JP5738734B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a driving force control apparatus for a vehicle that independently controls driving forces generated at front and rear wheels of the vehicle.

  In recent years, as an embodiment of an electric vehicle, a so-called in-wheel motor type vehicle has been developed in which an electric motor (electric motor) is disposed in or near the wheel of the wheel and the wheel is directly driven by the electric motor. In this in-wheel motor type vehicle, the front and rear wheels are controlled by independently controlling the rotation of the motors provided on the front wheels and the rear wheels, that is, by independently controlling the power running or regenerative control of each motor. By controlling the driving force (driving torque) or the braking force (braking torque) applied to the wheels, the driving force distribution of the vehicle can be appropriately controlled according to the running state.

  In addition, the driving force (driving torque) or the braking force (braking torque) applied to the front wheels and the rear wheels can be independently controlled, that is, the driving force distribution can be controlled, thereby changing the behavior of the vehicle body. There has been proposed a control device that suppresses the above. For example, in Patent Document 1 below, a front wheel is used to suppress the vertical vibration (pitch rate) of the vehicle that accompanies the pitch behavior that occurs when passing through a step or the like on the road surface and to stabilize the yaw behavior in the yaw direction. In addition, a vehicle braking / driving force control device that applies different braking / driving forces to the rear wheels to control generation of a pitch moment and a yaw moment generated around the center of gravity of the vehicle is shown. Further, in Patent Document 2 below, in order to control so as to suppress bouncing or pitching, a driving force or a braking force is generated on one of the front wheel and the rear wheel, and a braking force or a driving force is applied on the other of the front wheel and the rear wheel. A control device for a vehicle that generates the is shown. Further, in Patent Document 3 below, the driving force or braking force to be applied to each wheel is calculated according to the average sprung displacement and average sprung speed of the vehicle body calculated based on the detected sprung acceleration, There is shown a braking / driving force control device for a vehicle that suppresses bouncing of a vehicle body by adding a calculated driving force or braking force to a driving force during traveling.

JP 2007-118898 A JP 2009-273275 A JP 2006-109642 A

  By the way, in each of the conventional control devices described above, the behavior of the vehicle body can be controlled by controlling the driving force (braking force) generated on the front wheels and the rear wheels, that is, the control force. In this case, depending on the behavior of the vehicle body, the direction of the control force generated on one of the front wheels and the rear wheels may be reversed (reversed). Specifically, the driving force may be a braking force or the braking force may be a driving force. . In this case, in the traveling vehicle, the driving force in the front-rear direction for maintaining the traveling state may also be reversed (reversed) as the braking force is reversed. In this way, when the driving force in the front-rear direction for maintaining the running state is also reversed along with the reversal of the control force, the driving force on the reversing side is caused by the phase delay of the driving force transmission system (for example, backlash in the deceleration mechanism, etc.) There is a possibility that a delay (displacement) occurs in the generation timing, the front-rear force of the traveling vehicle changes, and the driver feels uncomfortable (shock).

  The present invention has been made to cope with the above-described problems, and an object of the present invention is to reduce the longitudinal force generated in a traveling vehicle when controlling the behavior of the vehicle body by controlling the driving force of the front wheels and the rear wheels. An object of the present invention is to provide a vehicle driving force control device that suppresses changes.

In order to achieve the above object, the present invention is characterized in that a driving force generating mechanism for independently transmitting a driving force to a front wheel and a rear wheel disposed under a spring of a vehicle, and the front wheel from the driving force generating mechanism. And driving force for driving the vehicle by controlling the driving force transmitted independently to the rear wheels and the resultant force of the control force for controlling the behavior generated in the vehicle body arranged on the spring of the vehicle And a control means for generating the front wheel and the rear wheel in the vehicle driving force control device, wherein the control means is configured such that the front wheel and the rear wheel generate the traveling driving force in the traveling direction. When the direction of the resultant force generated on one of the front wheel and the rear wheel is reversed, the drive on one of the front wheel and the rear wheel as the direction of the resultant force generated on one of the front wheel and the rear wheel is reversed. Drive from force generation mechanism During periods but not transmitted, the size at the time of the said control force of magnitude of the front wheel and the resultant force to be generated in the other of the rear wheel, the front wheel and the direction of the resultant force to be generated in one of the rear wheels is reversed It is to hold for a certain period without increasing or decreasing . In this case, the control means determines whether or not the direction of the resultant force generated on one of the front wheel and the rear wheel is reversed, and the determination means causes the front wheel and the rear wheel to move in the traveling direction. when the direction of the resultant force to be generated in one of the front and rear wheels in a state that generates the traveling drive force is determined to be reversed, the direction of the resultant force to be generated in one of the front and rear wheels When the driving force from the driving force generating mechanism is not transmitted to one of the front wheels and the rear wheels as the vehicle reverses, the control force of the resultant force generated on the other of the front wheels and the rear wheels is reduced . the size, it is possible and a holding means for a predetermined period held without increasing or decreasing the size at the time the direction of the resultant force is inverted to generate the one of the front and rear wheels.

Further, in this case, the control means, for example, generates a target driving force required for driving the vehicle based on an operation state for driving the vehicle by a driver and a motion state generated in the vehicle body. And calculating a target motion state quantity for controlling the behavior of the vehicle body and distributing the driving power and the target motion state quantity to the front wheels and the rear wheels so as to realize the calculated target driving force and target motion state quantity. The driving force and the control force can be calculated. In this case, the control means further includes an operation state detection means for detecting an operation state for driving the vehicle by a driver, and an exercise state detection means for detecting an exercise state generated in the vehicle body during vehicle travel. And calculating a target driving force for driving the vehicle based on the operation state detected by the operation state detection unit and the motion state detected by the motion state detection unit, and A vehicle behavior control value calculating means for calculating a target motion state quantity for controlling the behavior of the vehicle body, and the target driving force and the target motion state quantity calculated by the vehicle behavior control value calculating means are realized. Driving force distribution calculating means for calculating the driving force for traveling and the control force distributed to the front wheels and the rear wheels.

  In this case, the control force distributed to the front wheels and the rear wheels so as to realize the calculated target driving force for driving and the target motion state quantity is the same in magnitude and in the opposite direction. It can be. In this case, the driving force distribution calculating means has the same magnitude of the control force distributed to the front wheels and the rear wheels so as to realize the calculated target driving force for driving and the target motion state quantity. And can be calculated so as to be in the opposite direction.

  Further, in these cases, the driving force generating mechanism is an electric motor that is assembled to the front wheels and the rear wheels of the vehicle via a speed reduction mechanism, respectively, and the control means is applied to the front wheels and the rear wheels corresponding to the resultant force. As the transmitted driving force, the torque generated by the electric motor can be controlled.

According to these, the driving force for driving the vehicle and the resultant force of the control force for controlling the behavior generated in the vehicle body arranged on the spring of the vehicle are, for example, for controlling the behavior of the vehicle body. When the control force for realizing the target motion state quantity has a larger absolute value than the driving force for driving and is calculated as a control force in the opposite direction, the resultant force of the driving force for driving and the control force is reversed. Thus, when the resultant force of one of the front wheels and the rear wheels is reversed, the direction of the driving force generated by the driving force generation mechanism (for example, the electric motor assembled to the front wheels and the rear wheels via the speed reduction mechanism) is changed. Invert. For this reason, for example, when a reduction mechanism composed of a plurality of gears is provided, a backlash is usually provided, and when the direction of the driving force of the driving force generating mechanism (electric motor) is reversed, the driving is continued until the backlash is clogged. Although there is a period during which no force is transmitted to the front and rear wheels (idle running period), at this time, without increasing or decreasing the magnitude of the control force of the other resultant force of the front and rear wheels that can transmit the driving force It can be held for a certain time.

As a result, the control force of the resultant force of the entire vehicle does not change during a period in which the driving force is not transmitted to the front wheels and the rear wheels. Therefore, a phase delay (for example, backlash in the speed reduction mechanism) occurs when the driving force generation mechanism transmits the driving force with the reversal of the resultant force at one of the front wheels and the rear wheels, and the driving force generation timing is delayed (deviation). ) Occurs, the control force of the resultant force can be maintained at the other of the front wheels and the rear wheels, so that it is possible to effectively suppress changes in the longitudinal force of the traveling vehicle. The driver never feels uncomfortable (shocked).

1 is a schematic view schematically showing a configuration of a vehicle to which a vehicle driving force control device of the present invention can be applied. It is the schematic for demonstrating the driving force for driving | running | working, control force, and resultant force which are generated to the front wheel and rear wheel of the vehicle which are drive | working. It is a figure for demonstrating the change of the front-back force which generate | occur | produces in a vehicle when the idle driving | running | working period when a driving force is not transmitted with the reversal of resultant force in one of the front wheel or the rear wheel occurs. It is a flowchart of the control program at the time of braking / driving force reversal executed by the electronic control unit of FIG. When there is an idle running period in which the driving force is not transmitted due to the reversal of the resultant force on one of the front wheels or the rear wheel, the front / rear force is applied to the vehicle by holding the resultant force on the front wheel or the rear wheel during the idle running period. It is a figure for demonstrating that no change arises.

  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 driving force control apparatus according to this 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 composed of a type suspension, a coil spring, a shock absorber, upper and lower suspension arms, and the like can be employed.

  Electric motors 19 and 20 are incorporated in the wheels of the left and right front wheels 11 and 12, and electric motors 21 and 22 are incorporated in the wheels of the left and right rear wheels 13 and 14, respectively. 13 and 14 are connected to each other so as to be able to transmit power via, for example, known speed reduction mechanisms G1 to G4 including a plurality of gears. That is, the electric motors 19 to 22 are so-called in-wheel motors 19 to 22 and are arranged under the spring of the vehicle Ve together with the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14. Then, by independently controlling the rotation of the in-wheel motors 19 to 22, the driving force (driving torque) and the braking force (braking torque) generated on the left and right front wheels 11, 12 and the left and right rear wheels 13, 14 are controlled. Each can be controlled independently.

  Each of these in-wheel motors 19 to 22 is constituted by, for example, an AC synchronous motor, and the inverter 23 converts the DC power of the power storage device 24 such as a battery or a capacitor into AC power. By being supplied to each in-wheel motor 19-22, each in-wheel motor 19-22 is driven (namely, powering), and each deceleration mechanism G1- is applied to the left and right front wheels 11, 12 and the left and right rear wheels 13, 14. Driving torque is applied via G4. Each of the in-wheel motors 19 to 22 can be regeneratively controlled using the rotational energy of the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14. That is, at the time of regeneration and power generation of each in-wheel motor 19-22, the rotation of the left and right front wheels 11, 12 and the left and right rear wheels 13, 14 is transmitted to each in-wheel motor 19-22 via the respective deceleration mechanisms G1-G4. Rotational (kinetic) energy accompanying the transmitted rotation is converted into electric energy by each in-wheel motor 19 to 22, and electric power generated at that time is stored in the power storage device 24 via the inverter 23. At this time, braking torque based on regenerative power is applied to the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14. Therefore, each in-wheel motor 19-22, deceleration mechanism G1-G4, the inverter 23, and the electrical storage apparatus 24 comprise the drive force generation | occurrence | production mechanism of this invention.

  Brake mechanisms 25, 26, 27, and 28 are provided between the wheels 11 to 14 and the corresponding in-wheel motors 19 to 22, respectively. Each brake mechanism 25-28 is well-known braking devices, such as a disc brake and a drum brake, for example. The brake mechanisms 25 to 28 are, 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). Is connected to a brake actuator 29 for actuating.

  The inverter 23 and the brake actuator 29 are respectively connected to an electronic control unit 30 that controls the rotation state (drive state) of the in-wheel motors 19 to 22 and the operation state of the brake mechanisms 25 to 28. 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 programs to be described later. For this reason, the electronic control unit 30 includes an operation state detection sensor 31 as operation state detection means for detecting an operation state for driving the vehicle Ve by the driver, and a vehicle body Bo (on a spring) of the traveling vehicle Ve. Motion state detection sensor 32 as motion state detection means for detecting the motion state generated in the vehicle, each signal from various sensors including disturbance detection sensor 33 for detecting disturbance acting on the traveling vehicle Ve, and from inverter 23 A signal is input.

  Here, the operation 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), a steering angular velocity sensor that detects an operation speed (operation angular velocity), Accelerator sensor that detects driver's operation amount (depressed amount, angle, pressure, etc.) for the omitted accelerator pedal, and driver's operation amount (depressed amount, angle, pressure, etc.) for the omitted brake pedal are detected. It consists of a brake sensor and so on. The motion state 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 for detecting the vehicle speed of (vehicle Ve), a yaw rate sensor for detecting the yaw rate generated in the vehicle body Bo (vehicle Ve), a pitch rate sensor for detecting the pitch rate generated in the vehicle body Bo (vehicle Ve), or the vehicle body Bo It comprises a roll rate sensor that detects the roll rate generated in (vehicle Ve). Further, 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 and the like.

  As described above, when the sensors 31 to 33 and the inverter 23 are connected to the electronic control unit 30 and each signal is input, 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, the control of the running state of the vehicle Ve will be described. The electronic control unit 30 performs this operation based on a signal input from the operation state detection sensor 31, for example, when the driver is operating with the accelerator pedal. To calculate the driving force F to be generated by each in-wheel motor 19 to 22 for accelerating the vehicle Ve in order to drive the vehicle Ve. Can do. Further, the electronic control unit 30 is configured to drive the target travel according to the amount of brake operation associated with the operation based on the signal input from the operation state detection sensor 31, for example, when the driver operates the brake pedal. The driving force F for driving as a force, that is, the braking force that the in-wheel motors 19 to 22 and the brake mechanisms 25 to 28 should cooperate to decelerate the vehicle Ve can be calculated. In the following description, the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14 respectively have a driving force F for driving as a target driving force required for driving the vehicle Ve according to an operation input by the driver. The generated driving force (or braking force) is Fd1, Fd2, Fd3, Fd4, and the total driving force of four wheels, which is the sum of these driving forces (or braking forces) Fd1, Fd2, Fd3, Fd4, is referred to as driving force F for traveling. To do. And the electronic control unit 30 is a signal input from the inverter 23, specifically, a signal representing the amount of electric power or the current value supplied to each in-wheel motor 19 to 22 at the time of power running control (when driving force is generated). Or, it corresponds to the driving force F for driving (driving force or braking force) based on the signal representing the electric energy and the current value regenerated from each of the in-wheel motors 19 to 22 at the time of regenerative control (when the braking force is generated). Output torque (motor torque) is generated in each in-wheel motor 19-22.

  Thus, the electronic control unit 30 controls the operation of each brake mechanism 25 to 28 via the brake actuator 29 and the signal for powering control or regenerative control of the rotation of each in-wheel motor 19 to 22 via the inverter 23. Can output a signal. Accordingly, the electronic control unit 30 obtains the driving force F for traveling to drive the vehicle Ve based on at least a signal input from the operation state detection sensor 31, and performs powering so as to generate the driving force F for traveling. The driving state of the vehicle Ve can be controlled by operating the in-wheel motors 19 to 22 by regenerative control to generate motor torque.

  On the other hand, the electronic control unit 30 can control the behavior of the vehicle body Bo (on the spring) based on signals input from the operation state detection sensor 31, the motion state detection sensor 32, and the disturbance detection sensor 33. Specifically, the electronic control unit 30 in this embodiment appropriately controls the distribution of the motor torque corresponding to the driving force (or braking force) generated by each of the in-wheel motors 19 to 22, whereby the vehicle Ve. , And the behavior generated on the vehicle body Bo (on the spring) by the suspension reaction force by the driving force (or braking force), for example, the pitch behavior (heave behavior), the roll behavior, the yaw behavior, etc. are controlled. To do. In the following description, the driving force (or braking force) for controlling the behavior generated on the vehicle body Bo (on the spring) is also referred to as control force.

That is, the electronic control unit 30 acquires, for example, the vehicle speed of the vehicle body Bo (vehicle Ve), the pitch rate, the roll rate, the yaw rate, and the like of the vehicle body Bo based on the signal input from the motion state detection sensor 32. Then, the electronic control unit 30, according to known calculation method, as a control target value for controlling the behavior generated in the vehicle body Bo, for example, the target pitch moment M _y, the target roll moment M _x and the target yaw moment M _z, etc. Is calculated. Thus, the target pitch moment M _y, when calculating the target roll moment M _x and the target yaw moment M _z, etc., the electronic control unit 30, the target roll moment M _x, a target pitch moment M _y and the target yaw moment M _z In order to generate at the center of gravity position of the vehicle Ve, a control force (driving force or braking force) is distributed to each of the wheels 11 to 14, a control force Fc1 at the left front wheel 11, a control force Fc2 at the right front wheel 12, and a left rear wheel The control force Fc3 at 13 and the control force Fc4 at the right rear wheel 14 are calculated. The distribution of the driving force is determined based on, for example, the geometric arrangement of the wheels 11 to 14 and the suspension mechanisms 15 to 18 in the vehicle Ve, as is conventionally known. . Then, the electronic control unit 30 uses, for example, the tire radii of the wheels 11 to 14 and the gear ratios of the speed reduction mechanisms G1 to G4 to correspond to the control forces Fc1, Fc2, Fc3, and Fc4. Motor torques T1, T2, T3, and T4 that should be generated are calculated.

Incidentally, as described above, when controlling the behavior generated in the vehicle body Bo (sprung), the target pitch moment M _y to be generated by the target roll moment M _x and magnitude and direction of such target yaw moment M _z is Direction of motor torques T1 and T2 generated by the in-wheel motors 19 and 20 provided on the left and right front wheels 11 and 12 corresponding to the control forces Fc1 and Fc2, and an in-wheel motor 21 provided on the left and right rear wheels 13 and 14, respectively. , 22 have different directions of motor torques T3, T4 generated corresponding to the control forces Fc3, Fc4. Specifically, as shown in FIG. 2, in the situation where the vehicle Ve is traveling normally, the in-wheel motors 19 to 22 described above in the traveling direction (frontward of the vehicle Ve), that is, the driving force F for traveling, that is, each driving described above. When generating motor torques T1, T2, T3, and T4 corresponding to the forces Fd1, Fd2, Fd3, and Fd4, for example, it is assumed that it is necessary to control the pitch behavior generated in the vehicle body Bo by the input of a disturbance. In this case, the driving force distribution to generate the target pitch moment M _y or the like which is computed as described above, for example, in-wheel motor 19, 20 provided on the left and right front wheels 11 and 12 are driven for traveling continuously Motor torques T1 and T2 corresponding to the resultant force F, that is, the resultant forces of the driving forces Fd1 and Fd2 and the control forces (driving forces) Fc1 and Fc2 in the same direction are generated, and the in-wheel motor 21 provided on the left and right rear wheels 13 and 14 is generated. , 22 generates motor torques T3, T4 corresponding to the resultant force of the driving force F for driving, that is, the driving forces Fd3, Fd4 and the control forces (braking forces) Fc3, Fc4 that are opposite to the driving forces Fd3, Fd4. A situation may arise. In this case, the in-wheel motors 21 and 22 provided on the left and right rear wheels 13 and 14 have the vehicle body as compared with the driving force F for driving, that is, the driving forces Fd3 and Fd4, necessary for driving the vehicle Ve. When the magnitudes of the control forces (braking forces) Fc3 and Fc4 necessary for controlling the pitch behavior of Bo increase, a driving force is generated as a resultant force at the left and right rear wheels 13 and 14, as shown in FIG. It is necessary to reverse the driving direction from the state to the state in which the braking force is generated, that is, to reverse the generated motor torques T3 and T4 in the reverse direction.

  Here, each in-wheel motor 19-22 is connected with respect to each wheel 11-14 so that motive power transmission is possible via speed-reduction mechanism G1-G4. In this case, particularly when the speed reduction mechanisms G1 to G4 are constituted by a plurality of gears, a backlash of a predetermined size is usually set between these gears. For this reason, in the situation where the directions of the motor torques T1, T2, T3, and T4 generated by the in-wheel motors 19 to 22, that is, the driving direction (rotational direction) of the in-wheel motors 19 to 22 are reversed, the speed reduction mechanisms G1 to G4. In other words, a state in which the reverse driving force (or braking force) is not transmitted to each of the wheels 11 to 14 until the backlash set to 1 is filled, that is, a so-called idle running period occurs. Specifically, as described above, the in-wheel motors 19 and 20 provided on the left and right front wheels 11 and 12 continuously generate motor torques T1 and T2 corresponding to the driving force, and are provided on the left and right rear wheels 13 and 14, respectively. In a situation where the in-wheel motors 21 and 22 generated generate motor torques T3 and T4 corresponding to a braking force that is opposite to the driving force, the left and right front wheels 11 are schematically shown in FIG. , 12 continuously generates motor torques T1, T2 corresponding to the driving force, so that the idle running period does not occur without being affected by the backlash of the speed reduction mechanisms G1, G2, as shown in FIG. As schematically shown, on the left and right rear wheels 13 and 14, the idle running period occurs when the directions of the motor torques T3 and T4 are reversed in response to the change from the driving force to the braking force.

  In such a situation where the idle running period occurs only in one of the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14, the idle running period is as shown schematically in FIG. The non-generated motor torque (in the above example, the motor torques T1 and T2 generated by the in-wheel motors 19 and 20 corresponding to the driving force) changes (specifically increases or decreases) to control the behavior of the vehicle body Bo. 3), as schematically shown in FIG. 3B, the motor torque on the side where the idle running period occurs (in-wheel motors 21 and 22 in the above example are generated corresponding to the driving force). The motor torques T1, T2, T3, T4 of the in-wheel motors 19 to 22 are summed as shown schematically in FIG. That is, in front of the traveling vehicle Ve The rear force changes, and the passenger of the vehicle Ve may feel uncomfortable due to the change in the longitudinal force.

  Therefore, the electronic control unit 30 executes the control program at the time of braking / driving force reversal shown in FIG. 4 and is generated in each wheel 11 to 14 of the vehicle Ve traveling along with the behavior control of the vehicle body Bo. The change in the longitudinal force of the vehicle Ve is effective in the situation where the resultant force is reversed, that is, the driving force generated in each of the wheels 11 to 14 is reversed to the braking force or the braking force is reversed to the driving force. To suppress. The braking / driving force reversal control program will be described in detail below.

  As described above, when the driving force F for driving is calculated based on the signal input from the operation state detection sensor 31 and the vehicle Ve starts to travel, the electronic control unit 30 performs the operation in FIG. The braking / driving force reversal control program is repeatedly executed according to the flowchart of FIG. Specifically, the electronic control unit 30 starts executing the braking / driving force reversal control program in step S10, and in the subsequent step S11, determines whether or not the behavior control of the vehicle body Bo described above is being executed (started). Determine. That is, if the electronic control unit 30 starts the behavior control of the vehicle body Bo based on the signals input from the operation state detection sensor 31, the movement state detection sensor 32, and the disturbance detection sensor 33, “Yes”. And the process proceeds to step S12. On the other hand, if the behavior control of the vehicle body Bo has not yet been started (executed), the electronic control unit 30 continues to determine “No” repeatedly until the behavior control of the vehicle body Bo is started. .

  In step S12, the electronic control unit 30 determines whether or not the driving force F for traveling, in other words, the four-wheel total driving force F is greater than “0”. That is, as described above, if the electronic control unit 30 calculates the driving force F for driving as the driving force based on the signal input from the operation state detection sensor 31, the four-wheel total driving force F is “0”. , It is determined as “Yes”, and the process proceeds to step S13. On the other hand, if the driving force F for driving is calculated as the braking force based on the signal input from the operation state detection sensor 31, the total driving force F for the four wheels becomes “0” or less. It determines with "No" and performs each step process after step S21.

  In step S13, the electronic control unit 30 reverses the resultant force generated at the left front wheel 11 of the vehicle Ve currently traveling by the driving force F for traveling (specifically, from the driving force to the braking force). It is determined whether or not an inversion has occurred. Specifically, the electronic control unit 30 controls the driving force Fd1 for realizing the driving force Fd required for driving the vehicle Ve and the behavior of the vehicle body Bo according to the operation input by the driver. The resultant force is calculated by adding the force Fc1. In this case, when the control force Fc1 is calculated as a braking force, and the absolute value of the braking force Fc1 is greater than the absolute value of the driving force Fd1 calculated as a positive value, the resultant force is determined by considering the sign. It becomes smaller than a negative value, that is, “0”. That is, in this case, the resultant force is reversed, and an idle running period occurs until the backlash set in the speed reduction mechanism G1 is blocked. Accordingly, the electronic control unit 30 determines “Yes” and proceeds to step S14 if the resultant value obtained by adding the driving force Fd1 and the control force Fc1 is smaller than “0”. On the other hand, if the sum of the driving force Fd1 and the control force Fc1 is equal to or greater than “0”, the resultant force is not reversed, so the electronic control unit 30 determines “No” and proceeds to step S15. move on.

  In step S14, the electronic control unit 30 corresponds to (controls) the left rear wheel corresponding to (controls) the control force Fc1 generated in the left front wheel 11 so that no unnecessary change in the longitudinal force occurs in the traveling vehicle Ve. The control force Fc3 of 13 is held for a certain time. More specifically, the resultant force is reversed in the left front wheel 11 by the determination process in step S13. That is, in the left front wheel 11, the motor torque T1 generated by the in-wheel motor 19 is reversed, in other words, the rotation direction of the in-wheel motor 19 is reversed. A free running period has occurred. At this time, if the in-wheel motor 21 of the corresponding left rear wheel 13 generates the motor torque T3 corresponding to the continuously increasing control force (driving force) Fc3, as described with reference to FIG. The in-wheel motor 19 in which the idle running period has occurred cannot cancel the motor torque T3 (that is, the control force (driving force) Fc3) generated by the in-wheel motor 21, and is in front of and behind the traveling vehicle Ve. Force changes occur.

  For this reason, in step S14, the electronic control unit 30 moves the input of the left rear wheel 13 corresponding to the left front wheel 11 in which the idle running period occurs as schematically shown in FIGS. 5 (a) and 5 (b). The motor torque T3 generated by the wheel motor 21 is held for a certain period of time depending on the magnitude generated when the motor torque T1 is reversed. The fixed time in this case can be, for example, the time until the idle running period occurring in the left front wheel 11 elapses, that is, the time until the backlash is clogged. In this way, by maintaining (maintaining) the motor torque T3 of the left rear wheel 13 by the in-wheel motor 21 for a certain period of time, it occurs in the left rear wheel 13 while the left front wheel 11 is idle. Since the control force Fc3 is kept constant without changing, as schematically shown in FIG. 5C, the control forces Fc1 and Fc3 (that is, the in-wheel motor 19) generated in the left front and rear wheels 11 and 13 are schematically shown. , 21 generated by the motor torques T1, T3) is constant. Thereby, the longitudinal force in the traveling vehicle Ve is maintained constant without changing. And if the electronic control unit 30 hold | maintains the control force Fc3 of the left rear wheel 13 only for a fixed time, it will progress to step S15.

  In step S15, the electronic control unit 30 reverses the resultant force generated at the right front wheel 12 of the vehicle Ve currently traveling by the driving force F for traveling (specifically, from the driving force to the braking force). It is determined whether or not an inversion has occurred. That is, the electronic control unit 30 performs the driving force Fd2 for realizing the driving force F for traveling required for the traveling of the vehicle Ve according to the operation input by the driver and the behavior of the vehicle body Bo in the same manner as in step S13. The resultant force is calculated by adding the control force Fc2 for controlling the force, and if the resultant force value is smaller than “0”, the resultant force is reversed, so “Yes” is determined. Proceed to step S16. On the other hand, if the resultant value obtained by adding the driving force Fd2 and the control force Fc2 is equal to or greater than “0”, the resultant force is not reversed, so the electronic control unit 30 determines “No” and proceeds to step S17. move on.

  In step S16, the electronic control unit 30 corresponds to (controls) the right rear wheel corresponding to (controls) the control force Fc2 generated in the right front wheel 12 so that an unnecessary change in the longitudinal force does not occur in the traveling vehicle Ve. 14 control force Fc4 is held for a certain period of time. That is, as in step S14, the electronic control unit 30 performs the right rear wheel corresponding to the right front wheel 12 in which the idle running period occurs as schematically shown in FIGS. 5 (a) and 5 (b). The motor torque T4 generated by the 14 in-wheel motors 22 is held for a predetermined time according to the magnitude generated when the motor torque T2 is reversed. In this way, by maintaining (maintaining) the motor torque T4 of the right rear wheel 14 by the in-wheel motor 22 for a certain period of time, it occurs in the right rear wheel 14 while the right front wheel 12 is idle. Since the control force Fc4 is kept constant without changing, as schematically shown in FIG. 5C, the control forces Fc2 and Fc4 generated by the right front and rear wheels 12 and 14 (that is, the in-wheel motor). The sum of the motor torques T2 and T4) generated by 20 and 22 is constant. Thereby, the longitudinal force in the traveling vehicle Ve is maintained constant without changing. And if the electronic control unit 30 hold | maintains the control force Fc4 of the right rear wheel 14 only for a fixed time, it will progress to step S17.

  In step S17, the electronic control unit 30 reverses the resultant force generated at the left rear wheel 13 of the vehicle Ve currently traveling by the driving force F for traveling (specifically, from the driving force to the braking force). It is determined whether or not reversal has occurred. That is, the electronic control unit 30 performs the driving force Fd3 for realizing the driving force F for traveling required for traveling of the vehicle Ve according to the operation input by the driver and the behavior of the vehicle body Bo in the same manner as in step S13. The resultant force is calculated by adding together the control force Fc3 for controlling the force, and if the resultant force value is smaller than “0”, the resultant force is reversed, so it is determined as “Yes”. Proceed to step S18. On the other hand, if the sum of the driving force Fd3 and the control force Fc3 is equal to or greater than “0”, the resultant force is not reversed, so the electronic control unit 30 determines “No” and proceeds to step S19. move on.

  In step S18, the electronic control unit 30 corresponds to (controls) the left front wheel corresponding to (controls) the control force Fc3 generated in the left rear wheel 13 so that no unnecessary change in the longitudinal force occurs in the traveling vehicle Ve. 11 control force Fc1 is maintained for a certain time. That is, as in step S14, the electronic control unit 30 performs the left front wheel corresponding to the left rear wheel 13 in which the idle running period occurs as schematically shown in FIGS. 5 (a) and 5 (b). The motor torque T1 generated by the 11 in-wheel motors 19 is held for a predetermined time according to the magnitude generated when the motor torque T3 is reversed. In this way, by maintaining (maintaining) the motor torque T1 by the in-wheel motor 19 of the left front wheel 11 for a certain period of time, the control that occurs on the left front wheel 11 while the left rear wheel 13 is idle. Since the force Fc1 is kept constant without changing, the control forces Fc1 and Fc3 (that is, the in-wheel motor 19 generated in the left front and rear wheels 11 and 13) are schematically shown in FIG. , 21 generated by the motor torques T1, T3) is constant. Thereby, the longitudinal force in the traveling vehicle Ve is maintained constant without changing. And if the electronic control unit 30 hold | maintains the control force Fc1 of the left front wheel 11 only for fixed time, it will progress to step S19.

  In step S19, the electronic control unit 30 reverses the resultant force generated at the right rear wheel 14 of the vehicle Ve currently traveling by the driving force F for traveling (specifically, from the driving force to the braking force). It is determined whether or not reversal has occurred. That is, the electronic control unit 30 performs the driving force Fd4 for realizing the driving force F for traveling required for traveling of the vehicle Ve according to the operation input by the driver, and the behavior of the vehicle body Bo in the same manner as in step S13. The resultant force is calculated by adding together the control force Fc4 for controlling the force. If the resultant force value is smaller than “0”, the resultant force is reversed, so it is determined as “Yes”. Proceed to step S20. On the other hand, if the sum of the driving force Fd4 and the control force Fc4 is equal to or greater than “0”, the resultant force is not reversed, so the electronic control unit 30 determines “No” and proceeds to step S29. Proceed and the execution of the control program at the time of braking / driving force reversal is temporarily terminated.

  In step S20, the electronic control unit 30 corresponds to (controls) the right front wheel corresponding to (controls) the control force Fc4 generated in the right rear wheel 14 so as not to cause an unnecessary change in the longitudinal force on the traveling vehicle Ve. 12 control forces Fc2 are held for a certain period of time. That is, as in step S14, the electronic control unit 30 performs the right front wheel corresponding to the right rear wheel 14 in which the idle running period occurs as schematically shown in FIGS. 5 (a) and 5 (b). The motor torque T2 by the twelve in-wheel motors 20 is held for a certain period of time due to the magnitude generated when the motor torque T4 is reversed. In this way, by maintaining (maintaining) the motor torque T2 by the in-wheel motor 20 of the right front wheel 12 for a certain period of time, the control that occurs on the right front wheel 12 during the idle running period of the right rear wheel 14 occurs. Since the force Fc2 is kept constant without changing, as schematically shown in FIG. 5C, the control forces Fc2 and Fc4 (that is, the in-wheel motor 20 generated in the right front and rear wheels 12 and 14). , 22 is the sum of the motor torques T2, T4) generated. Thereby, the longitudinal force in the traveling vehicle Ve is maintained constant without changing. When the electronic control unit 30 holds the control force Fc2 of the right front wheel 12 for a predetermined time, the electronic control unit 30 proceeds to step S29, and temporarily ends the execution of the control program at the time of braking / driving force reversal.

  On the other hand, if it determines with "No" in the said step S12, the electronic control unit 30 will perform each step process after step S21 performed when the driving force F for driving | running | working is calculated as braking force.

  In step S21, the electronic control unit 30 reverses the resultant force generated at the left front wheel 11 of the vehicle Ve that is currently traveling (decelerated) by the driving force F for traveling (specifically, from the braking force). It is determined whether or not (inversion to driving force) has occurred. Specifically, the electronic control unit 30 controls the braking force Fd1 for realizing the driving force Fd required for deceleration of the vehicle Ve according to the operation input by the driver and the behavior of the vehicle body Bo. The resultant force is calculated by adding the force Fc1. In this case, when the control force Fc1 is calculated as the driving force, and the absolute value of the driving force Fc1 is larger than the absolute value of the braking force Fd1 calculated as a negative value, the resultant force is determined by considering the sign. It becomes larger than a positive value, that is, “0”. That is, in this case, the resultant force is reversed, and an idle running period occurs until the backlash set in the speed reduction mechanism G1 is blocked. Therefore, if the resultant value obtained by adding the braking force Fd1 and the control force Fc1 is greater than “0”, the electronic control unit 30 determines “Yes” and proceeds to step S22. On the other hand, if the sum of the braking force Fd1 and the control force Fc1 is equal to or less than “0”, the resultant force is not reversed in the deceleration state, so the electronic control unit 30 determines “No”. Then, the process proceeds to step S23.

  In step S22, the electronic control unit 30 responds (balances) with the control force Fc1 generated at the left front wheel 11 so that unnecessary change in the longitudinal force does not occur in the traveling (decelerated) vehicle Ve. The control force Fc3 of the left rear wheel 13 is held for a certain time. More specifically, the resultant force is reversed in the left front wheel 11 by the determination process in step S21. That is, in the left front wheel 11, the motor torque T1 generated by the in-wheel motor 19 is reversed, in other words, the rotation direction of the in-wheel motor 19 is reversed. A free running period has occurred. At this time, if the corresponding in-wheel motor 21 of the left rear wheel 13 generates the motor torque T3 corresponding to the continuously increasing control force (braking force) Fc3, the vehicle Ve is decelerating. However, as described with reference to FIG. 3, the in-wheel motor 19 in which the idle running period occurs cancels out the motor torque T3 (that is, the control force (braking force) Fc3) generated by the in-wheel motor 21. Therefore, the longitudinal force changes in the vehicle Ve that is decelerating.

  Therefore, in step S22, the electronic control unit 30, as schematically shown in FIGS. 5 (a) and 5 (b), the left rear wheel corresponding to the left front wheel 11 in which the idle running period occurs due to the deceleration state. The motor torque T3 generated by the 13 in-wheel motors 21 is held for a predetermined time according to the magnitude generated when the motor torque T1 is reversed. In this way, by maintaining (maintaining) the motor torque T3 of the left rear wheel 13 by the in-wheel motor 21 for a certain period of time, it occurs in the left rear wheel 13 while the left front wheel 11 is idle. Since the control force Fc3 is kept constant without changing, as schematically shown in FIG. 5C, the control forces Fc1 and Fc3 (that is, the in-wheel motor 19) generated in the left front and rear wheels 11 and 13 are schematically shown. , 21 generated by the motor torques T1, T3) is constant. Thereby, the longitudinal force in the vehicle Ve decelerating is maintained constant without changing. When the electronic control unit 30 holds the control force Fc3 of the left rear wheel 13 for a predetermined time, the electronic control unit 30 proceeds to step S23.

  In step S23, the electronic control unit 30 reverses the resultant force generated on the right front wheel 12 of the vehicle Ve that is currently traveling (decelerated) by the driving force F for traveling (specifically, from the braking force). It is determined whether or not (inversion to driving force) has occurred. That is, in the same manner as in step S21, the electronic control unit 30 performs the braking force Fd2 for realizing the driving force F for traveling required for the deceleration of the vehicle Ve according to the operation input by the driver, and the behavior of the vehicle body Bo. The resultant force is calculated by adding together the control force Fc2 for controlling the force, and if the resultant force value is larger than “0”, the resultant force is reversed, so it is determined as “Yes”. Proceed to step S24. On the other hand, if the sum of the braking force Fd2 and the control force Fc2 is equal to or less than “0”, the resultant force is not reversed in the deceleration state, so the electronic control unit 30 determines “No”. Then, the process proceeds to step S25.

  In step S24, the electronic control unit 30 responds (balances) with the control force Fc2 generated at the right front wheel 12 so that no unnecessary change in the longitudinal force occurs in the traveling (decelerated) vehicle Ve. The control force Fc4 of the right rear wheel 14 is held for a certain time. That is, as in step S22, the electronic control unit 30 corresponds to the right front wheel 12 in which the idle running period occurs due to the deceleration state, as schematically shown in FIGS. 5 (a) and 5 (b). The motor torque T4 generated by the in-wheel motor 22 of the right rear wheel 14 is held for a certain period of time depending on the magnitude generated when the motor torque T2 is reversed. In this way, by maintaining (maintaining) the motor torque T4 of the right rear wheel 14 by the in-wheel motor 22 for a certain period of time, it occurs in the right rear wheel 14 while the right front wheel 12 is idle. Since the control force Fc4 is kept constant without changing, as schematically shown in FIG. 5C, the control forces Fc2 and Fc4 generated by the right front and rear wheels 12 and 14 (that is, the in-wheel motor). The sum of the motor torques T2 and T4) generated by 20 and 22 is constant. Thereby, the longitudinal force in the vehicle Ve decelerating is maintained constant without changing. And if the electronic control unit 30 hold | maintains the control force Fc4 of the right rear wheel 14 only for a fixed time, it will progress to step S25.

  In step S25, the electronic control unit 30 reverses the resultant force generated in the left rear wheel 13 of the vehicle Ve that is currently traveling (decelerated) by the traveling driving force F (specifically, the braking force). It is determined whether or not a reversal from the driving force to the driving force has occurred. That is, the electronic control unit 30 performs the braking force Fd3 for realizing the driving force F for traveling required for the deceleration of the vehicle Ve according to the operation input by the driver and the behavior of the vehicle body Bo in the same manner as in step S21. The resultant force is calculated by adding the control force Fc3 for controlling the force. If the resultant force value is larger than “0”, the resultant force is reversed, so it is determined as “Yes”. Proceed to step S26. On the other hand, if the sum of the braking force Fd3 and the control force Fc3 is equal to or less than “0”, the electronic control unit 30 determines “No” because the resultant force is not reversed in the deceleration state. Then, the process proceeds to step S27.

  In step S26, the electronic control unit 30 responds (balances) with the control force Fc3 generated at the left rear wheel 13 so that no unnecessary change in the longitudinal force occurs in the traveling (decelerating) vehicle Ve. ) Hold the control force Fc1 of the left front wheel 11 for a certain period of time. That is, the electronic control unit 30 corresponds to the left rear wheel 13 in which the idle running period occurs due to the deceleration state, as schematically shown in FIGS. 5A and 5B, similarly to step S22. The motor torque T1 generated by the in-wheel motor 19 of the left front wheel 11 is maintained for a certain time according to the magnitude generated at the time when the motor torque T3 is reversed. In this way, by maintaining (maintaining) the motor torque T1 by the in-wheel motor 19 of the left front wheel 11 for a certain period of time, the control that occurs on the left front wheel 11 while the left rear wheel 13 is idle. Since the force Fc1 is kept constant without changing, the control forces Fc1 and Fc3 (that is, the in-wheel motor 19 generated in the left front and rear wheels 11 and 13) are schematically shown in FIG. , 21 generated by the motor torques T1, T3) is constant. Thereby, the longitudinal force in the vehicle Ve decelerating is maintained constant without changing. When the electronic control unit 30 holds the control force Fc1 of the right rear wheel 14 for a predetermined time, the electronic control unit 30 proceeds to step S27.

  In step S27, the electronic control unit 30 reverses the resultant force generated at the right rear wheel 14 of the vehicle Ve currently traveling by the traveling driving force F (specifically, from the braking force to the driving force). It is determined whether or not reversal has occurred. That is, in the same manner as in step S21, the electronic control unit 30 performs the braking force Fd4 for realizing the driving force F for driving required for driving the vehicle Ve according to the operation input by the driver, and the behavior of the vehicle body Bo. The resultant force is calculated by adding the control force Fc4 for controlling the force, and if the resultant force value is greater than “0”, the resultant force is reversed, so it is determined as “Yes”. Proceed to step S28. On the other hand, if the sum of the braking force Fd4 and the control force Fc4 is “0” or less, the resultant force is not reversed in the deceleration state, so the electronic control unit 30 determines “No”. In step S29, execution of the braking / driving force reversal control program is temporarily terminated.

  In step S28, the electronic control unit 30 corresponds to (controls) the right front wheel corresponding to (controls) the control force Fc4 generated in the right rear wheel 14 so that no unnecessary change in the longitudinal force occurs in the traveling vehicle Ve. 12 control forces Fc2 are held for a certain period of time. That is, the electronic control unit 30 corresponds to the right rear wheel 14 in which the idle running period occurs due to the deceleration state, as schematically shown in FIGS. 5A and 5B, similarly to step S22. The motor torque T2 generated by the in-wheel motor 20 of the right front wheel 12 is maintained for a predetermined time according to the magnitude generated when the motor torque T4 is reversed. In this way, by maintaining (maintaining) the motor torque T2 by the in-wheel motor 20 of the right front wheel 12 for a certain period of time, the control that occurs on the right front wheel 12 during the idle running period of the right rear wheel 14 occurs. Since the force Fc2 is kept constant without changing, as schematically shown in FIG. 5C, the control forces Fc2 and Fc4 (that is, the in-wheel motor 20 generated in the right front and rear wheels 12 and 14). , 22 is the sum of the motor torques T2, T4) generated. Thereby, the longitudinal force in the vehicle Ve decelerating is maintained constant without changing. When the electronic control unit 30 holds the control force Fc2 of the right front wheel 12 for a predetermined time, the electronic control unit 30 proceeds to step S29, and temporarily ends the execution of the control program at the time of braking / driving force reversal.

  As can be understood from the above description, according to the above embodiment, the electronic control unit 30 drives the driving forces Fc1, Fc2 for realizing the driving force F for driving the vehicle Ve for each of the wheels 11-14. , Fc3, Fc4, and the resultant force of the control forces Fc1, Fc2, Fc3, Fc4 for controlling the behavior generated in the vehicle body Bo arranged on the spring of the vehicle Ve can be determined. If the resultant force is reversed, the wheels (left and right rear wheels 13, 14 or left and right front wheels 11, 12) corresponding to the wheel (left and right front wheels 11, 12 or left and right rear wheels 13, 14) where the resultant force is reversed are generated. The resultant force can be maintained for a certain time.

  Thereby, the resultant force of the entire vehicle Ve, in other words, the longitudinal force of the traveling vehicle Ve does not change during the idle running period generated in the left and right front wheels 11, 12 or the left and right rear wheels 13, 14. Accordingly, the in-wheel motors 19 and 20 or the in-wheel motors 21 and 22 transmit the motor torques T1 and T2 or the motor torques T3 and T4 as the resultant force is reversed at the left and right front wheels 11 and 12 or the left and right rear wheels 13 and 14, respectively. Phase delay (for example, backlash in the speed reduction mechanisms G1, G2 or speed reduction mechanisms G3, G4, etc.) occurs, and the transmission timing of motor torque T1, T2 or motor torque T3, T4 is delayed (deviation). However, the resultant force can be maintained by the wheel (the left and right rear wheels 13, 14 or the left and right front wheels 11, 12) corresponding to the wheel (the left and right front wheels 11, 12 or the left and right rear wheels 13, 14) in which the resultant force is reversed. Therefore, it is possible to effectively suppress a change in the longitudinal force of the traveling vehicle, and the driver does not feel uncomfortable (shock).

  The implementation of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the object of the present invention.

  For example, in the above embodiment, the electronic control unit 30 is controlled so as to independently control the control forces Fc1, Fc2, Fc3, and Fc4. In this case, the control forces Fc1 and Fc2 generated on the left and right front wheels 11 and 12 side and the left and right rear wheels 13 and 14 so as not to affect the longitudinal movement of the vehicle Ve, in other words, to cause acceleration or deceleration of the vehicle Ve. It is also possible to implement the control forces Fc3 and Fc4 generated on the sides in opposite directions and with the same absolute value. As a result, the driving force difference (or braking force difference) cancels out between the control forces Fc1, Fc2 generated on the left and right front wheels 11, 12 side and the control forces Fc3, Fc4 generated on the left and right rear wheels 13, 14 side. The same effect as the above embodiment can be expected.

  Moreover, in the said embodiment, it implemented so that the electronic control unit 30 might control the control force Fc1, Fc2, Fc3, Fc4 each independently. In this case, for example, after the electronic control unit 30 generates the front wheel side control force (driving force or braking force) generated by the left and right front wheels 11 and 12 in cooperation with the left and right rear wheels 13 and 14 in cooperation. It is also possible to implement the control force (drive force or braking force) on the wheel side. Also by this, the same effect as the above-mentioned embodiment can be expected.

    DESCRIPTION OF SYMBOLS 11, 12 ... Front wheel, 13, 14 ... Rear wheel, 15, 16, 17, 18 ... Suspension mechanism, 19, 20, 21, 22 ... Electric motor (in-wheel motor), 23 ... Inverter, 24 ... Power storage device, 25, 26, 27, 28 ... brake mechanism, 29 ... brake actuator, 30 ... electronic control unit, 31 ... operation state detection sensor, 32 ... motion state detection sensor, 33 ... disturbance detection sensor, G1, G2, G3, G4 ... deceleration mechanism , Ve ... vehicle, Bo ... body

Claims (4)

A driving force generating mechanism for independently transmitting driving force to a front wheel and a rear wheel disposed under a spring of the vehicle; and a driving force transmitted from the driving force generating mechanism to the front wheel and the rear wheel independently. Control means for generating a driving force for driving the vehicle by controlling and a resultant force of the control force for controlling the behavior generated in the vehicle body arranged on the spring of the vehicle at the front wheel and the rear wheel. In a vehicle driving force control device,
The control means is
When the front wheels and the direction of the resultant force to be generated in one of the front and rear wheels in a state in which the rear wheel is generating the traveling drive force in the traveling direction is reversed, it occurs in one of the front and rear wheels During the period in which the driving force from the driving force generating mechanism is not transmitted to one of the front wheel and the rear wheel as the direction of the resultant force is reversed,
The magnitude of the control force of the resultant force generated on the other of the front wheel and the rear wheel is constant without increasing or decreasing from the magnitude at the time when the direction of the resultant force generated on one of the front wheel and the rear wheel is reversed. A driving force control device for a vehicle, characterized in that the time is maintained. In the vehicle driving force control device according to claim 1 ,
The control means includes
Based on an operation state for driving the vehicle by a driver and a motion state generated in the vehicle body, a target driving force necessary for driving the vehicle is calculated and a behavior of the vehicle body is controlled. Calculate the target motion state quantity,
A driving force control device for a vehicle, wherein the driving force and the control force distributed to the front wheels and the rear wheels are calculated so as to realize the calculated target driving force and target motion state quantity. . In the vehicle driving force control device according to claim 2 ,
The control force distributed to the front wheels and the rear wheels so as to realize the calculated target driving force for driving and the target motion state quantity has the same magnitude and is in a reverse direction. Vehicle driving force control device. In the vehicle driving force control device according to any one of claims 1 to 3 ,
The driving force generation mechanism is an electric motor that is assembled to the front wheel and the rear wheel of the vehicle via a reduction mechanism, respectively.
The control means includes
A driving force control apparatus for a vehicle, wherein torque generated by the electric motor is controlled as driving force transmitted to the front and rear wheels in response to the resultant force.

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