JP5736725B2 - Vehicle braking / driving force control device - Google Patents

Description

  The present invention relates to a braking / driving force control device for a vehicle that individually controls driving force or braking force generated in each wheel of the vehicle.

  In recent years, as an embodiment of an electric vehicle, a so-called in-wheel motor type vehicle in which an electric force generation mechanism (in-wheel motor) is arranged in or near the wheel of the wheel and the wheel is directly driven by the in-wheel motor is known. Has been developed. In this in-wheel motor type vehicle, the motor provided for each wheel (drive wheel) is individually controlled for rotation, that is, each motor is individually controlled for power running or regenerative control to be applied to each drive wheel. The driving torque or the braking torque can be individually controlled, and the driving force and braking force of the vehicle can be appropriately controlled according to the running state.

  And the control apparatus which suppresses the behavior change of a vehicle is proposed using the ability to control individually the drive torque or braking torque provided to each drive wheel in this way. For example, in Patent Document 1 below, in order to suppress the vertical vibration (pitch rate) of the vehicle accompanying the pitch behavior that occurs when passing through a road step or the like, and to stabilize the yaw behavior in the yaw direction, There is shown a vehicle braking / driving force control device that applies different braking / driving forces to drive wheels to control the generation of pitch moment and yaw moment generated around the center of gravity of the vehicle. Patent Document 2 below discloses a vehicle control device that controls the roll behavior generated in the vehicle by independently controlling the braking / driving force of each drive wheel. Further, Patent Literature 3 below discloses a vehicle braking / driving force control device for controlling the bouncing behavior generated in the vehicle by individually controlling the braking / driving force of each wheel.

JP 2007-118898 A Japanese Patent Laid-Open No. 2007-11083 JP 2006-109642 A

  In each of the above conventional control devices, all wheels are applied to a four-wheel drive vehicle capable of generating a driving force and a braking force, and are generated by a suspension mechanism by controlling the driving force and the braking force of each wheel. The suspension reaction force is used to control the behavior generated in the vehicle, more specifically, the vehicle body (on the spring). That is, in each of the conventional control devices, behavior control is performed on the premise of a four-wheel drive vehicle. By the way, in a two-wheel drive vehicle in which in-wheel motors are provided only on the left and right front wheels or the left and right rear wheels, driven wheels that are not provided with in-wheel motors cannot generate driving force. Therefore, when the behavior control by the conventional control devices is applied to a two-wheel drive vehicle, a situation in which the driven wheels must generate a driving force may occur. In this case, since the driven wheel can generate a braking force but not a driving force, the balance of forces and moments necessary for behavior control is lost, for example, the longitudinal acceleration of a traveling vehicle changes. Unexpected yaw moment may occur. For this reason, when such an undesirable behavior occurs, it is necessary to stop the behavior control or weaken the effect of the control in a two-wheel drive vehicle where driven wheels are present.

  The present invention has been made in order to cope with the above-described problems, and an object of the present invention is to provide a braking force for right and left driven wheels and a right and left driving wheel in a vehicle having an electric force generation mechanism on left and right front wheels or left and right rear wheels. An object of the present invention is to provide a braking / driving force control device for a vehicle that controls the braking / driving force to appropriately drive the vehicle and simultaneously control the behavior of the vehicle.

In order to achieve the above object, the present invention is characterized in that an electric force generation mechanism that is provided on left and right front wheels or left and right rear wheels of a vehicle and generates an electromagnetic driving force or an electromagnetic braking force, respectively, and the left and right front wheels And a braking force generation mechanism that generates mechanical braking force for the left and right rear wheels, and the electromagnetic driving force by the electric force generation mechanism or the electromagnetic braking force and the braking force generation mechanism. In a vehicle braking / driving force control apparatus including control means for controlling mechanical braking force, the control means is running with running state detection means for detecting the running state of the running vehicle. Vehicle behavior detection means for detecting behavior generated in the vehicle, disturbance detection means for detecting disturbance input to the running vehicle, and at least the detection state detected by the running state detection means Based on both driving states and the vehicle behavior detected by the vehicle behavior detecting means, a target braking / driving force for driving the vehicle is calculated, and a plurality of target motions for controlling the behavior of the vehicle Behavior control front / rear force calculating means for calculating a state quantity and calculating a front / rear force independently generated by the left and right front wheels and the left and right rear wheels so as to realize the target braking / driving force and the plurality of target motion state quantities And the front / rear force calculated by the behavior control front / rear force calculating means for the left / right driven wheels to cause the left / right driven wheels not provided with the electric force generation mechanism to generate a braking force by the braking force generation mechanism. thereby calculating a correction amount for correcting a pre Kigairan the vehicle detected by more generated in the disturbance detected by the vehicle behavior detection means by the detecting means Of the behavior according to the behavior of different vehicles, and the correction amount calculating means for holding the correction amount the arithmetic predetermined time, using the correction amount calculated by the correction amount calculation means, the right and left driven wheels The left and right driving wheels are generated by correcting the longitudinal force calculated by the behavior control longitudinal force calculating means for the left and right driving wheels provided with the electric force generating mechanism. A target longitudinal force calculating means for calculating the target longitudinal force to be operated; and the braking force generating mechanism is operated using the target longitudinal force generated by the left and right driven wheels calculated by the target longitudinal force calculating means, and the target longitudinal force There is provided operating means for operating the electric force generating mechanism and the braking force generating mechanism using the target longitudinal force generated by the left and right drive wheels calculated by the force calculating means. The

In this case, the target longitudinal force calculating means, for example, calculates the target longitudinal force generated by the left and right driven wheels from the longitudinal force calculated by the behavior control longitudinal force calculating means by the correction amount calculating means. The correction amount is subtracted and calculated, and the target longitudinal force generated by the left and right drive wheels is added to the longitudinal force calculated by the behavior control longitudinal force calculation unit and the correction amount calculated by the correction amount calculation unit. To calculate .

  Further, in this case, the control means is further increased by a magnitude determining means for determining the magnitude of the longitudinal force for each of the left and right driven wheels calculated by the behavior control longitudinal force calculating means, and the magnitude determining means. Driving force determining means for determining whether or not the longitudinal force determined as the driving force is calculated by the behavior control longitudinal force calculating means, and the correction amount calculating means is larger by the magnitude determining means And the correction amount may be calculated using the longitudinal force determined as the driving force by the driving force determination means. In this case, the correction amount calculation means may calculate the correction amount that makes the longitudinal force calculated as the driving force by the behavior control longitudinal force calculation means less than or equal to “0”.

Further, in these cases, when the vehicle behavior detected by the vehicle behavior detecting means converges when the left and right driven wheels and the left and right driving wheels respectively generate the target longitudinal force, the correction amount calculating means converges. The calculation of the correction amount may be terminated .

  According to these, in the control means, the behavior control longitudinal force calculating means is the vehicle running state detected by the running state detecting means and the vehicle behavior detected by the vehicle behavior detecting means (for example, roll behavior or yaw behavior, Or, based on the pitch behavior, etc., to calculate the longitudinal force that the left and right front wheels and the left and right rear wheels should generate in order to control the vehicle behavior while driving the vehicle appropriately, that is, driving force or braking force. Can do. In this case, the behavior control longitudinal force calculating means more specifically includes a target braking / driving force and a plurality of target motion states for causing the vehicle to travel based on the detected traveling state of the vehicle and the detected behavior of the vehicle. The amount (for example, target roll moment, target yaw moment, target pitch moment, etc.) is calculated and distributed so that the target braking / driving force and multiple target motion state quantities can be realized simultaneously. Can calculate the longitudinal force (driving force or braking force) to be generated respectively.

  Further, the correction amount calculating means generates only the braking force by providing the braking force generating mechanism without the electric force generating mechanism out of the respective longitudinal forces calculated by the behavior control longitudinal force calculating means. The correction amount can be calculated so that the longitudinal force calculated for the possible left and right driven wheels becomes the braking force. In this case, more specifically, the correction amount calculation means calculates the correction amount using the front / rear force determined to be large by the magnitude determination means and determined to be calculated as the driving force. be able to. With regard to the calculation of the correction amount, the correction amount calculation means, for example, with respect to the calculated longitudinal force so that the longitudinal force calculated as the driving force for the left and right driven wheels is equal to or less than “0”. Thus, the correction amount can be calculated by multiplying the coefficient of “1” or more. Here, the correction amount calculation means can hold the calculated correction amount for a predetermined time, for example, according to the vehicle behavior detected by the vehicle behavior detection means and the disturbance detected by the disturbance detection means.

  The target longitudinal force calculating means calculates a target longitudinal force (that is, braking force) generated by the left and right driven wheels using the correction amount calculated by the correction amount calculating means, and generates an electric force generating mechanism and a braking force generating mechanism. The target longitudinal force (that is, the driving force or the braking force) generated by the left and right driving wheels capable of generating the driving force and the braking force can be calculated. In this case, the target longitudinal force calculating means more specifically calculates the target longitudinal force as the braking force by subtracting the correction amount from the longitudinal force calculated for the left and right driven wheels by the behavior control longitudinal force calculating means. Then, the target longitudinal force as the driving force or braking force can be calculated by adding the correction amount to the longitudinal force calculated for the left and right drive wheels by the behavior control longitudinal force calculating means.

  The actuating means activates the braking force generating mechanism based on the target longitudinal force (braking force) that should be generated by the left and right driven wheels calculated by the target longitudinal force calculating means, and the left and right calculated by the target longitudinal force calculating means. The electric force generation mechanism and the braking force generation mechanism can be operated based on a target longitudinal force (driving force or braking force) to be generated by the driving wheels.

  Further, the correction amount calculating means generates vehicle target detecting means by causing the left and right driven wheels to generate the target longitudinal force (braking force) and the right and left driving wheels to generate the target longitudinal force (driving force or braking force) by the operating means. The calculation of the correction amount can be terminated when the behavior of the vehicle detected by (1) converges, in other words, when the behavior control of the vehicle is no longer necessary.

  As a result, when the behavior of the traveling vehicle changes and the behavior needs to be controlled, the left and right driven wheels, which cannot generate the driving force, generate the target longitudinal force, which is the braking force, respectively. The generated left and right driving wheels generate a target longitudinal force that is a braking force or a driving force corrected by a correction amount, taking into account the driving force allocated to control the behavior of the left and right driven wheels, respectively. be able to. Therefore, the vehicle can be appropriately driven and a plurality of behaviors in the vehicle can be controlled simultaneously. As a result, even if the left and right driven wheels are present and all the wheels cannot generate driving force, the behavior change of the vehicle can be appropriately adjusted in the same manner as the vehicle in which all wheels can generate driving force. Can be suppressed. In addition, by maintaining the calculated correction amount for a predetermined time, the vehicle can be properly driven and a plurality of behaviors in the vehicle can be controlled simultaneously, and the longitudinal force of the left and right driven wheels and the left and right driving wheels can be controlled. The influence on other controls using (braking force or driving force) can be suppressed.

1 is a schematic diagram schematically showing a configuration of a vehicle to which a braking / driving force control device for a vehicle according to the present invention can be applied. It is a flowchart of the braking / driving force control program executed by the electronic control unit of FIG. FIG. 2 is a diagram for explaining a longitudinal force distributed to each wheel in order to control the behavior of the vehicle body in the vehicle of FIG. 1. It is a figure for demonstrating the target longitudinal force computed by the electronic control unit of FIG. 1 executing the braking / driving force control program of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 schematically shows the configuration of a vehicle Ve on which the vehicle braking / driving force control device according to the present embodiment is mounted.

  The vehicle Ve includes left and right front wheels 11 and 12 and left and right rear wheels 13 and 14. The left and right front wheels 11 and 12 are supported by a vehicle body Bo as a spring on the vehicle Ve via suspension mechanisms 15 and 16 independently of each other. The left and right rear wheels 13 and 14 are supported on the vehicle body Bo of the vehicle Ve via suspension mechanisms 17 and 18 respectively or independently of each other.

  Here, since the configuration of the suspension mechanisms 15 to 18 is not directly related to the present invention, a detailed description thereof will be omitted. For example, a strut including a strut with a built-in shock absorber, a coil spring, a suspension arm, and the like. A well-known suspension such as a wishbone type suspension including a type suspension, a coil spring, a shock absorber, and upper and lower suspension arms may be employed.

  Further, electric motors 19 and 20 are incorporated in the left and right rear wheels 13 and 14, respectively, and are connected to the left and right rear wheels 13 and 14 so as to transmit power. That is, the electric motors 19 and 20 are so-called in-wheel motors 19 and 20, and are disposed under the spring of the vehicle Ve together with the left and right rear wheels 13 and 14. Then, by independently controlling the rotation of the in-wheel motors 19 and 20, the driving force and braking force generated on the left and right rear wheels 13 and 14 can be independently controlled. . Accordingly, in the vehicle Ve, the left and right front wheels 11 and 12 are driven wheels, and the left and right rear wheels 13 and 14 are drive wheels, respectively. In the present embodiment, the vehicle Ve is implemented as a rear wheel drive vehicle in which the left and right front wheels 11 and 12 are driven wheels and the left and right rear wheels 13 and 14 are drive wheels. However, the in-wheel motors 19 and 20 are provided for the left and right front wheels 11 and 12, and the vehicle Ve is driven by the front wheels in which the left and right front wheels 11 and 12 are drive wheels and the left and right rear wheels 13 and 14 are driven wheels, respectively. Needless to say, it can be implemented as a car.

  Each of these in-wheel motors 19 and 20 is constituted by, for example, an AC synchronous motor, and the DC power of the power storage device 22 such as a battery or a capacitor is converted into AC power via the inverter 21. By being supplied to each in-wheel motor 19, 20, each in-wheel motor 19, 20 is driven (ie, powering), and a driving force (driving torque) is applied to the left and right rear wheels 13, 14. The in-wheel motors 19 and 20 can be regeneratively controlled using the rotational energy of the left and right rear wheels 13 and 14. That is, at the time of regeneration and power generation of each in-wheel motor 19, 20, the rotational (kinetic) energy of the left and right rear wheels 13, 14 is converted into electric energy by each in-wheel motor 19, 20. Is stored in the power storage device 22. At this time, a braking force (braking torque) based on regenerative / generated power is applied to the left and right rear wheels 13, 14. Accordingly, the in-wheel motors 19 and 20, the inverter 21, and the power storage device 22 constitute an electric power generation mechanism of the present invention.

  Each wheel 11-14 is provided with brake mechanisms 23, 24, 25, and 26, respectively. Each brake mechanism 23-26 is well-known braking devices, such as a disc brake and a drum brake, for example. The brake mechanisms 23 to 26 include, for example, brake caliper pistons and brake shoes (both not shown) that generate braking force on the wheels 11 to 14 by hydraulic pressure fed from a master cylinder (not shown). Are connected to a brake actuator 27 for independently operating each wheel 11-14. Therefore, each of the brake mechanisms 23 to 26 and the brake actuator 27 constitute a braking force generation mechanism of the present invention.

  The inverter 21 and the brake actuator 27 are respectively connected to an electronic control unit 30 that controls the rotation state of the in-wheel motors 19 and 20, the operation state of the brake mechanisms 23 to 26, and the like. Therefore, the electronic control unit 30 constitutes the control means of the present invention.

  The electronic control unit 30 includes a microcomputer including a CPU, a ROM, a RAM, and the like as main components, and executes various programs including a braking / driving force control program described later. For this reason, the electronic control unit 30 is generated in the traveling state detection sensor 31 as a traveling state detection means for detecting the traveling state of the vehicle Ve, and in the traveling vehicle Ve (more specifically, the vehicle body Bo as a spring). From each signal from various sensors and the inverter 21 including a vehicle behavior detection sensor 32 as a vehicle behavior detection means for detecting a behavior and a disturbance detection sensor 33 as a disturbance detection means for detecting a disturbance acting on the traveling vehicle Ve. The signal is input.

  Here, the traveling state detection sensor 31 is, for example, a steering angle sensor that detects a driver's operation amount (steering angle) with respect to a steering handle (not shown) or an operation amount (depression) by a driver with respect to an accelerator pedal (not shown). An accelerator sensor that detects the amount, angle, pressure, etc.), a throttle sensor that is provided in an engine (not shown) and detects the opening of a throttle that operates in response to the operation of the accelerator pedal; It consists of a brake sensor that detects the amount of operation (depression, angle, pressure, etc.) by the user. The vehicle behavior detection sensor 32 is, for example, a sprung vertical acceleration sensor that detects vertical acceleration in the vertical direction of the vehicle body Bo (on a spring), a lateral acceleration sensor that detects lateral acceleration in the horizontal direction of the vehicle body Bo, or the vehicle body Bo. A vehicle speed sensor that detects the vehicle speed of (vehicle Ve), a yaw rate sensor that detects a yaw rate generated in the vehicle body Bo (vehicle Ve), a roll rate sensor that detects a roll rate generated in the vehicle body Bo (vehicle Ve), and the like. Is done. Furthermore, the disturbance detection sensor 33 is, for example, a stroke sensor that detects the stroke amount of each suspension mechanism 15 to 18 or an unsprung vertical movement that detects vertical acceleration in the vertical direction below the spring of the vehicle Ve including the wheels 11 to 14. It consists of an acceleration sensor.

  As described above, the sensors 31 to 33 and the inverter 21 are connected to the electronic control unit 30 and each signal is input, so that the electronic control unit 30 grasps the traveling state of the vehicle Ve and the behavior of the vehicle body Bo. Can be controlled.

  Specifically, from the control of the traveling state of the vehicle Ve, the electronic control unit 30 performs this operation when, for example, the driver operates the accelerator pedal based on the signal input from the traveling state detection sensor 31. It is possible to calculate the required driving force corresponding to the accelerator operation amount accompanying the above, that is, the driving force that should be generated by each of the in-wheel motors 19 and 20 in order to drive the vehicle Ve. In addition, the electronic control unit 30 is based on a signal input from the traveling state detection sensor 31, for example, when the driver is operating the brake pedal, the required braking force according to the amount of brake operation associated with this operation, That is, in order to decelerate the vehicle Ve, the in-wheel motors 19 and 20 and the brake mechanisms 23 to 26 can calculate the braking force that should be generated in cooperation. Then, the electronic control unit 30 requests the required driving force based on a signal input from the inverter 21, specifically, a signal representing an amount of electric power or a current value supplied to each in-wheel motor 19, 20 during power running control. The in-wheel motors 19 and 20 generate an output torque (motor torque) corresponding to, and the in-wheel motors 19 and 20 generate output torque (motor torque) corresponding to the required braking force. Further, the electronic control unit 30 causes the brake mechanisms 23 to 26 to perform a braking operation via the brake actuator 27 to generate a braking force corresponding to the required braking force on each of the wheels 11 to 14.

  Thereby, the electronic control unit 30 performs a power running control or a regenerative control of the rotation of the in-wheel motors 19 and 20 via the inverter 21 and the operation of the brake mechanisms 23 to 26 via the brake actuator 27, respectively. A signal to be controlled can be output. Therefore, the electronic control unit 30 obtains the required driving force and the required braking force required for the vehicle Ve based on at least the signal input from the traveling state detection sensor 31, and generates the required driving force and the required braking force. Thus, the running state of the vehicle Ve can be controlled by outputting signals for controlling the power running / regeneration state of the in-wheel motors 19 and 20 and the operation of the brake actuator 27, that is, the brake mechanisms 23 to 26, respectively. .

  On the other hand, the electronic control unit 30 can control the behavior of the vehicle body Bo (on the spring) without changing the traveling state of the vehicle Ve (more specifically, the longitudinal acceleration of the vehicle Ve). Hereinafter, the behavior control of the vehicle body Bo will be described in detail.

  In the present embodiment, the electronic control unit 30 simultaneously controls, for example, the roll behavior and yaw behavior of the vehicle body Bo as behavior control of the vehicle body Bo. Specifically, the electronic control unit 30 controls the roll behavior and yaw behavior of the vehicle body Bo by generating the roll moment and the yaw moment in the vehicle Ve by controlling the driving force or the braking force in each of the wheels 11 to 14. To do.

  By the way, if driving forces or braking forces that are opposite to each other are generated on the left and right front wheels 11 and 12 side and the left and right rear wheels 13 and 14 side of the traveling vehicle Ve, the vehicle vertical direction of the suspension mechanisms 15 to 18 is generated. The reaction force is generated in the vehicle so that the force in the vertical direction of the vehicle can be applied to the vehicle body Bo on the spring. Accordingly, in the vehicle Ve that is moving forward (more specifically, the vehicle body Bo), for example, a braking force or a driving force is generated on the left front wheel 11 and a driving force or a braking force is generated on the left rear wheel 13. By generating a driving force or a braking force on the right rear wheel 14 and generating a braking force or a driving force on the right rear wheel 14, a force acting on the vehicle body Bo from the suspension mechanisms 15 and 17 or a force acting on the vehicle lower side. Is applied to the vehicle body Bo from the suspension mechanisms 16 and 18, or a force acting on the vehicle upper side is input, so that a roll moment is generated around the roll axis passing through the center of gravity of the vehicle Ve. Can do.

  In addition, when driving forces or braking forces that are opposite to each other are generated on the left front and rear wheels 11 and 13 side and the right front and rear wheels 12 and 14 side of the traveling vehicle Ve, the vehicle left and right of the suspension mechanisms 15 to 18 are generated. A reaction force in the direction is generated, and a vehicle lateral force can be applied to the body Bo on the spring. Therefore, in the vehicle Ve that is moving forward (more specifically, the vehicle body Bo), for example, a braking force or a driving force is generated on the left front and rear wheels 11 and 13 and a driving force or a braking force is generated on the right front and rear wheels 12 and 14. As a result, a force acting in the vehicle left direction or a force acting in the vehicle right direction is input from the suspension mechanisms 15 to 18 to the vehicle body Bo, so that a yaw moment is generated around the yaw axis passing through the center of gravity of the vehicle Ve. Can be made.

  However, the vehicle Ve in the present embodiment is a rear wheel drive vehicle in which the left and right front wheels 11 and 12 are not provided with in-wheel motors as drive sources, and the left and right rear wheels 13 and 14 are provided with in-wheel motors 19 and 20 only. is there. That is, in the vehicle Ve in the present embodiment, the left and right front wheels 11 and 12 are driven wheels, and only the left and right rear wheels 13 and 14 are drive wheels. In this case, since the brake mechanisms 23 and 24 are provided on the left and right front wheels 11 and 12, respectively, it is possible to generate a driving force even though it is possible to generate a braking force on the left and right front wheels 11 and 12. It is impossible. Conversely, in-wheel motors 19 and 20 and brake mechanisms 25 and 25 are provided for the left and right rear wheels 13 and 14, respectively, so that braking force and driving force are generated on the left and right rear wheels 13 and 14. Is possible. Therefore, the electronic control unit 30 executes the braking / driving force control program shown in FIG. 2 and applies only the braking force by the brake mechanisms 23 and 24 to the left and right front wheels 11 and 12 which are driven wheels, and is a driving wheel. By applying the driving force by the in-wheel motors 19 and 20 and the braking force by the brake mechanisms 25 and 26 to the left and right rear wheels 13 and 14, the above-described roll moment and yaw moment are generated to control the behavior of the vehicle body Bo. To do. Hereinafter, the braking / driving force control program will be described in detail.

  The electronic control unit 30 starts execution of the braking / driving force control program in step S10, and inputs signals from the travel state detection sensor 31, the vehicle behavior detection sensor 32, and the disturbance detection sensor 33 in the subsequent step S11. To do. The electronic control unit 30 then, based on the signal input from the traveling state detection sensor 31, for example, the steering angle of the steering wheel by the driver, the accelerator operation amount and throttle opening accompanying the operation of the accelerator pedal, Get the amount of brake operation that accompanies the operation. The electronic control unit 30 acquires, for example, the vehicle speed of the vehicle body Bo (vehicle Ve), the roll rate and the yaw rate of the vehicle body Bo, and the like based on the signal input from the vehicle behavior detection sensor 32. Furthermore, the electronic control unit 30 acquires, for example, the size of the unevenness of the road surface on which the vehicle Ve is traveling, the magnitude of the influence of the cross wind on the vehicle Ve, based on the signal input from the disturbance detection sensor 33. As described above, when the various detection values are acquired, the electronic control unit 30 proceeds to step S12.

  In step S12, the electronic control unit 30 uses the various detection values input in step S11 to cause the wheels 11 to 14 to run the vehicle Ve appropriately and control the behavior of the vehicle body Bo. A power front / rear force, specifically, a driving force or a braking force is calculated. Hereinafter, the calculation of the longitudinal force will be specifically described.

In step S12, the electronic control unit 30 first calculates a target braking / driving force F _X for running the vehicle Ve using the various detected values that have been input, and controls a behavior change that has occurred in the vehicle body Bo. A target roll moment M _Y and a target yaw moment M _Z are calculated. For calculating the target braking / driving force F _X , the target roll moment M _Y generated around the roll axis of the vehicle Ve, and the target yaw moment M _Z generated around the yaw axis of the vehicle Ve, a known calculation method is adopted. Therefore, a detailed description thereof will be omitted, but a brief description will be given below.

For the target braking / driving force F _X generated by the in-wheel motors 19 and 20 for running the vehicle Ve, the electronic control unit 30 may, for example, input the accelerator operation amount, the throttle opening, the brake operation amount, and the vehicle speed. Using each detected value, the target braking / driving force F _X having a predetermined relationship with each detected value is calculated. For the target roll moment M _Y , the electronic control unit 30 uses the detected values such as the input steering angle, vehicle speed, roll rate, road surface unevenness and crosswind influence, for example. calculates a target roll moment M _Y in a predetermined prescribed relationship between the detected values of. With respect to the target yaw moment M _Z , the electronic control unit 30 uses the detected values such as the input steering angle, vehicle speed, yaw rate, and the magnitude of the influence of the cross wind, for example. calculates a target yaw moment M _Z in a predetermined relationship.

ただし、前記式２，３中のp，q，r，sは、例えば、車両Ｖｅにおける各輪１１〜１４およびサスペンション機構１５〜１８の幾何学的な配置などに基づいて決定される車両Ｖｅ固有のものである。 Next, the electronic control unit 30 distributes the generated target braking / driving force F _X , the calculated target roll moment M _Y and the target yaw moment M _Z to each of the wheels 11 to 14 to generate or The longitudinal force that is the braking force is calculated. That is, the electronic control unit 30 performs the left front wheel longitudinal force on the left front wheel 11 so as to satisfy the following formulas 1 to 3 using the calculated target braking / driving force F _X , target roll moment M _Y and target yaw moment M _Z. F _fl , right front wheel longitudinal force F _{fr on the} right front wheel 12, left rear wheel longitudinal force F _{rl on} the left rear wheel 13 and right rear wheel longitudinal force F _rr on the right rear wheel 14 are calculated. In this case, the electronic control unit 30 calculates a left front wheel longitudinal force F _fl , a right front wheel longitudinal force F _fr , a left rear wheel longitudinal force F _rl and a right rear wheel longitudinal force F _rr satisfying the following formulas 1 to 3. In doing so, calculation is performed regardless of whether each of these longitudinal forces F _fl , F _fr , F _rl and F _rr is a driving force or a braking force. In the following description, regarding the signs of the calculated longitudinal forces F _fl , F _fr , F _rl and F _rr , a positive value represents a driving force and a negative value represents a braking force.

However, p, q, r, and s in the expressions 2 and 3 are determined based on, for example, the geometrical arrangement of the wheels 11 to 14 and the suspension mechanisms 15 to 18 in the vehicle Ve. belongs to.

Thus, the left front wheel front / rear force F _{fl at the} left front wheel 11, the right front wheel front / rear force F _{fr at the} right front wheel 12, the left rear wheel front / rear force F _{rl at} the left rear wheel 13, and the right When the right rear wheel longitudinal force F _rr at the rear wheel 14 is calculated, the electronic control unit 30 proceeds to step S13.

In step S13, the electronic control unit 30 compares the left front wheel front / rear force F _fl and the right front wheel front / rear force F _fr of the left and right front wheels 11, 12 which are the driven wheels calculated in step S12. Determine if it is larger. Specifically, in the present embodiment, the electronic control unit 30 determines whether or not the left front wheel longitudinal force F _fl is greater than the right front wheel longitudinal force F _fr . That is, if the left front wheel front / rear force F _fl is greater than the right front wheel front / rear force F _fr , the electronic control unit 30 determines “Yes” and proceeds to step S14.

In step S14, the electronic control unit 30 determines whether or not the left front wheel longitudinal force F _fl of the left front wheel 11 calculated in step S12 is a driving force. That is, the electronic control unit 30, if the left front wheel longitudinal force F _fl computed in the step S12 is a positive value, because it calculates the left front wheel longitudinal force F _fl as the driving force, a "Yes" determination Then, the process proceeds to step S15.

In step S15, the electronic control unit 30 _{applies the} front / rear force corresponding to the left front wheel front / rear force F _fl distributed as the driving force to the left front wheel 11 that is the driven wheel to the other wheels, that is, the right front wheel 12 and the left and right rear wheels 13,14. partitioned, it calculates the offset longitudinal force F _OS as the correction amount for generating a braking force to the left and right front wheels 11 and 12 is a driven wheel. Specifically, the electronic control unit 30, the offset longitudinal force F _OS, is calculated by multiplying the coefficient c is set equal to or larger than "1" to the left front wheel longitudinal force F _fl. Then, the electronic control unit 30, setting by calculating the offset longitudinal force F _OS as c × F _fl, the process proceeds to step S20.

On the other hand, in the determination process in step S14, if the left front wheel longitudinal force F _fl calculated in step S12 is a negative value, the electronic control unit 30 calculates the left front wheel longitudinal force F _fl as a braking force. Therefore, it determines with "No" and progresses to step S16.

In step S16, the electronic control unit 30 distributes the left front wheel longitudinal force F _fl as the braking force to the left front wheel 11 that is the driven wheel, and the braking mechanism 23 applies a braking force corresponding to the left front wheel longitudinal force F _fl. Since it can be generated, the offset longitudinal force F _OS is set to “0”. Then, when the electronic control unit 30 sets the offset longitudinal force _FOS to “0”, the electronic control unit 30 proceeds to step S20.

In the determination process in step S13, if the left front wheel longitudinal force F _fl is smaller than the right front wheel longitudinal force F _fr , in other words, if the right front wheel longitudinal force F _fr is larger than the left front wheel longitudinal force F _fl , the electronic The control unit 30 determines “No” and proceeds to step S17.

In step S17, the electronic control unit 30 determines whether or not the right front wheel longitudinal force F _fr of the right front wheel 12 calculated in step S12 is a driving force. That is, the electronic control unit 30, if the right front wheel longitudinal force F _fr computed in the step S12 is a positive value, because it calculates the right front wheel longitudinal force F _fr as the driving force, a "Yes" determination Then, the process proceeds to step S18.

In step S18, the electronic control unit 30 applies the longitudinal force corresponding to the right front wheel longitudinal force F _fr distributed as the driving force to the right front wheel 12, which is the driven wheel, to other wheels, that is, the left front wheel 11 and the left and right rear wheels 13, 14. partitioned, it calculates the offset longitudinal force F _OS as the correction amount for generating a braking force to the left and right front wheels 11 and 12 is a driven wheel. Specifically, the electronic control unit 30, the offset longitudinal force F _OS, is calculated by multiplying the coefficient c is set equal to or larger than "1" to the right front wheel longitudinal force F _fr. Then, when the electronic control unit 30 calculates and sets the offset longitudinal force F _OS as c × F _fr , the electronic control unit 30 proceeds to step S20.

On the other hand, in the determination process in step S17, if the right front wheel longitudinal force F _fr calculated in step S12 is a negative value, the electronic control unit 30 calculates the right front wheel longitudinal force F _fr as a braking force. Therefore, it determines with "No" and progresses to step S19.

In step S19, the electronic control unit 30 is allocated to the right front wheel longitudinal force F _fr as a braking force to the right front wheel 12 is a driven wheel, a braking force corresponding to the right front wheel longitudinal force F _fr by the brake mechanism 24 Since it can be generated, the offset longitudinal force F _OS is set to “0”. Then, when the electronic control unit 30 sets the offset longitudinal force _FOS to “0”, the electronic control unit 30 proceeds to step S20.

In step S20, the electronic control unit 30, step S15, step S16, by using the offset longitudinal force F _OS set by calculating either by step process of the step S18 and the step S19, and finally The driving force or braking force generated in each wheel 11-14 is calculated. That is, the electronic control unit 30, in accordance with the following equation 4 using the offset longitudinal force F _OS, target longitudinal force Fd _fl in the left front wheel 11, the target longitudinal force Fd _fr in the right front wheel 12, the target longitudinal force on the left rear wheel 13 Fd _rl and the target longitudinal force Fd _rr at the right rear wheel 14 are calculated.

Here, for the target longitudinal force Fd _fl , the target longitudinal force Fd _fr , the target longitudinal force Fd _rl and the target longitudinal force Fd _rr which are calculated according to the equation 4, after the step process of the step S15 is executed, in the step S20 A case where step processing is executed will be described as an example. For easy understanding, the value of the coefficient c set in step S15 is set to “1”, the target longitudinal force Fd _fl , the target longitudinal force Fd _fr , the target longitudinal force Fd _rl and the target longitudinal force Fd _{In the} following description, it is _assumed that _rr is calculated according to the following formula 5 obtained by _{modifying the} formula 4.

Now, as shown in FIG. 3, in order for the electronic control unit 30 to generate the target braking / driving force F _X , the target roll moment M _Y and the target yaw moment M _Z calculated in step S12, F _fl is calculated as driving force, right front wheel longitudinal force F _fr is calculated as braking force, left rear wheel longitudinal force F _rl is calculated as braking force, and right rear wheel longitudinal force F _rr is calculated as driving force. Assuming that Note that FIG. 3 shows that in a situation where the vehicle Ve is turning leftward, a roll moment is generated that suppresses the rolling behavior of the turning inner wheel side (left front and rear wheels 11 and 13 side) of the vehicle body Bo, and the left turning direction. The case where the yaw moment which assists the yaw behavior to is generated is shown roughly.

In this case, the electronic control unit 30 determines that the left front wheel front / rear force F _fl is calculated as the driving force in step S14. However, since the left front wheel 11 is not provided with an in-wheel motor, it is impossible to generate a driving force with the left front wheel 11. Therefore, the electronic control unit 30, at step S15, the left front wheel longitudinal force F _fl sets the offset longitudinal force F _OS so that the braking force.

Incidentally, the offset longitudinal force F _OS calculated and set in step S15 is equal to the left front wheel longitudinal force F _fl if the coefficient c is set to “1”. Therefore, the target longitudinal force Fd _fl calculated according to the equation 5 is “0”. Further, the target front / rear force Fd _fr calculated according to the above formula 5 is the front left / right front / rear force calculated as the driving force (that is, a positive value) from the right front wheel front / rear force F _fr calculated as the braking force (that is, a negative value). Calculated by further reducing the force F _fl . Here, the step S15 is executed when the left front wheel front / rear force F _fl is larger than the right front wheel front / rear force F _fr by the magnitude determination process of the step S13. Therefore, for example, even if the right front wheel front / rear force F _fr is calculated as a positive value, that is, a driving force, the target front / rear force Fd _fr calculated according to the equation 5 becomes a negative value, that is, a braking force.

On the other hand, the target longitudinal force Fd _rl generated at the left rear wheel 13 as the driving wheel provided with the in-wheel motor 19 and the right rear wheel 14 as the driving wheel provided with the in-wheel motor 20 are generated. The target front / rear force Fd _rr is calculated by _adding the offset front / rear force F _OS (that is, the front left / rear front / rear force, which is a positive value) to the left rear wheel front / rear force F _rl calculated as the braking force (ie, negative value), Force F _fl ) is added, and the offset front / rear force F _OS (that is, the left front wheel front / rear force F _fl which is a positive value) is added to the right rear wheel front / rear force F _rr calculated as the driving force (that is, a positive value). Is calculated.

As a result, as shown in FIG. 4, the target longitudinal force Fd _fl in the left front wheel 11 that is the driven wheel is determined to be “0”, and the target longitudinal force Fd _fr in the right front wheel 12 that is the driven wheel is the offset longitudinal force. Greatly determined as braking force by F _OS . Accordingly, in this case, the electronic control unit 30 does not actuate the brake mechanism 15 provided on the left front wheel 11 and brakes the brake mechanism 16 provided on the right front wheel 12 via the brake actuator 27 to the right. A braking force corresponding to the target longitudinal force Fd _fr is generated on the front wheel 12.

On the other hand, the target longitudinal force Fd _rl in the left rear wheel 13 that is the driving wheel is determined to be small as a braking force by the offset longitudinal force F _OS (that is, the left front wheel longitudinal force F _fl ), and the right rear wheel that is the driving wheel. The target longitudinal force Fd _{rr at} 14 is largely determined as the driving force by the offset longitudinal force F _OS (that is, the left front wheel longitudinal force F _fl ). Therefore, the electronic control unit 30 performs braking control on the brake mechanism 23 provided on the left rear wheel 13 via the brake actuator 27 or regeneratively controls the in-wheel motor 19 via the inverter 21. A braking force that coincides with the target longitudinal force Fd _rl is generated on the wheel 13, and the in-wheel motor 20 provided on the right rear wheel 14 is subjected to power running control via the inverter 21, and the target longitudinal force Fd _rr is applied to the right rear wheel 14. Generate matching driving force.

Accordingly, when the coefficients determining an offset longitudinal force F _OS c is set to "1" or more, by the electronic control unit 30 to brake controls the brake mechanism 23 through a brake actuator 27, a driven wheel The left and right front wheels 11 and 12 can generate a target longitudinal force Fd _fl and a target longitudinal force Fd _fr as braking forces, respectively. Further, the electronic control unit 30 performs braking control of the brake mechanisms 25 and 26 via the brake actuator 27 or regenerative control or power running control of the in-wheel motors 19 and 20 via the inverter 21, so The wheels 13 and 14 can generate a target longitudinal force Fd _rl and a target longitudinal force Fd _rr as braking force or driving force, respectively.

Here, as described above, even when the target longitudinal force Fd _fl , the target longitudinal force Fd _fr , the target longitudinal force Fd _rl and the target longitudinal force Fd _rr are generated in each of the wheels 11 to 14, As shown in Expressions 6 to 8, the target braking / driving force F _X , the target roll moment M _Y, and the target yaw moment M _Z can be generated.

In the above example, the step process of step S20 is executed after the step process of step S15. That is, the left front wheel longitudinal force F _fl of the left front wheel 11 is greater than the right front wheel longitudinal force F _fr of the right front wheel 12. And the target front / rear force Fd _fl , target front / rear force Fd _fr , target front / rear force Fd _rl and target front / rear force Fd _rr are calculated when the left front wheel front / rear force F _fl of the left front wheel 11 is calculated as a driving force. explained. However, the step process of step S20 is executed after the execution of the step process of step S18, that is, the right front wheel longitudinal force F _fr of the right front wheel 12 is larger than the left front wheel longitudinal force F _fl of the left front wheel 11, and Even when the right front wheel longitudinal force F _fr of the right front wheel 12 is calculated as the driving force, the target longitudinal force Fd _fl , the target longitudinal force Fd _fr , the target longitudinal force Fd _rl and the target longitudinal force are calculated as described above. Fd _rr is calculated. Even in this case, when the coefficient c that determines the offset longitudinal force F _OS is set to "1" or more, the electronic control unit 30 to brake controls the brake mechanism 23 through a brake actuator 27 As a result, the target front / rear force Fd _fl and the target front / rear force Fd _fr as braking forces can be generated by the left and right front wheels 11 and 12 as driven wheels, respectively. Further, the electronic control unit 30 performs braking control of the brake mechanisms 25 and 26 via the brake actuator 27 or regenerative control or power running control of the in-wheel motors 19 and 20 via the inverter 21, so The wheels 13 and 14 can generate a target longitudinal force Fd _rl and a target longitudinal force Fd _rr as braking force or driving force, respectively.

Further, the step process of step S20 is executed after the execution of the step process of step S16 or the step process of step S19. That is, the left front wheel front-rear force F _fl of the left front wheel 11 is determined as a braking force by the determination process in step S14. Or when the right front wheel front / rear force F _fr of the right front wheel 12 is calculated as a braking force by the determination process in step S17, the wheel is a driven wheel by the magnitude determination process in step S13. Since both the left and right front wheels 11 and 12 generate a braking force, the offset longitudinal force F _OS is set to “0”. In other words, in this case, the target longitudinal force Fd _fl , the target longitudinal force Fd _fr , the target longitudinal force Fd _rl and the target longitudinal force Fd _{rr which} are calculated by the step process of step S20 are calculated by the step process of step S12. The left front wheel longitudinal force F _fl , the right front wheel longitudinal force F _fr , the left rear wheel longitudinal force F _rl and the right rear wheel longitudinal force F _rr are the same. Therefore, even in this case, the electronic control unit 30 controls the braking mechanisms 23 and 24 via the brake actuator 27, so that the front and rear front wheels 11 and 12 that are driven wheels respectively have front and rear target braking forces. Force Fd _fl and target longitudinal force Fd _fr can be generated. Further, the electronic control unit 30 performs braking control of the brake mechanisms 25 and 26 via the brake actuator 27 or regenerative control or power running control of the in-wheel motors 19 and 20 via the inverter 21, so The wheels 13 and 14 can generate a target longitudinal force Fd _rl and a target longitudinal force Fd _rr as braking force or driving force, respectively.

When the electronic control unit 30 calculates the target longitudinal force Fd _fl , the target longitudinal force Fd _fr , the target longitudinal force Fd _rl and the target longitudinal force Fd _rr in step S20, the electronic control unit 30 proceeds to step S21.

  In step S21, the electronic control unit 30 determines whether or not the behavior change generated in the vehicle body Bo has converged, in other words, whether or not the braking / driving force distribution for each of the wheels 11 to 14 is no longer necessary. That is, the electronic control unit 30 acquires, for example, the vehicle speed of the vehicle body Bo (vehicle Ve), the roll rate and the yaw rate in the vehicle body Bo, and the like based on the signal input from the vehicle behavior detection sensor 32, and each of the acquired detections. If the behavior change generated in the vehicle body Bo based on the value has converged, “Yes” is determined, and the process proceeds to step S22.

In step S22, the electronic control unit 30 ends the calculation of the offset longitudinal force F _OS by setting the offset longitudinal force F _OS to “0”, proceeds to step S23, and temporarily terminates the execution of the braking / driving force control program. To do. Then, after a predetermined short time has elapsed, execution of the braking / driving force control program is started again in step S10.

  On the other hand, if the behavior change generated in the vehicle body Bo based on the acquired detection values has not converged at the step S21, the electronic control unit 30 determines “No”, and again after the step S11. Each step process is executed.

As can be understood from the above description, according to the above-described embodiment, the electronic control unit 30 performs the target control based on various detection values input from the traveling state detection sensor 31, the vehicle behavior detection sensor 32, and the disturbance detection sensor 33. Driving force F _X , target roll moment M _Y target yaw moment M _Z is calculated and left front wheel longitudinal force F _fl , right front wheel longitudinal force F _fr , which is the longitudinal force (braking force or driving force) for controlling behavior change The left rear wheel longitudinal force F _rl and the right rear wheel longitudinal force F _rr can be calculated. When the electronic control unit 30 calculates at least one of the left front wheel front-rear force F _fl of the left front wheel 11 as a driven wheel and the right front wheel front-rear force F _fr of the right front wheel 12 as a driven wheel as a driving force, The offset longitudinal force F _OS is set so that this driving force becomes “0” or braking force, and the target longitudinal force Fd _fl and the target longitudinal force Fd _fr that are braking forces are calculated using this offset longitudinal force F _OS. The target longitudinal force Fd _rl and the target longitudinal force Fd _rr that are braking force or driving force can be calculated.

As a result, the left and right front wheels 11 and 12 that are driven wheels that cannot generate a driving force generate a target longitudinal force Fd _fl and a target longitudinal force Fd _fr that are braking forces, and the left and right rear that are driving wheels that generate the driving force. The wheels 13 and 14 generate the target longitudinal force Fd _rl and the target longitudinal force Fd _rr that are braking force or driving force in consideration of the driving force distributed to the left and right front wheels 11 and 12, thereby causing the vehicle Ve to travel appropriately. In addition, the roll behavior and yaw behavior in the vehicle body Bo can be controlled simultaneously. Therefore, even if the vehicle Ve is such that all of the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14 cannot generate driving force, the vehicle body Bo can be similar to a vehicle in which all wheels can generate driving force. It is possible to appropriately suppress the behavior change.

<Modification of the above embodiment>
In the above embodiment, the target braking / driving force F _X , the target roll moment M _Y, and the target yaw moment for controlling the roll behavior and yaw behavior of the vehicle Ve (body Bo) without changing the longitudinal acceleration in the vehicle Ve. Calculate left front wheel longitudinal force F _fl , right front wheel longitudinal force F _fr , left rear wheel longitudinal force F _rl and right rear wheel longitudinal force F _rr so that M _Z is generated, left front wheel longitudinal force F _fl or right front wheel When the longitudinal force F _fr is calculated as the driving force, the offset longitudinal force F _OS is calculated and set using the larger longitudinal force. The left and right front wheels 11 and 12, which are the driven wheels, respectively reduce the front / rear force F _fl and the front front / rear force F _fr by subtracting the offset front / rear force F _OS from the front / rear force F _{f fl} Force Fd _fr is generated, and left and right rear wheels 13 and 14 as drive wheels are applied with braking force or left rear wheel longitudinal force F _rl and right rear wheel longitudinal force F _rr by applying offset longitudinal force F _OS respectively. The target longitudinal force Fd _rl and the target longitudinal force Fd _rr as the driving force were generated.

  By the way, in the traveling vehicle Ve, a pitch behavior (bouncing behavior) may occur in the vehicle body Bo due to various operations by the driver and input from the road surface. In this case, as is conventionally known, for example, the front-rear force difference between the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14 is opposite to each other and has the same absolute value. By generating the above, it is possible to control the pitch behavior (bouncing behavior) by generating a pitch moment in the vehicle body Bo without changing the longitudinal acceleration of the vehicle Ve.

  However, the control of the roll behavior and yaw behavior described in the above embodiment and the control of the pitch behavior (bouncing behavior) are both longitudinal forces generated by the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14, respectively. Is to control. For this reason, if the electronic control unit 30 simply executes these two controls independently, the behavior of the vehicle body Bo may not be appropriately controlled.

Therefore, the electronic control unit 30 executes both controls as described below when executing the control of the roll behavior and the yaw behavior and the control of the pitch behavior (bouncing behavior). In other words, in this modified example, the electronic control unit 30 receives, for example, an input from the traveling state detection sensor 31 when executing the braking / driving force control program in the above embodiment in order to control the roll behavior and the yaw behavior. The amount of accelerator operation associated with the operation of the accelerator pedal or the amount of brake operation associated with the operation of the brake pedal exceeds a predetermined value based on the signal, or the vehicle Ve is detected based on the signal input from the disturbance detection sensor 33. When such the size of the travel to the road surface irregularities or exceeded a predetermined value, only the step S15 or the step S18 preset fixed time offset longitudinal force F _OS set by operation at Hold. Then, the electronic control unit 30, the target longitudinal force Fd _fl at the step S20 by using the offset longitudinal force F _OS to hold for a certain time, the target longitudinal force Fd _fr, the target longitudinal force Fd _rl and the target longitudinal force Fd _rr Calculate.

Here, by holding the offset longitudinal force _FOS for a predetermined period of time, for example, it is possible to prevent an excessively long time for generating the braking force on the left and right front wheels 11 and 12. Thus, heat generation in the brake mechanisms 15 and 16 can be suppressed. Further, the predetermined time set in advance can be appropriately changed (shortened or extended) according to, for example, the uneven state of the road surface on which the vehicle Ve travels.

As a result, the electronic control unit 30 controls the braking mechanisms 23 and 24 via the brake actuator 27, whereby the target front / rear force Fd _fl as the braking force and the target force are respectively applied to the left and right front wheels 11 and 12 that are driven wheels. A longitudinal force Fd _fr is generated. Further, the electronic control unit 30 performs braking control of the brake mechanisms 25 and 26 via the brake actuator 27 or regenerative control or power running control of the in-wheel motors 19 and 20 via the inverter 21, thereby The rear wheels 13 and 14 generate a target longitudinal force Fd _rl and a target longitudinal force Fd _rr as braking force or driving force, respectively.

On the other hand, the electronic control unit 30 starts control of the pitch behavior (bouncing behavior) described above in a state where the offset longitudinal force _FOS is held for a predetermined time by executing the braking / driving force control program. That is, the electronic control unit 30 acquires, for example, the vertical acceleration in the vehicle body Bo based on the signal input from the vehicle behavior detection sensor 32, and detects the pitch behavior generated in the vehicle body Bo based on the acquired vertical acceleration. . And according to the state of the detected pitch behavior, the electronic control unit 30 starts the braking operation of the brake mechanisms 15 to 18 provided on the wheels 11 to 14 via the brake actuator 27, for example. By starting the power running or regenerative operation of the in-wheel motors 19 and 20 provided on the left and right rear wheels 13 and 14 via the inverter 21, the left and right front wheels 11 and 12 side and the left and right rear wheels 13 and 14 side are mutually connected. A back-and-forth force difference is generated that is opposite and has the same absolute value.

At this time, since the offset longitudinal force F _OS that changes momentarily with the change (convergence) of the yaw behavior and roll behavior in the vehicle body Bo is maintained for a predetermined time as described above, the target longitudinal force _Increase / decrease in Fd _fl , target longitudinal force Fd _fr , target longitudinal force Fd _rl and target longitudinal force Fd _rr can be suppressed. Thereby, in order to control the pitch behavior, it is possible to easily generate a longitudinal force difference between the left and right front wheels 11 and 12 side and the left and right rear wheels 13 and 14 side. Therefore, the electronic control unit 30 can simultaneously control the pitch behavior in the vehicle body Bo in addition to the roll behavior and yaw behavior in the vehicle body Bo.

In this modification, the electronic control unit 30 converges the pitch behavior change in the vehicle body Bo in addition to the roll behavior change and yaw behavior change in the vehicle body Bo in step S21 in the braking / driving force control program. Is determined, the offset longitudinal force F _OS is set to “0” in step S22.

As can be understood from the above description, according to this modification, the braking force or driving force of the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14 is maintained by maintaining the offset longitudinal force _FOS for a certain time. It is possible to satisfactorily suppress the influence on other control to be used. About the other effect, the effect similar to the effect by the said embodiment is acquired.

  In carrying out the present invention, the present invention is not limited to the above-described embodiments and modifications, and various modifications can be made without departing from the object of the present invention.

For example, in the above embodiment, the left front wheel front / rear force F _fl and the right front wheel front / rear force F _fr of the left and right front wheels 11, 12 which are the driven wheels calculated in step S12 in step S13 in the braking / driving force control program. Were compared to determine which longitudinal force was greater. However, the step S13 can be omitted. In this case, with respect to the left front wheel front / rear force F _fl and right front wheel front / rear force F _fr calculated in step S12, for example, the left front wheel front / rear force F _fl is first calculated as a driving force by the determination process in step S14. Whether or not the right front wheel front / rear force F _fr is calculated as a driving force by the determination process of step S17 and then the step S15 or the process of step S16 is executed. It is possible to execute the step process of step S18 or the process of step S19 by determining.

Then, in this case, in step the process of the step S20, for example, the braking force by subtracting the offset longitudinal force F _OS of the left front wheel 11 and the one set in step processing of the step S15 from the left front wheel longitudinal force F _fl target longitudinal force Fd and _rl operation, the step of the offset longitudinal force F _OS of the left front wheel 11 side as the left rear wheel longitudinal force F braking force is added to _rl or driving force as well as calculating a target longitudinal force Fd _fl as offset the longitudinal force of the right front wheel 12 side with S18 in the offset longitudinal force F _OS of the set right front wheel 12 side in step processing is subtracted from the right front wheel longitudinal force F _fr calculates a target longitudinal force Fd _fr as a braking force It is possible to calculate the target longitudinal force Fd _rr as the braking force or driving force by adding F _OS to the right rear wheel longitudinal force F _rr .

Alternatively, in the above step process in step S20, for example, steps through the set left front wheel 11 side longitudinal force F _OS step process set right front wheel 12 side longitudinal offset of at the step S18 the offset of at the step S15 comparing the magnitude of the force F _OS, the larger the target longitudinal force Fd _fl and target longitudinal force as a braking force by subtracting the offset longitudinal force F _OS from the left front wheel longitudinal force F _fl and right front wheel longitudinal force F _fr of Calculate Fd _fr and add the larger offset longitudinal force F _OS to the left rear wheel longitudinal force F _rl and right rear wheel longitudinal force F _rr to obtain the target longitudinal force Fd _rl and target longitudinal force as braking force or driving force Fd _rr can be calculated. Also by this, the same effect as the above-mentioned embodiment and modification can be expected.

  DESCRIPTION OF SYMBOLS 11, 12 ... Front wheel, 13, 14 ... Rear wheel, 15, 16, 17, 18 ... Suspension mechanism, 19, 20 ... Electric motor (in-wheel motor), 21 ... Inverter, 22 ... Power storage device, 23, 24, 25, DESCRIPTION OF SYMBOLS 26 ... Brake mechanism, 27 ... Brake actuator, 30 ... Electronic control unit, 31 ... Running state detection sensor, 32 ... Vehicle behavior detection sensor, 33 ... Disturbance detection sensor Ve ... Vehicle, Bo ... Vehicle body

Claims (5)

An electric force generation mechanism that is provided on the left and right front wheels or the left and right rear wheels of the vehicle and generates an electromagnetic driving force or an electromagnetic braking force; and a mechanical braking force on the left and right front wheels and the left and right rear wheels. A braking force generation mechanism for generating the electromagnetic driving force; and an electromagnetic driving force by the electric force generation mechanism or a control unit for controlling the electromagnetic braking force and the mechanical braking force by the braking force generation mechanism. Vehicle braking / driving force control device
The control means is
Traveling state detection means for detecting the traveling state of the traveling vehicle;
Vehicle behavior detecting means for detecting behavior generated in a traveling vehicle;
Disturbance detection means for detecting a disturbance input to the traveling vehicle;
Based on at least the running state of the vehicle detected by the running state detecting means and the behavior of the vehicle detected by the vehicle behavior detecting means, a target braking / driving force for running the vehicle is calculated, and the vehicle A plurality of target motion state quantities for controlling the behavior of the vehicle are calculated and generated independently for the left and right front wheels and the left and right rear wheels so as to realize the target braking / driving force and the plurality of target motion state quantities, respectively. Behavior control longitudinal force calculating means for calculating longitudinal force;
The front / rear force calculated by the behavior control front / rear force calculating means is corrected for the left / right driven wheels to cause the left / right driven wheels not provided with the electric force generation mechanism to generate a braking force by the braking force generation mechanism. thereby calculating a correction amount for, in response to the behavior of different vehicle from the behavior of the vehicle detected by the more generated by the vehicle behavior detection means to the disturbance which is detected by the front Kigairan detecting means, and the arithmetic Correction amount calculating means for holding the correction amount for a predetermined time;
The correction amount calculated by the correction amount calculation means is used to calculate a target longitudinal force generated by the left and right driven wheels and before and after the behavior control with respect to the left and right drive wheels provided with the electric force generation mechanism. Target longitudinal force calculating means for correcting the longitudinal force calculated by the force calculating means to calculate a target longitudinal force generated by the left and right drive wheels;
The braking force generating mechanism is operated using the target longitudinal force generated by the left and right driven wheels calculated by the target longitudinal force calculating means, and the left and right driving wheels calculated by the target longitudinal force calculating means are generated. A braking / driving force control device for a vehicle, comprising operating means for operating the electric force generating mechanism and the braking force generating mechanism using a target longitudinal force. 2. The vehicle braking / driving force control device according to claim 1, wherein the control means further includes:
A magnitude determining means for determining the magnitude of the longitudinal force for each of the left and right driven wheels calculated by the behavior control longitudinal force calculating means;
Driving force determination means for determining whether or not the longitudinal force determined to be large by the magnitude determination means is calculated as driving force by the behavior control longitudinal force calculation means,
The correction amount calculating means includes
A braking / driving force control apparatus for a vehicle, wherein the correction amount is calculated using a longitudinal force determined to be large by the magnitude determination means and determined as a driving force by the driving force determination means. In the vehicle braking / driving force control device according to claim 2,
The correction amount calculating means includes
A braking / driving force control device for a vehicle, characterized in that the correction amount for making the longitudinal force calculated as the driving force by the behavior control longitudinal force calculating means equal to or less than "0" is calculated. In the braking / driving force control device for a vehicle according to any one of claims 1 to 3,
The correction amount calculating means includes
When the left and right driven wheels and the left and right driving wheels respectively generate the target longitudinal force and the vehicle behavior detected by the vehicle behavior detecting means converges, the calculation of the correction amount is terminated. Vehicle braking / driving force control device. The vehicle braking / driving force control device according to claim 1,
The target longitudinal force calculating means is
A target longitudinal force generated by the left and right driven wheels is calculated by subtracting the correction amount calculated by the correction amount calculating means from the longitudinal force calculated by the behavior control longitudinal force calculating means,
The target longitudinal force generated by the left and right drive wheels is calculated by adding the correction amount calculated by the correction amount calculating means to the longitudinal force calculated by the behavior control longitudinal force calculating means. Vehicle braking / driving force control device.

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