a band-pass filter (BPF) 55 that transmits only the frequency component referred to in the inter-cylinder correction amount calculation unit 54.

Device Operation (i) Pitch / Bounce Vibration Suppression Control In the above configuration, the pitch / bounce vibration suppression control by the feedforward vibration suppression control unit 52a and the feedback vibration suppression control unit 52b is performed in the following manner. .

(Principle of vibration suppression control)
In the vehicle, when the driving device is activated based on the driving request of the driver and the wheel torque fluctuates, the vertical position of the center of gravity Cg of the vehicle body in the vehicle body 10 as illustrated in FIG. The bounce vibration in the direction (z direction) and the pitch vibration in the pitch direction (θ direction) around the center of gravity of the vehicle body can occur. Further, when an external force or torque (disturbance) acts on the wheels from the road surface while the vehicle is running, the disturbance is transmitted to the vehicle, and vibrations in the bounce direction and the pitch direction may also occur in the vehicle body. Therefore, in the pitch / bounce vibration damping control exemplified here, a motion model of the pitch / bounce vibration of the vehicle body is constructed, and the required drive torque (value converted to wheel torque) or current The vehicle body displacement z, θ and the rate of change dz / dt, dθ / dt, that is, the state variables of the body vibration are calculated, and the state variables obtained from the model are input. Is adjusted to 0, that is, the driving torque of the driving device (engine) is adjusted so that the pitch / bounce vibration is suppressed (the required driving torque is corrected). Note that the adjustment amount of the drive torque calculated when the required drive torque is input is a compensation component from the feedforward vibration suppression control unit, and the adjustment amount of the drive torque calculated when the current wheel torque is input is This is a compensation component from the feedback damping control unit.

ここに於いて、Ｌｆ、Ｌｒは、それぞれ、重心から前輪軸及び後輪軸までの距離であり、ｒは、車輪半径であり、ｈは、重心の路面からの高さである。なお、式（１ａ）に於いて、第１、第２項は、前輪軸から、第３、４項は、後輪軸からの力の成分であり、式（１ｂ）に於いて、第１項は、前輪軸から、第２項は、後輪軸からの力のモーメント成分である。式（１ｂ）に於ける第３項は、駆動輪に於いて発生する車輪トルクＴが車体の重心周りに与える力のモーメント成分である。 Thus, first, as a dynamic motion model in the bounce direction and the pitch direction of the vehicle body in the vibration suppression control, for example, as shown in FIG. 3A, the vehicle body is a rigid body S having a mass M and a moment of inertia I. It is assumed that the rigid body S is supported by a front wheel suspension having an elastic modulus kf and a damping rate cf, and a rear wheel suspension having an elastic modulus kr and a damping rate cr (vehicle body sprung vibration model). In this case, the motion equation in the bounce direction and the motion equation in the pitch direction of the center of gravity of the vehicle body are expressed as the following Equation 1.

Here, Lf and Lr are distances from the center of gravity to the front wheel shaft and the rear wheel shaft, respectively, r is a wheel radius, and h is a height of the center of gravity from the road surface. In Equation (1a), the first and second terms are components of force from the front wheel shaft, and the third and fourth terms are components of force from the rear wheel shaft. In Equation (1b), the first term Is the moment component of the force from the front wheel shaft, and the second term is the force from the rear wheel shaft. The third term in the equation (1b) is a moment component of the force that the wheel torque T generated in the drive wheel gives to the periphery of the center of gravity of the vehicle body.

であり、行列Ａの各要素a1-a4及びb1-b4は、それぞれ、式（１ａ）、（１ｂ）のｚ、θ、ｄｚ／ｄｔ、ｄθ／ｄｔの係数をまとめることにより与えられ、
a1=-(kf+kr)/M、a2=-(cf+cr)/M、
a3=-(kf・Lf-kr・Lr)/M、a4=-(cf・Lf-cr・Lr)/M、
b1=-(Lf・kf-Lr・kr)/I、b2=-(Lf・cf-Lr・cr)/I、
b3=-(Lf²・kf+Lr²・kr)/I、b4=-(Lf²・cf+Lr²・cr)/I
である。また、ｕ(t)は、
ｕ(t)＝Ｔ
であり、状態方程式（２ａ）にて表されるシステムの入力である。従って、式（１ｂ）より、行列Ｂの要素p1は、
p1=h/(I・r)
である。 The above formulas (1a) and (1b) are expressed as (linear) as shown in the following formula (2a) with the vehicle body displacements z and θ and their change rates dz / dt and dθ / dt as the state variable vector X (t). It can be rewritten in the form of a system state equation.
dX (t) / dt = A · X (t) + B · u (t) (2a)
Here, X (t), A, and B are respectively

And each element a1-a4 and b1-b4 of the matrix A is given by combining the coefficients of z, θ, dz / dt, dθ / dt in the equations (1a) and (1b), respectively.
a1 =-(kf + kr) / M, a2 =-(cf + cr) / M,
a3 =-(kf ・ Lf-kr ・ Lr) / M, a4 =-(cf ・ Lf-cr ・ Lr) / M,
b1 =-(Lf ・ kf-Lr ・ kr) / I, b2 =-(Lf ・ cf-Lr ・ cr) / I,
b3 =-(Lf ²・ kf + Lr ²・ kr) / I, b4 =-(Lf ²・ cf + Lr ²・ cr) / I
It is. U (t) is
u (t) = T
And is an input of the system represented by the state equation (2a). Therefore, from equation (1b), the element p1 of the matrix B is
p1 = h / (I ・ r)
It is.

In the equation of state (2a)
u (t) = − K · X (t) (2b)
Then, the equation of state (2a) is
dX (t) / dt = (A-BK) .X (t) (2c)
It becomes. Accordingly, the initial value X ₀ (t) of X (t) is set as X ₀ (t) = (0,0,0,0) (assuming that there is no vibration before torque is input). ), The gain that converges the magnitude of X (t), that is, the displacement in the bounce direction and the pitch direction and its time change rate, to 0 when the differential equation (2c) of the state variable vector X (t) is solved When K is determined, a torque value u (t) for suppressing pitch bounce vibration is determined. A value obtained by converting the torque value u (t) into a unit of engine driving torque is a compensation component by vibration suppression control.

The gain K can be determined by using a so-called optimal regulator theory. According to this theory, a quadratic evaluation function J = 1/2 · ∫ (X ^T QX + u ^T Ru) dt (3a)
(Integral range is 0 to ∞)
When the value of is the minimum, the matrix K that minimizes the evaluation function J by the stable convergence of X (t) in the state equation (2a) is
K = R ⁻¹・ B ^T・ P
It is known to be given by Where P is the Riccati equation
^{-dP / dt = A T P +} PA + Q-PBR -1 B T P
Is the solution. The Riccati equation can be solved by any method known in the field of linear systems, which determines the gain K.

などと置いて、式（３ａ）に於いて、状態ベクトルの成分のうち、特定のもの、例えば、ｄｚ／ｄｔ、ｄθ／ｄｔ、のノルム（大きさ）をその他の成分、例えば、ｚ、θ、のノルムより大きく設定すると、ノルムを大きく設定された成分が相対的に、より安定的に収束されることとなる。また、Ｑの成分の値を大きくすると、過渡特性重視、即ち、状態ベクトルの値が速やかに安定値に収束し、Ｒの値を大きくすると、消費エネルギーが低減される。 Note that Q and R in the evaluation function J and Riccati equation are respectively a semi-positive definite symmetric matrix and a positive definite symmetric matrix, which are weight matrices of the evaluation function J determined by the system designer. For example, in the case of the motion model considered here, Q and R are

In Equation (3a), a specific one of the components of the state vector, for example, the norm (magnitude) of dz / dt, dθ / dt, and the other components, for example, z, θ If the value is set larger than the norm of, the component having the larger norm is converged relatively stably. Further, when the value of the Q component is increased, the transient characteristics are emphasized, that is, the value of the state vector quickly converges to a stable value, and when the value of R is increased, the energy consumption is reduced.

ここに於いて、xf、xrは、前輪、後輪のばね下変位量であり、mf、mrは、前輪、後輪のばね下の質量である。式（４ａ）−（４ｂ）は、ｚ、θ、xf、xrとその時間微分値を状態変数ベクトルとして、図３（Ｂ）の場合と同様に、式（２ａ）の如き状態方程式を構成し（ただし、行列Ａは、８行８列、行列Ｂは、８行１列となる。）、最適レギュレータの理論に従って、状態変数ベクトルの大きさを０に収束させるゲイン行列Ｋを決定することができる。 As a dynamic motion model in the bounce direction and the pitch direction of the vehicle body, for example, as shown in FIG. 3C, in addition to the configuration in FIG. 3B, the spring elasticity of the front and rear tires A model that takes into account the above (vehicle body sprung / lower vibration model) may be employed. Assuming that the tires for the front wheels and the rear wheels have the elastic moduli ktf and ktr, respectively, the equation of motion in the bounce direction and the equation of motion in the pitch direction of the center of gravity of the vehicle body are as understood from FIG. The following equation 4 is expressed.

Here, xf and xr are unsprung displacement amounts of the front and rear wheels, and mf and mr are unsprung masses of the front and rear wheels. Equations (4a)-(4b) form a state equation as shown in Equation (2a) using z, θ, xf, xr and their time differential values as state variable vectors, as in FIG. 3B. (However, the matrix A has 8 rows and 8 columns and the matrix B has 8 rows and 1 column.) According to the theory of the optimal regulator, the gain matrix K that converges the magnitude of the state variable vector to 0 can be determined. it can.

(Configuration of vibration control unit)
The control configurations of the feedforward damping control unit 52a and the feedback damping control unit 52b for calculating the compensation component U for the pitch / bounce damping control are shown in FIGS. 4A and 4B, respectively. ing. First, referring to FIG. 4A, in the feedforward vibration suppression control unit 52a, the requested drive torque value from the requested drive torque determining unit 51 is input and converted into the wheel torque Two, and then the motion model is obtained. In this case, the state variable vector X (t) is calculated by solving the differential equation (2a) using the torque input value Two. Next, a value U (t) obtained by multiplying the state vector X (t) by the gain K determined to converge the state variable vector X (t) to 0 or the minimum value as described above is calculated. t) is converted into engine driving torque and transmitted to the adder a1. Then, in the adder a1, the compensation component U (t) is subtracted from the required drive torque value. As can be seen from equations (1a) and (1b), the body pitch-bounce vibration system is a resonant system, and for any input, the value of the state variable vector is essentially Only frequency components in a band having a certain spectral characteristic with the frequency (about 1 to 5 Hz) as the center are provided. Thus, by constructing such that U (t) (converted value) is subtracted from the required drive torque, a component of the natural frequency of the system, that is, pitch bounce vibration is generated in the vehicle body. The components are reduced or removed, and the pitch bounce vibration in the vehicle body is suppressed.

  The configuration of the feedback damping control unit 52b shown in FIG. 4B is the feedforward damping control except that the wheel torque (estimated value) Tw currently generated at the wheel is inputted. This is the same as the control unit. However, when the wheel torque Tw is input, a feedback control gain FB (gain for adjusting the balance of contribution between the driver requested wheel torque Tw0 and the estimated wheel torque value Tw in the motion model) is multiplied. It may be. Further, as shown in FIG. 2, the compensation component, which is the output of the feedback vibration suppression control unit, is superimposed on the required drive torque by the adder a2 via the control gain adjuster or the BCF 52d, resulting in a wheel torque disturbance. The engine drive output will be adjusted to suppress the resulting pitch / bounce vibration (the compensation component of the feedback damping control unit is superimposed on the required driving torque value separately from the compensation component of the feedforward damping control unit) (This is because the compensation component of the feedback vibration suppression control unit is not input to the steady travel determination unit 54a.)

By the way, as for the wheel torque input to the feedback control unit, ideally, the wheel torque may be detected by actually providing a torque sensor for each wheel. It is difficult to provide a sensor. Therefore, in the illustrated example, a wheel torque estimated value estimated by the wheel torque estimator 52c from other detectable values in the running vehicle is used as the disturbance input of the wheel torque. The wheel torque estimated value Tw is typically obtained by using a wheel rotational speed ω obtained from a wheel speed sensor of a driving wheel or a time derivative of a wheel speed value r · ω,
Tw = M · r ² · dω / dt (5)
Can be estimated. Here, M is the mass of the vehicle, and r is the wheel radius. [If the sum of the driving forces generated at the contact points of the driving wheels on the road surface is equal to the overall driving force MG (G is acceleration) of the vehicle, the wheel torque Tw is
Tw = M · G · r (5a)
Given in The acceleration G of the vehicle is obtained from the differential value of the wheel speed r · ω,
G = r · dω / dt (5b)
Therefore, the wheel torque is estimated as shown in Equation (5). It should be noted that the estimated wheel torque value may be estimated from the engine rotational speed or the transmission rotational speed instead of the wheel speed, and such a case also belongs to the scope of the present invention.

(ii) Configuration for Avoiding Interference Between Inter-Cylinder Rotation Variation Correction Control and Vibration Suppression Control In the configuration of the above drive control device 50a, conventionally, compensation control of required drive torque by the vibration suppression control units 52a and 52b. In addition, the inter-cylinder rotation variation correction control is executed completely independently (the vibration control units 52a and 52b are not separately configured). In this case, as described above, when the inter-cylinder correction amount calculation unit 54 refers to the relationship between the execution amount of the fuel injection amount of each cylinder and the rotational speed or torque, and calculates the correction amount for the execution amount. If there is a fluctuation in the required vibration drive torque due to the compensation control by the vibration suppression control unit 52, the correction amount for correcting the variation may not be accurately calculated. That is, the vibration suppression control sometimes causes control interference with the inter-cylinder rotation variation correction control.

  However, regarding the interference with the compensation control between cylinders due to the compensation component of the vibration suppression control, as described in "Disclosure of the invention", among the compensation components of the vibration suppression control, the accuracy of the processing in the actual compensation control between the cylinders. The component that deteriorates is mainly the frequency band of the compensation component that suppresses the pitch bounce vibration due to the disturbance in the wheel torque (in this embodiment, the compensation component output from the feedback damping control unit), It was found that the frequency is a function of engine speed.

That is, in the above-described inter-cylinder correction control, typically, with respect to each cylinder, the time change of the rotational speed from the combustion stroke (expansion stroke) to the start of the combustion stroke of the next cylinder is changed. The fuel injection amount of each cylinder is corrected so that each time change is equalized. That is, the frequency component of the rotational speed change referred to by the inter-cylinder correction control is a function of the engine speed, that is,
N / 60 × 1/2 (A1)
N / 60 (A2)
N / 60 × n / 2 (A3)
(Where N is the number of engine revolutions per minute, n is the number of cylinders, A1 is a change in rotation speed due to the cam, A2 is a change in rotation speed due to the crank, and A3 is a rotation speed due to explosion of each cylinder. (The frequency corresponding to each change.)
If the fluctuation component that changes the frequency component represented by (A1) to (A3) of the engine speed is included in the required drive torque value, the correction between cylinders is performed. The amount of control correction will change.

  Therefore, when examining what compensation component the pitch bounce vibration suppression control generates, first, the compensation component of the feedforward vibration suppression control unit is the pitch bounce vibration of the driving torque required for the engine from now on. Therefore, it is expected that the required drive torque value compensated by the compensation component is smoothed and the amplitude is reduced as compared with the value before the compensation. Therefore, the compensation component of the feedforward vibration suppression control unit rather reduces a component that can change the correction amount of the inter-cylinder correction control in the required drive torque value “unnecessarily”.

  On the other hand, the compensation component of the feedback vibration suppression control unit is caused by a wheel torque disturbance, that is, a change in wheel torque due to an external force acting on the vehicle body or wheel, such as road surface unevenness, tire unbalance, and crosswind. Therefore, the required drive torque value compensated by the compensation component increases the vibration and includes a wider frequency band than the pre-compensation value. Frequency component). In addition, since the disturbance of the wheel torque can include a wider variety of vibration components as compared with the change of the accelerator pedal, the compensation component of the feedback vibration suppression control unit has a wide dynamic range, and therefore, in the required drive torque value. In some cases, the correction amount of the inter-cylinder correction control includes a component that can be changed “uselessly”. That is, it can be said that the interference of the vibration suppression control with respect to the inter-cylinder rotation variation correction control is actually caused by a compensation component corresponding to the disturbance of the wheel torque from the feedback vibration suppression control unit.

  Therefore, in the present invention, in order to avoid the control interference as described above, the vibration suppression control unit is divided into a feedforward vibration suppression control unit and a feedback vibration suppression control unit as shown in the figure, and correction of rotation variation between cylinders is performed. Of the compensation components output from the feedback vibration suppression control unit 52b during the control execution period, components that affect the correction amount of the inter-cylinder rotation variation correction control are not input to the correction amount calculation unit 54. In order to do this, one of the following configurations is provided.

(A) Blocking of compensation component by feedback vibration damping control As understood from the above, the compensation component that interferes with the inter-cylinder rotation variation correction control is present in the compensation component from the feedback vibration damping control unit 52b. Therefore, in one aspect, the compensation component from the feedback damping control unit 52b may not be superimposed on the required drive torque value during the period when the inter-cylinder rotation variation correction control is executed. In this case, the control gain adjuster 52d determines that the control gain adjuster 52d is the control gain of the compensation component while the determination information transmitted from the steady travel determination unit 54a determines that “the steady travel is being performed”. May be set to 0, or transmission of compensation components may be cut off. Thus, the required drive torque value is compensated only by the compensation component by the feedforward vibration suppression control unit.

(B) BCF processing of compensation component by feedback vibration suppression control The control gain adjuster 52d provided between the output of the feedback vibration suppression control unit 52a and the adder a2 is provided with a BCF function to correct the rotation variation between cylinders. The period during which the control is executed, that is, while the determination information transmitted from the steady travel determination unit 54a determines that the vehicle is in steady operation, the compensation component from the feedback vibration suppression control unit 52a The frequency band components that affect the value of the correction amount of the inter-cylinder rotation variation correction control including the frequency given by the expressions (A1) to (A3) may be removed. Here, the BCF is a “variable band cut filter” having a variable removal frequency band, and may be arbitrarily configured by those skilled in the art using any known digital filter technique or analog filter technique. The bandwidth of the removal frequency may be appropriately set experimentally or theoretically. Since there are a plurality of frequency bands depending on the engine speed as in the expressions (A1) to (A3), a plurality of removal frequency bands may be set correspondingly. In addition, a measured value of the engine speed is input to the control gain adjuster (BCF) 52d in order to calculate the removal frequency band.

  It should be understood that the above-described BCF processing may be always performed, but it is preferable that the BCF processing is performed only during a period in which the inter-cylinder rotation variation correction control is performed. Filter processing for removing a part of frequency components such as BCF often causes a delay in signal transmission or the like due to arithmetic processing. Therefore, the BCF preferably functions only during execution of the inter-cylinder rotation variation correction control.

(C) Inter-cylinder correction amount calculation unit input BPF process In place of blocking the compensation component of the feedback vibration suppression control unit or BCF processing, the inter-cylinder correction amount is input in the parameter input to the inter-cylinder correction amount calculation unit. A BPF 55 that transmits only the frequency component referred to by the calculation unit may be provided so that the inter-cylinder correction amount calculation unit can accurately calculate the correction amount of the fuel injection control amount. However, even in this case, the frequency band of the compensation component of the feedback vibration suppression control unit and the frequency band referred to by the inter-cylinder correction amount calculation unit may overlap depending on the magnitude of the engine speed. Therefore, the engine gain is monitored by the control gain adjuster 52d, and the frequency value represented by the expressions (A1) to (A3) overlaps with the frequency band of the compensation component of the feedback damping control unit. In this case, the control gain adjuster 52d may be configured to set the control gain to zero. Typically, since the natural frequency of the pitch bounce vibration is in the range of 1 to 5 Hz, the frequency represented by the expressions (A1) to (A3) is included in the natural frequency band of the pitch bounce vibration. The control gain may be set to a positive number sufficiently smaller than 0 or 1. Alternatively, the compensation component of the feedback damping control unit is immediately subjected to frequency analysis (FFT analysis or the like), and the frequency band of an arbitrarily set bandwidth including the frequencies represented by the expressions (A1) to (A3) When the vibration intensity is large, the control gain may be set to a positive number sufficiently smaller than 0 or 1.

In the control gain adjuster 52d, the compensation component is multiplied by the control gain λ,
λ · U (6)
To the adder a2. The control gain λ is normally
λ = 1 (7)
In the case of (a) or (c) above, when the control gain is changed,
λ = λo (<1) (7a)
Set to “Control gain is 0” means that λo is set to λo = 0.

(iii) Configuration for Avoiding Interference of Vibration Suppression Control with Steady Travel Determination As already mentioned, the steady travel determination unit 54a determines whether or not the required drive torque value is stable. If the required drive torque value given to the fuel injection control command determination unit fluctuates in a vibrational manner due to compensation control by the vibration suppression control unit, the vehicle speed or the like is substantially constant. Even when it is determined that the vehicle is in the steady running state, it is not determined that the vehicle is in steady running, and therefore it is difficult to execute the inter-cylinder rotation variation correction control. In order to avoid such a situation, in the apparatus of the present invention, preferably, as described above, the vibration suppression control unit is divided into the feedforward vibration suppression control unit and the feedback vibration suppression control unit, and the steady travel determination unit The required drive torque value compensated by the compensation component by the feedforward vibration suppression control unit is input to 54a.

  As already described, the compensation component by the feedforward vibration suppression control unit reduces or cancels the amplitude of the vibration component causing the pitch bounce vibration among the requested drive torque values corresponding to the acceleration / deceleration request for the vehicle. The required drive torque value is further smoothed. Thus, according to the above configuration, there is a possibility that the chance of determining the steady running state increases from the past. For example, when the driver tries to travel the vehicle at a constant speed, it is necessary to depress the accelerator pedal to some extent to generate a driving output in the engine in order to surpass the traveling resistance of the vehicle. However, it is usually difficult for the driver to maintain the accelerator pedal depression amount at a strictly constant amount, and some fluctuation occurs. In such a case, the compensation component by the feedforward vibration suppression control unit acts to reduce or cancel out fluctuations in the depression of the accelerator pedal, so that the required drive torque value is stabilized more than before. It becomes easy to be done. In the prior art (Patent Documents 3, 4, etc.), the inter-cylinder rotation variation correction control is executed only when constant speed traveling control by cruise traveling control is performed in the embodiment. However, according to the above configuration, there is a possibility that the inter-cylinder rotation variation correction control can be executed even when the cruise traveling control is not performed.

  Although the above description has been made in relation to the embodiment of the present invention, many modifications and changes can be easily made by those skilled in the art, and the present invention is limited to the embodiment exemplified above. It will be apparent that the invention is not limited and applies to various devices without departing from the inventive concept.

  For example, although the wheel torque estimated value in the above embodiment is estimated from the wheel speed, the wheel torque estimated value may be estimated from parameters other than the wheel speed. Further, the vibration suppression control in the above embodiment is a vibration suppression control using the theory of an optimal regulator assuming a sprung or sprung / unsprung movement model as a movement model. As long as it uses wheel torque, it can also be applied to those that adopt a motion model other than those introduced here, or those that control vibration using a control method other than the optimal regulator. It belongs to the scope of the invention.

  In the example of FIG. 2, the control command for performing the drive output compensation calculation by vibration suppression control is expressed and processed in units of the required drive torque value, but the wheel torque value is expressed in units of the fuel injection amount. In other words, the control command may be expressed in the unit of the fuel injection amount, and the compensation of the drive output may be executed in the unit of the fuel injection amount. In this case, the compensation component by each of the feedforward damping control and the feedback damping control is expressed in units of the fuel injection amount. The input to the BCF process and the steady running determination unit may be performed with a signal representing the fuel injection amount. The term “control command” is understood not only to indicate a command output to each driver from the block 53 of FIG. 2 but also a required drive torque value or a fuel injection amount or a required value or target value of a fuel injection control amount. It should be.

FIG. 1 shows a schematic diagram of an automobile in which a preferred embodiment of a drive control device according to the present invention is realized. FIG. 2 is a more detailed schematic diagram showing the internal configuration of the electronic control unit of FIG. Various parameters such as engine temperature other than those shown in the figure may be input to the steady running determination unit 54a and the correction amount calculation unit 54. FIG. 3A is a diagram illustrating a state variable of vehicle body vibration that is suppressed in the operation of the vibration suppression control unit of the drive control device that is one of the preferred embodiments of the present invention. FIG. 3B is a diagram for explaining a “sprung vibration model” which is one of the mechanical motion models of the vehicle body vibration assumed in the vibration damping control unit of the preferred embodiment of the present invention. It is a figure explaining a sprung and unsprung vibration model. FIG. 4 is a diagram showing the configuration of the vibration damping control unit in the preferred embodiment of the present invention in the form of a control block diagram. FIG. 4A shows the configuration of the feedforward vibration suppression control unit, and FIG. 4B shows the configuration of the feedback vibration suppression control unit.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Vehicle body 12FL, FR, RL, RR ... Wheel 14 ... Accelerator pedal 20 ... Drive device 22 ... Diesel engine 22a ... Fuel device 30FL, FR, RL, RR ... Wheel speed sensor 50 ... Electronic control device 50a ... Drive control device 50b ... Brake control device

Claims (8)

A drive control device for a diesel engine of a vehicle that executes a vibration suppression control that controls a drive output of the vehicle and suppresses a pitch or bounce vibration of the vehicle, and is generated at a ground contact point between the wheel of the vehicle and a road surface A vibration damping control unit for controlling a driving torque of the engine so as to suppress a pitch or a bounce vibration amplitude generated by the wheel torque currently generated in the wheel based on a wheel torque acting on the wheel; An inter-cylinder correction control unit that suppresses variations in rotational speed or output between cylinders of the engine during steady running of the vehicle, and correction processing for rotational speed or output variation between cylinders is performed by the inter-cylinder correction control unit. In the meantime, at least one of the compensation components for compensating the wheel torque for the vibration damping control calculated by the vibration damping control unit Some drive control apparatus for a vehicle, characterized in that it is applied to the engine as a control command for controlling the drive output of the engine. The apparatus of claim 1, wherein the wheel torque correction of the rotational speed or output variation in between the cylinders due to the inter-cylinder correction control unit is at during running is calculated by the damping control unit The apparatus is characterized in that all of the compensation components for compensating for are removed from the control command given to the engine. The apparatus according to claim 1 , wherein the vibration suppression control unit further controls the driving torque of the engine so as to suppress a pitch or a bounce vibration amplitude generated by a wheel torque generated by an acceleration / deceleration request for the vehicle. calculating a component, said at while inter-cylinder correction control unit correction of the rotational speed or output variation in between the cylinders due is running, the vehicle control command given from the damping control unit to the engine An apparatus comprising only a compensation component for controlling a driving torque of the engine so as to suppress a pitch or bounce vibration amplitude generated by a wheel torque generated by an acceleration / deceleration request for the engine .   The wheel torque calculated by the vibration damping control unit according to claim 1, wherein correction processing for variations in rotational speed or output between cylinders by the inter-cylinder correction control unit is being executed. The component of the frequency band including the frequency component including the frequency component that is a function of the rotational speed of the engine is removed from the compensation component for compensating for the above and is given to the engine as the control command.   The apparatus according to claim 1, wherein the inter-cylinder correction control unit learns and corrects a fuel injection amount of each cylinder based on a rotation speed of each cylinder of the engine.   The apparatus according to claim 1, further comprising a steady travel determination unit that determines whether or not the vehicle is in the steady travel state, wherein the steady travel determination unit is determined based on an acceleration / deceleration request for the vehicle. The engine drive torque is controlled so as to suppress the pitch or bounce vibration amplitude generated by the wheel torque currently generated in the wheel with reference to a control command for controlling the drive output of the engine. An apparatus for determining whether or not the vehicle is in the steady running state without referring to a compensation component. The apparatus according to claim 1 , further comprising a steady travel determination unit that determines whether or not the vehicle is in the steady travel state, wherein the steady travel determination unit includes an acceleration / deceleration request for the vehicle and a response to the vehicle. Based on the control command for controlling the engine drive output determined from the compensation component for controlling the engine drive torque so as to suppress the pitch or bounce vibration amplitude generated by the wheel torque generated by the acceleration / deceleration request. An apparatus for determining whether or not the vehicle is in the steady running state. A vibration damping control device for a vehicle that suppresses a pitch or bounce vibration of the vehicle by controlling a driving torque of a diesel engine vehicle to control a wheel torque generated at a contact point between the vehicle wheel and a road surface. The pitch or bounce vibration amplitude generated by the wheel torque that is actually generated at the wheel is suppressed based on the wheel torque that is applied to the wheel that is generated at the contact point between the vehicle wheel and the road surface. The vibration suppression control unit for controlling the driving torque of the engine is calculated by the vibration suppression control unit during the correction process of the rotational speed or output variation between the cylinders of the diesel engine. At least a part of the compensation component for compensating the wheel torque for the vibration suppression control to control the drive output of the engine Apparatus characterized by not given to the engine as a control command.

Images