JP5862273B2 - Vehicle behavior control device - Google Patents

Description

  The present invention relates to a vehicle behavior control apparatus that controls a driving force or a braking force generated by a vehicle wheel according to a behavior generated in a vehicle body.

  2. Description of the Related Art In recent years, a so-called in-wheel motor vehicle has been developed as an embodiment of an electric vehicle in which an electric motor (motor) is disposed in or near a wheel of the wheel and the wheel is directly driven by the electric motor. In this in-wheel motor system vehicle, the motor provided on each wheel is individually controlled to rotate, that is, the driving torque or the braking torque applied to each wheel is controlled by powering control or regenerative control of each motor individually. By individually controlling, the driving force and braking force of the vehicle can be appropriately controlled according to the traveling state.

  And the control apparatus which suppresses the behavior change of a vehicle body is proposed using the ability to control individually the drive torque or braking torque provided to each 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 braking / driving force control device that independently controls the braking / driving force of each driving wheel to control the roll behavior generated in the vehicle body. Further, Patent Document 3 below discloses a vehicle braking / driving force control device that controls the braking / driving force of each wheel individually to control the bouncing behavior generated in the vehicle body.

JP 2007-118898 A JP 2005-225373 A JP 2006-109642 A

  By the way, in each of the above conventional control devices, an in-wheel motor is provided on all the wheels (four wheels) of the vehicle, and the driving force and braking force of each wheel (that is, driving wheel) are individually (independently). By controlling, the behavior generated in the vehicle body (on the spring) is controlled using the suspension reaction force generated by the suspension mechanism. However, depending on the performance required for the vehicle and the allowable manufacturing cost, for example, an in-wheel motor is not necessarily provided on four wheels, as in a vehicle in which in-wheel motors are provided only on the left and right front wheels or the left and right rear wheels. Not provided. For this reason, it is not possible to execute vehicle body behavior control by applying each of the conventional control devices described above to a vehicle that does not include an in-wheel motor on all the wheels (four wheels). In general, in an in-wheel motor type vehicle, it is said that the vehicle vertical component (vertical component) of the suspension reaction force generated by driving the motor is large, and the behavior change of the vehicle body (vehicle) is likely to occur. Therefore, it is necessary to effectively control the behavior change of the vehicle body (vehicle) particularly in a vehicle in which all wheels (four wheels) are not provided with in-wheel motors.

  Also, assume that a vehicle having in-wheel motors on all wheels (four wheels) of the vehicle is in a turning state and roll behavior occurs in the vehicle body. In the situation where this roll behavior occurs, for example, according to the conventional control device shown in Patent Document 2, the driving force or braking force of the turning inner wheel (front and rear wheels) and the turning outer wheel (front and rear wheels) of the vehicle. By controlling each independently (independently), it is possible to apply a vertical force in the opposite direction in the left-right direction to the vehicle body, and to control the roll behavior independently of other behaviors.

  However, since the pitch behavior and bouncing behavior (heave behavior), which are vertical behaviors generated in the vehicle body, are both behaviors accompanied by vertical vibrations, they are difficult to control independently of each other. Specifically, the suspension mechanism of a vehicle generally has different characteristics (for example, the instantaneous rotation center position in the suspension mechanism) on the front wheel side and the rear wheel side from the viewpoint of riding comfort and braking posture. The vertical force generated on the wheel side and acting on (transmitting to) the vehicle body via the suspension mechanism may be different in magnitude. For this reason, for example, when one behavior (heave behavior or pitch behavior) is controlled as in the conventional control device disclosed in Patent Documents 1 and 3, it acts on the vehicle body due to the difference in the characteristics of the suspension mechanism described above. Because the magnitude of the vertical force is different between the front wheel side and the rear wheel side (becomes non-uniform), it may affect the other behavior (pitch behavior or heave behavior) and promote its generation . As a result, an unintended pitch behavior or heave behavior occurs with respect to the vehicle body.

  The present invention has been made in order to address the above-described problems, and one of its purposes is the driving force or braking force generated by the vehicle wheel according to the behavior generated in the vehicle body and the vehicle body. It is an object of the present invention to provide a vehicle behavior control device that integrates and controls the vertical force to be applied.

  In order to achieve the above object, a vehicle behavior control apparatus according to the present invention includes a power generation mechanism, a suspension mechanism, and control means.

  The power generation mechanism generates a driving force or a braking force independently on at least one of a front wheel and a rear wheel of the vehicle. The suspension mechanism connects the front wheel and the rear wheel arranged under the spring of the vehicle to a vehicle body arranged on the spring of the vehicle. The control means controls a driving force or a braking force generated on at least one of the front wheels and the rear wheels by at least the power generation mechanism in accordance with the behavior generated in the vehicle body.

  One of the characteristics of the vehicle behavior control device according to the present invention is that at least one of the suspension mechanisms for connecting the front wheels and the rear wheels to the vehicle body is a vertical force that generates a vertical force in the vertical direction of the vehicle. A generating means for actively applying the vertical force to the vehicle body, the control means being an operation state detecting means, a motion state detecting means, an input means, and a vehicle body behavior control value; It is provided with a calculation means, a driving force and vertical force calculation means, and an output means. In this case, if the power generation mechanism has an electric motor assembled to the wheels of the vehicle, the control means can further include a torque calculation means.

  The operation state detection means detects an operation state for driving the vehicle by the driver. Here, examples of the operation state to be detected include a driver's operation amount with respect to a steering wheel, a driver's operation amount with respect to an accelerator pedal, and a driver's operation amount with respect to a brake pedal. The motion state detection means detects a motion state generated in the vehicle body during vehicle travel. Here, as the motion state to be detected, the vertical acceleration in the vertical direction of the vehicle body arranged on the spring, the lateral acceleration in the horizontal direction of the vehicle body, the vehicle speed of the vehicle body (vehicle), the pitch rate generated in the vehicle body, the vehicle body Roll rate generated in the vehicle, yaw rate generated in the vehicle body (vehicle), and the like.

  The input means inputs at least the operation state detected by the operation state detection means and the motion state detected by the motion state detection means. Here, in addition to the operation state and the motion state described above, the stroke amount of the suspension mechanism, the vertical acceleration in the vertical direction under the spring including the wheels of the vehicle, and the like can be input.

  The vehicle body behavior control value calculation means calculates a target longitudinal driving force for driving the vehicle based on the operation state and the motion state input by the input means, and controls the behavior of the vehicle body. A plurality of target motion state quantities are calculated. Here, the plurality of target motion state quantities for controlling the behavior of the vehicle body include a target roll moment for controlling the roll behavior generated in the vehicle body, a target pitch moment for controlling the pitch behavior generated in the vehicle body, and the vehicle body (vehicle). The target yaw moment for controlling the yaw behavior generated in the vehicle and the target heave force for controlling the heave behavior accompanied by the vertical vibration generated in the vehicle body can be mentioned.

  The driving force and vertical force calculating means is configured so that the power generating mechanism is configured to realize the target longitudinal driving force and the plurality of target motion state quantities calculated by the vehicle body behavior control value calculating means. Driving force or braking force to be generated in at least one of the above and a vertical force applied to the vehicle body by the vertical force generating means of the suspension mechanism. In this case, based on the arrangement of the wheels and the suspension mechanism in the vehicle, geometrically determined so as to realize the target longitudinal driving force and the plurality of target motion state quantities calculated by the vehicle body behavior control value calculating means. By using the distribution, the driving force or the braking force by the power generation mechanism can be calculated, and the vertical force applied to the vehicle body by the vertical force generation means of the suspension mechanism can be calculated.

  The torque calculation means calculates a torque generated by the electric motor corresponding to the driving force or the braking force calculated by the driving force and vertical force calculation means, and outputs the torque to the output means.

  The output means outputs a signal indicating the driving force or braking force calculated by the driving force and vertical force calculating means to the power generation mechanism and outputs a signal indicating the vertical force to the vertical force of the suspension mechanism. Output to generating means. Here, the output means outputs a signal representing the torque computed by the torque computing means to the electric motor and outputs a signal representing the vertical force computed by the driving force and the vertical force computing means to the suspension mechanism. It is possible to output to the vertical force generating means. As a result, the power generation mechanism (electric motor) and the vertical force generation means of the suspension mechanism can be integrated and controlled, so that the vehicle can travel appropriately and roll behavior, pitch behavior, heave in the vehicle body can be achieved. Behavior, yaw behavior, etc. can be controlled simultaneously.

In another aspect of the vehicle behavior control apparatus according to the present invention, specifically, the power generation mechanism is provided on each of driving wheels which are one of left and right front wheels and left and right rear wheels of the vehicle. The suspension mechanism having a force generating means is provided on each of the driven wheels, which is the other of the left and right front wheels and the left and right rear wheels, and the vehicle body behavior control value calculating means is arranged so as to run the vehicle before and after the target. The driving force is calculated, and the target roll moment, the target pitch moment and the target yaw moment, or the target roll moment, the target yaw moment and the target heave force are calculated as the plurality of target motion state quantities. The driving force and vertical force calculating means realizes the target longitudinal driving force calculated by the vehicle body behavior control value calculating means. In addition, the power generation mechanism generates the drive wheels so as to realize the target roll moment, the target pitch moment, and the target yaw moment, or the target roll moment, the target yaw moment, and the target heave force. The driving force or the braking force and the vertical force applied to the vehicle body by the vertical force generating means of the suspension mechanism may be calculated.

  According to this, even in a situation where a power generation mechanism (electric motor) is provided only on the two wheels of the left and right front wheels or the left and right rear wheels in the vehicle, the power generation mechanism provided on the drive wheels (two wheels) By integrating and controlling the vertical force generating means of the suspension mechanism provided on the driven wheels (two wheels), the vehicle can be driven appropriately, and the roll behavior, pitch behavior and yaw behavior in the vehicle body can be achieved. Alternatively, the roll behavior, heave behavior and yaw behavior can be controlled simultaneously.

1 is a schematic diagram schematically illustrating a configuration of a vehicle to which a vehicle behavior control device according to a first embodiment of the present invention can be applied. FIG. 2 is a functional block diagram functionally representing a behavior control computer program process executed by the electronic control unit of FIG. 1 according to the first embodiment of the present invention. It is a figure for demonstrating the roll behavior, pitch behavior, heave behavior, and yaw behavior used as behavior control object. In the vehicle of FIG. 1, when a driving force is generated in the driving wheel and a driving force difference in the front-rear direction is generated, a force input to the vehicle body and a force input to the vehicle body by a suspension mechanism having an actuator provided on the driven wheel. It is a figure for demonstrating. FIG. 6 is a schematic diagram schematically illustrating a configuration of a vehicle to which a vehicle behavior control device according to a second embodiment of the present invention can be applied. FIG. 6 is a functional block diagram functionally representing behavior control computer program processing executed by the electronic control unit of FIG. 5 according to the second embodiment of the present invention. FIG. 6 is a diagram for explaining a force input to the vehicle body and a force input to a vehicle body by a suspension mechanism having an actuator when a longitudinal driving force difference occurs in the vehicle of FIG. 5.

a. First Embodiment Hereinafter, a first embodiment 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 behavior control apparatus 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.

  In the first embodiment, the suspension mechanism on either side of the suspension mechanisms 15 and 16 on the left and right front wheels 11 and 12 side or the suspension mechanisms 17 and 18 on the left and right rear wheels 13 and 14 side is provided on the upper and lower sides of the vehicle Ve. The suspension has vertical force generating means for generating vertical force in the direction, and is configured as a so-called active suspension capable of controlling the vertical force. In the following description, as will be described later, the suspension mechanisms 15 and 16 in the left and right front wheels 11 and 12 that are driven wheels are active suspensions, and the suspension mechanisms 17 and 18 in the left and right rear wheels 13 and 14 that are driving wheels are described. An example of a normal suspension having a shock absorber will be described. Therefore, when the left and right front wheels 11 and 12 are drive wheels, the suspension mechanisms 15 and 16 are normal suspensions, and when the left and right rear wheels 13 and 14 are driven wheels, the suspension mechanisms 17 and 18 are active suspensions. .

  As schematically shown in FIG. 1, the suspension mechanisms 15 and 16 include suspension springs 15a and 16a and actuators 15b and 16b as vertical force generating means. The suspension springs 15a and 16a absorb vibration transmitted from the road surface to the vehicle body Bo via the left and right front wheels 11 and 12, and for example, metal coil springs or air springs are employed. Although not shown in detail, the actuators 15b and 16b have an electric motor as a drive source, and a ball screw mechanism including a ball screw and a ball nut for converting the rotational motion of the electric motor into a linear motion. Accordingly, when the electric motor rotates the ball screw constituting the ball screw mechanism, the actuators 15b and 16b expand and contract by moving the ball screw in the axial direction by the ball screw nut screwed to the ball screw. Accordingly, in the suspension mechanisms 15 and 16 including the actuators 15b and 16b, the vertical force can be input to the vehicle body Bo by the expansion and contraction of the actuators 15b and 16b. The actuators 15b and 16b are not limited to those in which the operation is electrically controlled and the vertical force is input to the vehicle body Bo as described above. For example, the actuators 15b and 16b are operated by hydraulic pressure and are applied to the vehicle body Bo. Anything may be used, such as input.

  The suspension mechanisms 17 and 18, more specifically, the suspension mechanisms 17 and 18 on the side not configured as the active suspension are well-known suspensions having a normal shock absorber as schematically shown in FIG. A known suspension such as a mold suspension or a wishbone suspension can be employed. In the present invention, the well-known suspension structure is not directly related, and the description thereof is omitted.

  In the first embodiment, as shown in FIG. 1, electric motors 19 and 20 are incorporated in the wheels of left and right rear wheels 13 and 14 that are drive wheels. The left and right rear wheels 13 and 14 are connected to each other through a power transmission. 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 or braking force generated on the left and right rear wheels 13 and 14 can be independently controlled. . In the following description, when motors are provided on the left and right front wheels 11 and 12 as drive wheels, the motors 21 and 22 (in-wheel motors 21 and 22) are provided.

  Each of these in-wheel motors 19 and 20 (and in-wheel motors 21 and 22 to be described later) is constituted by, for example, an AC synchronous motor, and is connected to a direct current of a power storage device 24 such as a battery or a capacitor via an inverter 23. The electric power is converted into alternating current power, and the alternating current power is supplied to each in-wheel motor 19, 20 (and each in-wheel motor 21, 22 described later) to drive (that is, power running), the left and right rear wheels 13, 14 (and left and right front wheels 11, 12 to be described later) are given drive torque. The in-wheel motors 19 and 20 (and in-wheel motors 21 and 22 described later) perform regenerative control using rotational energy of the left and right rear wheels 13 and 14 (and left and right front wheels 11 and 12 described later). Is also possible. That is, during regeneration and power generation of the in-wheel motors 19 and 20 (and the in-wheel motors 21 and 22 described later), the rotational (kinetic) energy of the left and right rear wheels 13 and 14 (and the left and right front wheels 11 and 12 described later) is The in-wheel motors 19 and 20 (and in-wheel motors 21 and 22 described later) are converted into electric energy, and the 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 rear wheels 13, 14 (and left and right front wheels 11, 12 described later). Accordingly, the in-wheel motors 19 and 20 (and in-wheel motors 21 and 22 described later), the inverter 23, and the power storage device 24 constitute a power generation mechanism of the present invention.

  Each wheel 11-14 is provided with brake mechanisms 25, 26, 27, and 28, 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 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). Is connected to a brake actuator 29 for actuating.

  The actuators 15b and 16b, the inverter 23 and the brake actuator 29 of the suspension mechanisms 15 and 16 include the vertical force of the suspension mechanisms 15 and 16 (more specifically, the actuators 15b and 16b), the rotational state of the in-wheel motors 19 to 22, and These are connected to electronic control units 30 that control the operating states of the brake mechanisms 25 to 28, respectively. 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. For this reason, the electronic control unit 30 includes an operation state detection sensor 31 as an 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. From each signal from the various sensors and the inverter 23, including a motion state detection sensor 32 as a motion state detection means for detecting a motion state generated in (2) and a disturbance detection sensor 33 for detecting a disturbance acting on the traveling vehicle Ve. The 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) 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 brake sensor that detects an operation amount (depression amount, angle, pressure, etc.) by the driver with respect to a brake pedal (not shown). 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 a vehicle body Bo ( A vehicle speed sensor for detecting the vehicle speed of the vehicle Ve), a pitch rate sensor for detecting the pitch rate generated in the vehicle body Bo (vehicle Ve), a roll rate sensor for detecting the roll rate generated in the vehicle body Bo (vehicle Ve), the vehicle A yaw rate sensor for detecting the yaw rate generated in Ve is configured. 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 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, from the control of the running state of the vehicle Ve, the electronic control unit 30 performs this operation when the driver is operating the accelerator pedal, for example, based on the signal input from the operation state detection sensor 31. The required driving force according to the accelerator operation amount accompanying the vehicle, that is, the driving force that should be generated by the left and right rear wheels 13 and 14 as driving wheels by each in-wheel motor 19 and 20 in order to drive the vehicle Ve. it can. In addition, the electronic control unit 30 is based on the signal input from the operation 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 25 to 28 can cooperate to calculate the braking force that should be generated by the wheels 11 to 14. Then, the electronic control unit 30 receives a signal input from the inverter 23, specifically, a signal indicating the amount of electric power or current supplied to each in-wheel motor 19 or 20 during powering control, or each input during regenerative control. Based on the signals representing the electric energy and current values regenerated from the wheel motors 19 and 20, the in-wheel motors 19 and 20 generate an output torque (motor torque) corresponding to the required driving force, corresponding to the required braking force. Output torque (motor torque) to be generated is generated in each in-wheel motor 19, 20.

  Thereby, the electronic control unit 30 controls the operation of the brake mechanisms 25 to 28 via the brake actuator 29 and the signal for powering control or regenerative control of the rotation of the in-wheel motors 19 and 20 via the inverter 23, respectively. Can output a signal. Accordingly, 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 operation 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 29, that is, the brake mechanisms 25 to 28, respectively. . Even when the left and right front wheels 11 and 12 are drive wheels and the in-wheel motors 21 and 22 are provided, the electronic control unit 30 controls the above-described in-wheel motors 19 and 20 through the inverter 23 in exactly the same manner.

  On the other hand, the electronic control unit 30 can control the behavior of the vehicle body Bo (vehicle Ve) based on signals input from the operation state detection sensor 31, the movement state detection sensor 32, and the disturbance detection sensor 33. Hereinafter, the behavior control of the vehicle body Bo will be described in detail.

  When the electronic control unit 30 controls the behavior of the vehicle body Bo (vehicle Ve), the vertical forces generated by the actuators 15b and 16b of the suspension mechanisms 15 and 16 and the in-wheel motors 19 and 20, respectively. The driving force (or braking force) generated by is integrated and controlled. And by this integrated control, in this 1st Embodiment, the electronic control unit 30 controls the roll behavior, the pitch behavior, and the yaw behavior as the behavior generated in the vehicle body Bo (vehicle Ve) while driving the vehicle Ve. . Therefore, as shown in FIG. 2, the electronic control unit 30 includes an input unit 41 as an input unit, a vehicle body behavior control command value calculation unit 42 as a vehicle body behavior control value calculation unit, a driving force and a vertical force calculation unit. A driving force / vertical force calculation unit 43, a motor torque command value calculation unit 44 as a torque calculation unit, and an output unit 45 as an output unit are provided.

  In the input unit 41, signals are input from each of the operation state detection sensor 31, the motion state detection sensor 32, and the disturbance detection sensor 33. Based on the signal input from the operation state detection sensor 31, the input unit 41, for example, the steering angle of the steering wheel by the driver, the accelerator operation amount accompanying the operation of the accelerator pedal, and the brake operation accompanying the operation of the brake pedal. Get quantity etc. Further, the input unit 41, for example, the vehicle speed of the vehicle body Bo (vehicle Ve), the roll rate, the pitch rate, the yaw rate in the vehicle body Bo (vehicle Ve), and the like based on the signal input from the motion state detection sensor 32. To get. Furthermore, the input unit 41 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, and the like based on the signal input from the disturbance detection sensor 33. As described above, when the various detection values are acquired, the input unit 41 outputs the acquired various detection values to the vehicle body behavior control command value calculation unit 42.

  The vehicle body behavior control command value calculation unit 42 calculates the target longitudinal drive force Fx as a control command value for running the vehicle Ve using the various detection values input from the input unit 41. Further, the vehicle body behavior control command value calculation unit 42 uses a control command value for controlling the behavior generated in the vehicle body Bo (vehicle Ve), that is, a plurality of target motion state quantities, as shown in FIG. The target roll moment Mx around the longitudinal axis (roll axis) passing through Cg, the target pitch moment My around the left / right axis (pitch axis) passing through the center of gravity Cg of the vehicle Ve, and the vertical axis passing through the center of gravity Cg of the vehicle Ve (yaw) The target yaw moment Mz around the axis) is calculated. For the calculation of the target longitudinal driving force Fx, the target roll moment Mx, the target pitch moment My, and the target yaw moment Mz, a well-known calculation method can be adopted, and a detailed description thereof will be omitted. Briefly explain.

  First, for the target longitudinal driving force Fx generated by the in-wheel motors 19 and 20 to drive the vehicle Ve, the vehicle body behavior control command value calculation unit 42 receives, for example, the accelerator operation amount and brake input from the input unit 41. Using each detected value such as the operation amount and the vehicle speed, a target longitudinal driving force Fx having a predetermined relationship with each detected value is calculated. For the target roll moment Mx for controlling the roll behavior generated in the vehicle body Bo, for example, the steering angle, vehicle speed, roll rate, and road surface unevenness input from the input unit 41 by the vehicle body behavior control command value calculation unit 42 are large. Using each detected value such as the magnitude of the wind and the influence of cross wind, a target roll moment Mx having a predetermined relationship with each detected value is calculated. For the target pitch moment My for controlling the pitch behavior generated in the vehicle body Bo, the vehicle body behavior control command value calculation unit 42, for example, inputs the accelerator operation amount, the brake operation amount, the vehicle speed, and the road surface unevenness input from the input unit 41. The target pitch moment My having a predetermined relationship with each of these detected values is calculated using each detected value such as the magnitude of. For the target yaw moment Mz for controlling the yaw behavior generated in the vehicle body Bo (vehicle Ve), for example, the vehicle body behavior control command value calculation unit 42 calculates the steering angle, vehicle speed, yaw rate, and crosswind input from the input unit 41. Using each detected value such as the magnitude of influence, a target yaw moment Mz having a predetermined relationship with each detected value is calculated.

  Thus, when the target longitudinal driving force Fx, the target roll moment Mx, the target pitch moment My, and the target yaw moment Mz are calculated, the vehicle body behavior control command value calculation unit 42 calculates the calculated target longitudinal driving force Fx, target roll moment Mx. The command values representing the target pitch moment My and the target yaw moment Mz are output to the driving force / vertical force calculator 43.

In the driving force and vertical force calculation unit 43, each driving force generated by distributing the target front / rear driving force Fx represented by the command value output from the vehicle body behavior control command value calculation unit 42 to the left and right rear wheels 13, 14. Is calculated. Further, in the driving force and vertical force calculation unit 43, the target roll moment Mx, the target pitch moment My, and the target yaw moment Mz represented by each command value output from the vehicle body behavior control command value calculation unit 42 are converted into the vehicle Ve. In order to generate at the position of the center of gravity Cg, it distributes to the suspension mechanisms 15 and 16 (more specifically, the actuators 15b and 16b) in the left and right front wheels 11 and 12, and distributes to the left and right rear wheels 13 and 14, respectively. Each driving force to be generated is calculated. That is, the driving force / vertical force calculating unit 43 roughly represents the target longitudinal driving force Fx, the target roll moment Mx, the target pitch moment My, and the target yaw moment Mz as shown in FIG. Left front vertical force Fzfl generated by the actuator 15b of the suspension mechanism 15 in the left front wheel 11, right front vertical force Fzfr generated by the actuator 16b of the suspension mechanism 16 in the right front wheel 12, and left rear generated by the in-wheel motor 19 in the left rear wheel 13. The driving force Fxrl and the right rear driving force Fxrr generated by the in-wheel motor 20 in the right rear wheel 14 are calculated.

  Here, Formula 1 will be specifically described with reference to FIGS. 1 and 4. Now, as schematically shown in FIG. 4, as a geometrical arrangement of the wheels 11 to 14 and the suspension mechanisms 15 to 18 of the vehicle Ve, the center of gravity Cg and the left and right front wheels 11, Lf is the distance between the twelve axles and Lr is the distance between the center of gravity Cg of the vehicle Ve and the axles of the left and right rear wheels 13, 14, and as shown in FIG. The tread width is tf, and the tread width of the left and right rear wheels 13 and 14 is tr. Further, in the vehicle Ve having such a geometric arrangement, in the first embodiment, the instantaneous rotation center Cr of the suspension mechanisms 17 and 18 and the left and right rear wheels 13 of the left and right rear wheels 13 and 14 that are drive wheels. , 14 is defined as θr (hereinafter referred to as instantaneous rotation angle θr).

  In this case, the driving force difference ΔF in the front-rear direction between the left and right front wheels 11 and 12 that are driven wheels and the left and right rear wheels 13 and 14 that are driving wheels, that is, left and right rear wheels 13 and 14 that are driving wheels. When the rear driving force Fxrl and the right rear driving force Fxrr are generated, the suspension mechanisms 17 and 18 in the left and right rear wheels 13 and 14 have a component force of the generated driving force difference ΔF, that is, the suspension mechanism 17 as shown in FIG. , 18 can generate a vertical force (= ΔF × tan θr) acting in the vertical direction (vertical direction). FIG. 4 shows a situation in which the left and right rear wheels 13 and 14 as driving wheels generate a driving force to generate a driving force difference ΔF, but the left and right rear wheels 13 and 14 generate a braking force and drive. Needless to say, there exists a situation that causes a force difference ΔF. On the other hand, in the suspension mechanisms 15 and 16 in the left and right front wheels 11 and 12, as shown in FIG. 4, the actuators 15b and 16b each have a vertical force (= a left front vertical force Fzfl and a vertical front force) acting in the vertical direction (vertical direction) of the vehicle Ve. The right front vertical force Fzfr) can be generated.

  Therefore, when the behavior is controlled by applying the vertical force input to the vehicle body Bo around the center of gravity Cg of the vehicle Ve, the wheels 11 to 14 and the suspension mechanisms 15 to 18 of the vehicle Ve that are geometrically determined are controlled. By following Formula 1 in consideration of the arrangement and the balance of forces and moments around the center of gravity Cg of the vehicle Ve, the left front vertical force Fzfl and right front vertical force Fzfr generated by the suspension mechanisms 15 and 16 and the in-wheel motors 19 and 20 The left rear driving force Fxrl and the right rear driving force Fxrr generated by the left and right rear wheels 13, 14 that are provided driving wheels can be determined.

  The left front vertical force Fzfl, the right front vertical force Fzfr, the left rear driving force Fxrl, and the right rear driving force Fxrr determined according to Equation 1 are generated around the center of gravity Cg of the vehicle Ve relative to the vehicle body Bo. The calculated target roll moment Mx, target pitch moment My, and target yaw moment Mz can be generated. Therefore, the left front vertical force Fzfl on the left front wheel 11, the right front vertical force Fzfr on the right front wheel 12, the left rear driving force Fxrl on the left rear wheel 13 and the right rear driving force Fxrr on the right rear wheel 14 are calculated based on the above formula 1. Thus, the behavior of the vehicle body Bo (vehicle Ve) can be controlled by generating the calculated target roll moment Mx, target pitch moment My, and target yaw moment Mz around the center of gravity Cg at the same time. As described above, when the left front vertical force Fzfl, the right front vertical force Fzfr, the left rear driving force Fxrl and the right rear driving force Fxrr are calculated according to Equation 1, the driving force and vertical force calculating unit 43 calculates the left front vertical force Fzfl and the right front vertical force While outputting the force Fzfr to the output unit 45, the left rear driving force Fxrl and the right rear driving force Fxrr are output to the motor torque command value calculation unit 44.

  Returning to FIG. 2 again, in the motor torque command value calculation unit 44, each in-wheel motor 19, corresponding to the left rear driving force Fxrl and the right rear driving force Fxrr calculated by the driving force and vertical force calculating unit 43, 20 calculates the motor torque to be generated. That is, as shown in FIG. 4, the motor torque command value calculation unit 44 uses the tire radius R of the left rear wheel 13 (or not shown) with respect to the left rear drive force Fxrl supplied from the drive force and vertical force calculation unit 43. The motor torque Trl generated by the in-wheel motor 19 is calculated by multiplying the gear ratio of the speed reducer. Similarly, the motor torque command value calculation unit 44 applies the tire radius R of the right rear wheel 14 (or a reduction gear not shown) to the right rear driving force Fxrr supplied from the driving force and vertical force calculation unit 43. The motor torque Trr generated by the in-wheel motor 20 is calculated. Then, the motor torque command value calculation unit 44 outputs the calculated motor torque Trl and motor torque Trr to the output unit 45.

  The output unit 45 obtains the left front vertical force Fzfl and right front vertical force Fzfr calculated by the driving force and vertical force calculation unit 43, and the motor torque Trl and motor torque Trr calculated by the motor torque command value calculation unit 44. . Then, the output unit 45 outputs drive signals corresponding to the left front vertical force Fzfl and right front vertical force Fzfr to the actuators 15b and 16b of the suspension mechanisms 15 and 16 via a drive circuit (not shown), and the motor torque Trl and motor torque are output. A drive signal corresponding to Trr is output to the inverter 23. As a result, the actuators 15b and 16b of the suspension mechanisms 15 and 16 and the in-wheel motors 19 and 20 are integrally controlled, and the actuator 15b of the suspension mechanism 15 in the left front wheel 11 generates a left front vertical force Fzfl and inputs it to the vehicle body Bo. The actuator 16b of the suspension mechanism 16 in the right front wheel 12 generates a left front vertical force Fzfr and inputs it to the vehicle body Bo. The inverter 23 causes the in-wheel motor 19 to generate a motor torque Trl and causes the in-wheel motor 20 to generate a motor torque Trr. As a result, the left rear wheel 13 generates a left rear driving force Fxrl, whereby the suspension mechanism 17 inputs a vertical force (= Fxrl × tan θr) as a reaction force to the vehicle body Bo, and the right rear wheel 14 has a right rear driving force. By generating Fxrr, the suspension mechanism 18 inputs a vertical force (= Fxrr × tan θr) as a reaction force to the vehicle body Bo.

  As a result, the vehicle Ve can be appropriately traveled according to the operation state by the driver, and the behavior of the vehicle body Bo (vehicle Ve), that is, the roll behavior, the pitch behavior, and the yaw behavior can be controlled simultaneously.

  As can be understood from the above description, according to the first embodiment, in-wheel motors 19 and 20 are provided only on the two left and right rear wheels 13 and 14 that are driving wheels in the vehicle Ve. Even in such a case, the vehicle Ve can be appropriately controlled by integrating and controlling the in-wheel motors 19 and 20 and the actuators 15b and 16b of the suspension mechanisms 15 and 16 provided on the left and right front wheels 11 and 12 as driven wheels. While being able to drive, the roll behavior, pitch behavior, and yaw behavior in the vehicle body Bo can be controlled simultaneously.

b. Modified Example of First Embodiment In the first embodiment, the roll behavior, the pitch behavior, and the yaw behavior are assumed to be controlled object behaviors generated in the vehicle Ve (vehicle body Bo). In this case, the pitch behavior is such that the front side (the left and right front wheels 11 and 12 side) and the rear side (the left and right rear wheels 13 and 14 side) of the vehicle body Bo are respectively arranged around the pitch axis extending in the left and right direction of the vehicle Ve. This is a behavior generated by vertical vibration in an antiphase manner. Here, as the behavior accompanied by the vertical vibration generated in the vehicle body Bo, as shown in FIG. 3, the center of gravity Cg position of the vehicle Ve vibrates in the vertical direction, that is, the front side of the vehicle body Bo (the left and right front wheels 11, 12 side). ) And the rear side (left and right rear wheels 13 and 14 side) have a heave behavior in which the top and bottom vibrations are in phase. Therefore, in the vehicle Ve configured as in the first embodiment, instead of the pitch behavior, the same kind of heave behavior can be controlled simultaneously with the roll behavior and the yaw behavior in the sense of vertical vibration. Hereinafter, although the modification of this 1st Embodiment is demonstrated in detail, the same code | symbol is attached | subjected to the same part as the said 1st Embodiment, and the detailed description is abbreviate | omitted.

  Also in this modification, the vehicle Ve is provided with in-wheel motors 19 and 20 only on the left and right rear wheels 13 and 14 side, and actuators 15b and 16b are provided only on the suspension mechanisms 15 and 16 on the left and right front wheels 11 and 12 side. . That is, in the vehicle Ve, the left and right rear wheels 13 and 14 are drive wheels, and the suspension mechanisms 15 and 16 on the left and right front wheels 11 and 12 that are driven wheels are active suspensions. As in the first embodiment, the electronic control unit 30 in this modified example also has an input unit 41, a vehicle behavior control command value calculation unit 42, a driving force and vertical force calculation unit 43, as shown in FIG. The motor torque command value calculation unit 44 and the output unit 45 are provided. However, in this modification, the vehicle body behavior control command value calculating unit 42 controls the target longitudinal driving force Fx for driving the vehicle Ve, the target roll moment Mx for controlling the roll behavior, and the yaw behavior. In addition to calculating the target yaw moment Mz, the target heave for controlling (suppressing) the vertical vibration at the position of the center of gravity Cg of the vehicle Ve, in other words, the vertical vibration generated in the vehicle body Bo (on the spring). It is slightly different in that the force Fz is calculated.

  The vehicle body behavior control command value calculation unit 42 in this modified example calculates a target heave force Fz that suppresses vertical vibration using, for example, the vertical acceleration generated in the vehicle body Bo input from the input unit 41 and the mass of the vehicle body Bo. . Then, the vehicle body behavior control command value calculation unit 42 in this modified example calculates the target longitudinal driving force Fx, the target roll moment Mx, the target yaw moment Mz, and the target heave force Fz. Each command value representing Mx, target yaw moment Mz, and target heave force Fz is output to the driving force / vertical force calculator 43.

  As in the first embodiment, the driving force and vertical force calculating unit 43 in this modification uses the target front / rear driving force Fx represented by the command value output from the vehicle body behavior control command value calculating unit 42 as the left and right rear wheels. Each driving force to be generated by being distributed to 13, 14 is calculated. On the other hand, the driving force and vertical force calculation unit 43 in this modified example uses the target roll moment Mx, the target yaw moment Mz, and the target heave force Fz represented by each command value output from the vehicle body behavior control command value calculation unit 42. In order to generate at the position of the center of gravity Cg of the vehicle Ve, the vertical force generated by the suspension mechanisms 15 and 16 (more specifically, the actuators 15b and 16b) in the left and right front wheels 11 and 12 and the left and right rear wheels 13 and 14 are generated. Each driving force that is distributed and generated is calculated. That is, the driving force and vertical force calculating unit 43 in this modification example is a suspension mechanism for the left front wheel 11 according to the following equation 2 using the target longitudinal driving force Fx, the target roll moment Mx, the target yaw moment Mz, and the target heave force Fz. Left front vertical force Fzfl generated by the 15 actuators 15b, right front vertical force Fzfr generated by the actuator 16b of the suspension mechanism 16 in the right front wheel 12, left rear driving force Fxrl generated by the in-wheel motor 19 in the left rear wheel 13, and right rear The right rear driving force Fxrr generated by the in-wheel motor 20 in the wheel 14 is calculated.

  In this modification, the center of gravity of the vehicle Ve with respect to the vehicle body Bo is generated by generating a left front vertical force Fzfl, a right front vertical force Fzfr, a left rear driving force Fxrl, and a right rear driving force Fxrr, which are determined according to the above equation 2, respectively. The behavior of the vehicle body Bo (vehicle Ve) can be controlled by simultaneously generating the calculated target roll moment Mx, target yaw moment Mz, and target heave force Fz around Cg. As described above, the left front vertical force Fzfl and the right front vertical force Fzfr calculated according to Equation 2 are output to the output unit 45 as in the first embodiment, and the left rear driving force Fxrl and the right rear driving force are output. Fxrr is converted into motor torques Trl and Trr to be generated by the in-wheel motors 19 and 20 by the motor torque calculator 44 and output to the output unit 45 in the same manner as in the first embodiment.

  The output unit 45 outputs drive signals corresponding to the left front vertical force Fzfl and right front vertical force Fzfr to the actuators 15b and 16b of the suspension mechanisms 15 and 16 via a drive circuit (not shown), as in the first embodiment. The motor torque Trl and the drive signal corresponding to the motor torque Trr are output to the inverter 23. Thus, the actuator 15b of the suspension mechanism 15 in the left front wheel 11 generates a left front vertical force Fzfl and inputs it to the vehicle body Bo, and the actuator 16b of the suspension mechanism 16 in the right front wheel 12 generates a left front vertical force Fzfr and generates it in the vehicle body Bo. input. On the other hand, the inverter 23 causes the in-wheel motor 19 to generate a motor torque Trl and causes the in-wheel motor 20 to generate a motor torque Trr. As a result, the left rear wheel 13 generates a left rear driving force Fxrl, whereby the suspension mechanism 17 inputs a vertical force (= Fxrl × tan θr) as a reaction force to the vehicle body Bo, and the right rear wheel 14 has a right rear driving force. By generating Fxrr, the suspension mechanism 18 inputs a vertical force (= Fxrr × tan θr) as a reaction force to the vehicle body Bo.

  As a result, in this modified example, the vehicle Ve can be appropriately driven according to the operation state by the driver, and the behavior in the vehicle body Bo (vehicle Ve), that is, the roll behavior, the heave behavior, and the yaw behavior are simultaneously observed. Can be controlled.

c. Second Embodiment In the first embodiment and its modifications, the in-wheel motors 19 and 20 are provided only on the left and right rear wheels 13 and 14 side of each wheel 11 to 14 of the vehicle Ve, and the left and right front wheels The suspension mechanisms 15 and 16 on the 11th and 12th sides are implemented as active suspensions having actuators 15b and 16b. In the first embodiment, the controlled object behavior of the vehicle body Bo (vehicle Ve) is assumed to be roll behavior, pitch behavior, and yaw behavior. In the modified example, the controlled object behavior is roll behavior, heave behavior, and yaw behavior. Therefore, the actuators 15b and 16b of the suspension mechanisms 15 and 16 and the in-wheel motors 19 and 20 are integratedly controlled so as to suppress these three behaviors simultaneously.

  As described above, both the pitch behavior and the heave behavior are behaviors accompanied by vertical vibrations in the vehicle body Bo. For example, the characteristics of the suspension mechanisms 15 and 16 on the left and right front wheels 11 and 12 side and the left and right rear wheels 13 and Due to the difference in the characteristics of the suspension mechanisms 17 and 18 on the 14 side, mutual coupling occurs, and when one of the pitch behavior and heave behavior (for example, pitch behavior) is controlled, the other (for example, heave behavior) occurs. It becomes easy to do. Therefore, it is desirable that these pitch behavior and heave behavior are controlled simultaneously and independently. In other words, it is desirable that the four behaviors of the roll behavior, the pitch behavior, the heave behavior, and the yaw behavior are simultaneously controlled independently as the control target behavior of the vehicle body Bo (vehicle Ve). In this case, each of the wheels 11 to 14 is controlled. In-wheel motors 19 to 22 are provided, and at least one of the suspension mechanisms 15 to 18 is an active suspension. Hereinafter, although this 2nd Embodiment is described in detail, the same code | symbol is attached | subjected to the same part as the said 1st Embodiment, and the detailed description is abbreviate | omitted.

  As shown in FIG. 5, the vehicle Ve in the second embodiment includes in-wheel motors 19 and 20 on the left and right rear wheels 13 and 14, and in-wheel motors 21 and 22 on the left and right front wheels 11 and 12. Is provided. That is, in this 2nd Embodiment, each wheel 11-14 becomes a driving wheel. Further, in the second embodiment, as a necessary minimum configuration, only the suspension mechanism 15 in the left front wheel 11 is configured as an active suspension provided with an actuator 15b. Other configurations are the same as those in the first embodiment except that the suspension mechanism 16 is a known suspension including a normal shock absorber as shown in FIG. In the second embodiment, the suspension mechanism 15 is assumed to be an active suspension. However, any of the other suspension mechanisms 16, the suspension mechanism 17, or the suspension mechanism 18 may be an active suspension. Needless to say. In the second embodiment, only the suspension mechanism 15 is an active suspension, but a plurality of suspension mechanisms among the suspension mechanisms 15 to 18 may be an active suspension.

  In the second embodiment, the electronic control unit 30 includes the driving force (or braking force) generated by each of the in-wheel motors 19 to 22 provided on the wheels 11 to 14 and the actuator of the suspension mechanism 15. By integrating and controlling the vertical force generated by 15b, the vehicle Ve is caused to travel, and the roll behavior, pitch behavior, heave behavior, and yaw behavior as behaviors generated on the vehicle body Bo (on the spring) are simultaneously controlled. Therefore, as shown in FIG. 6, the electronic control unit 30 in the second embodiment also includes an input unit 41, a vehicle body behavior control command value calculation unit 42, a driving force and vertical force calculation unit 43, and a motor as torque calculation means. A torque command value calculation unit 44 and an output unit 45 are provided.

  However, in the second embodiment, the vehicle body behavior control command value calculation unit 42 controls the target longitudinal driving force Fx for driving the vehicle Ve, the target roll moment Mx for controlling the roll behavior, and the pitch behavior. The target pitch moment My for controlling the yaw behavior, the target yaw moment Mz for controlling the yaw behavior, and the target heave force Fz for controlling the heave behavior are slightly different. In the second embodiment, as shown in FIG. 6, the output unit 45 includes motor torques Tfl, Tfr, Trl, which will be described later on in-wheel motors 19 to 22 provided on the wheels 11 to 14, respectively. It differs slightly in that Trr is output and a driving signal corresponding to the left front vertical force Fzfl is output to the actuator 15b of the suspension mechanism 15.

  In this second embodiment, the vehicle body behavior control command value calculation unit 42 calculates the target longitudinal driving force Fx, the target roll moment Mx, the target pitch moment My, and the target yaw moment Mz as in the first embodiment. To do. The vehicle body behavior control command value calculation unit 42 also calculates the target heave force Fz in the second embodiment as in the modification of the first embodiment.

  In the second embodiment, when the target longitudinal driving force Fx, the target roll moment Mx, the target pitch moment My, the target yaw moment Mz, and the target heave force Fz are calculated, the vehicle body behavior control command value calculation unit 42 calculates The command values indicating the target longitudinal driving force Fx, the target roll moment Mx, the target pitch moment My, the target yaw moment Mz, and the target heave force Fz are output to the driving force and vertical force calculation unit 43.

  The driving force and vertical force calculating unit 43 in the second embodiment is generated by distributing the target longitudinal driving force Fx represented by the command value output from the vehicle body behavior control command value calculating unit 42 to each wheel 11-14. Each driving force to be calculated is calculated. Further, the driving force and vertical force calculating unit 43 in the second embodiment includes a target roll moment Mx, a target pitch moment My, a target yaw moment represented by each command value output from the vehicle body behavior control command value calculating unit 42. In order to generate the Mz and the target heave force Fz at the position of the center of gravity of the vehicle Ve, the respective driving forces distributed and generated to the wheels 11 to 14 are calculated. Further, the driving force and vertical force calculation unit 43 in the second embodiment includes a target roll moment Mx, a target pitch moment My, a target yaw moment represented by each command value output from the vehicle body behavior control command value calculation unit 42. In order to generate the Mz and the target heave force Fz at the center of gravity position of the vehicle Ve, the vertical force generated by the actuator 15b of the suspension mechanism 15 in the left front wheel 11 is calculated. In other words, the driving force and vertical force calculating unit 43 in the second embodiment follows the following equation 3 using the target longitudinal driving force Fx, the target roll moment Mx, the target pitch moment My, the target yaw moment Mz, and the target heave force Fz. Left precursor power Fxfl generated by the in-wheel motor 21 in the left front wheel 11, right precursor power Fxfr generated by the in-wheel motor 22 in the right front wheel 12, and left rear drive force Fxrl generated by the in-wheel motor 19 in the left rear wheel 13. In addition, a right rear driving force Fxrr generated by the in-wheel motor 20 in the right rear wheel 14 is calculated, and a left front vertical force Fzfl generated by the actuator 15b of the suspension mechanism 15 in the left front wheel 11 is calculated.

ただし、前記式３中におけるθfは、図７に示すように、左右前輪１１のサスペンション機構１５，１６（特に、サスペンション機構１６）の瞬間回転中心Ｃｆと左右前輪１１，１２の接地点とを結ぶ線と水平線との間の角度を表す。尚、以下の説明においては、この角度θfを瞬間回転角θfと称呼する。

However, θf in the above equation 3 connects the instantaneous rotation center Cf of the suspension mechanisms 15 and 16 (particularly the suspension mechanism 16) of the left and right front wheels 11 and the ground contact point of the left and right front wheels 11 and 12, as shown in FIG. Represents the angle between a line and a horizontal line. In the following description, this angle θf is referred to as an instantaneous rotation angle θf.

  In the second embodiment, for example, as shown in FIG. 7, the left precursor power Fxfl on the left and right front wheels 11, 12 side, the right precursor power Fxfr, and the left rear drive force Fxrl on the left and right rear wheels 13, 14 side, When a driving force difference ΔF in the front-rear direction occurs between the right rear driving force Fxrr, it acts in the vertical direction (vertical direction) as a reaction force of the suspension mechanisms 15 to 18 as a component of the generated driving force difference ΔF. A vertical force (= ΔF × tan θf and ΔF × tan θr) can be generated. Furthermore, in the suspension mechanism 15 in the left front wheel 11, as shown in FIG. 7, the actuator 15b can generate a vertical force (= left front vertical force Fzfl) that acts in the vertical direction of the vehicle Ve. Accordingly, the left precursor power Fxfl, the right precursor power Fxfr, the left rear driving force Fxrl, and the right rear driving force Fxrr determined according to the above Equation 3 are generated, and the left front vertical force Fzfl is generated, thereby generating the vehicle body Bo. Thus, the calculated target roll moment Mx, target pitch moment My, target yaw moment Mz and target heave force Fz can be generated simultaneously around the center of gravity Cg of the vehicle Ve, and the behavior of the vehicle body Bo (vehicle Ve) is controlled. can do.

  FIG. 7 shows a case where the driving forces Fxrl and Fxrr generated on the left and right rear wheels 13 and 14 are larger than the driving forces Fxfl and Fxfr generated on the left and right front wheels 11 and 12, respectively. As a result, a driving force difference ΔF generated on the left and right front wheels 11 and 12 side is generated as a braking force acting relatively on the rear side of the vehicle Ve, and a driving force difference ΔF generated on the left and right rear wheels 13 and 14 side is relatively. The situation which generate | occur | produces as driving force which acts ahead of the vehicle Ve is shown. Therefore, conversely, when the driving forces Fxfl and Fxfr generated on the left and right front wheels 11 and 12 side are larger than the driving forces Fxrl and Fxrr generated on the left and right rear wheels 13 and 14, respectively, the left and right front wheels 11 and 12 side. Is generated as a driving force acting relatively on the front side of the vehicle Ve, and a driving force difference ΔF generated on the left and right rear wheels 13 and 14 side is relatively controlled on the rear side of the vehicle Ve. Needless to say, it is generated as power.

  In the second embodiment, the driving force and vertical force calculating unit 43 uses the left precursor power Fxfl, the right precursor power Fxfr, the left rear driving force Fxrl, and the right rear driving force Fxrr calculated according to Equation 3 as the motor torque. While outputting to the calculation unit 44, the left front vertical force Fzfl is output to the output unit 45.

  The motor torque command value calculation unit 44 in the second embodiment corresponds to the left precursor power Fxfl, right precursor power Fxfr, left rear drive force Fxrl, and right rear drive force Fxrr calculated by the drive force and vertical force calculator 43. Then, the motor torque to be generated by each in-wheel motor 19-22 is calculated. That is, the motor torque command value calculation unit 44 uses the motor torque Trl and the motor for the left rear driving force Fxrl and the right rear driving force Fxrr generated at the left and right rear wheels 13 and 14 as in the first embodiment. Calculate torque Trr. Then, as shown in FIG. 7, the motor torque command value calculation unit 44 uses the tire radius R of the left front wheel 11 (or a reduction gear not shown) with respect to the left precursor power Fxfl supplied from the driving force and vertical force calculation unit 43. The motor torque Tfl generated by the in-wheel motor 21 is calculated. Similarly, the motor torque command value calculation unit 44 uses the tire radius R of the right front wheel 12 (or the gear ratio of a reduction gear not shown) with respect to the right precursor power Fxfr supplied from the driving force and vertical force calculation unit 43. ) To calculate the motor torque Tfr generated by the in-wheel motor 22. Then, the motor torque command value calculation unit 44 outputs the calculated motor torques Tfl, Tfr, Trl, Trr to the output unit 45.

  The output unit 45 in the second embodiment acquires the left front vertical force Fzfl calculated by the driving force and vertical force calculation unit 43 and the motor torques Tfl, Tfr, Trl, Trr calculated by the motor torque command value calculation unit 44. To do. Then, in order to integrally control the actuator 15b of the suspension mechanism 15 and the in-wheel motors 19 to 22, the output unit 45 sends a drive signal corresponding to the left front vertical force Fzfl to the suspension mechanism 15 via a drive circuit (not shown). It outputs to the actuator 15b and outputs a drive signal corresponding to the motor torques Tfl, Tfr, Trl, Trr to the inverter 23. Thereby, the actuator 15b of the suspension mechanism 15 in the left front wheel 11 generates the left front vertical force Fzfl and inputs it to the vehicle body Bo. Similarly to the first embodiment, the inverter 23 generates the motor torque Trl in the in-wheel motor 19 and the motor torque Trr in the in-wheel motor 20 and the motor torque Tfl in the in-wheel motor 21. A motor torque TFr is generated in the in-wheel motor 22. As a result, the left precursor power Fxfl, the right precursor power Fxfr, the left rear drive force Fxrl, and the right rear drive force Fxrr are generated at the wheels 11 to 14, respectively, and the suspension mechanisms 15 to 18 each have a vertical force as a reaction force. Is input to the vehicle body Bo.

  As a result, the vehicle Ve can be appropriately driven according to the operation state by the driver, and the behavior in the vehicle body Bo (vehicle Ve), that is, the roll behavior, the pitch behavior, the heave behavior, and the yaw behavior can be controlled simultaneously. Can do.

  As can be understood from the above description, according to the second embodiment, the in-wheel motors 21 and 22 are provided on the left and right front wheels 11 and 12 in the vehicle Ve, and the in-wheel motor 19 and the left and right rear wheels 13 and 14 are provided. 20 and the suspension mechanism 15 in the left front wheel 11 includes the actuator 15a, so that the in-wheel motors 19 to 22 and the actuator 15b of the suspension mechanism 15 are integrated and controlled, so that the roll behavior and yaw In addition to the behavior, the pitch behavior and the heave behavior coupled to each other can be controlled simultaneously and independently. Therefore, the vehicle Ve can be appropriately traveled, and the four behaviors of the vehicle body Bo, that is, the roll behavior, the pitch behavior, the heave behavior, and the yaw behavior can be controlled simultaneously.

  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 first embodiment and the modifications thereof, the left and right rear wheels 13 and 14 that are drive wheels are provided with in-wheel motors 19 and 20 that are power generation mechanisms. In the second embodiment, the drive wheels are Each of the wheels 11 to 14 was implemented with in-wheel motors 19 to 22 as a power generation mechanism. In this case, if each of the wheels constituting the driving wheels among the wheels 11 to 14 can generate a driving force independently, it is limited to incorporating a power generation mechanism in each driving wheel. Any configuration may be adopted without any problem.

  Specifically, the power generation mechanism is driven by independently applying a predetermined rotational force to each axle (unsprung member) that rotatably supports the drive wheels of the wheels 11 to 14. It is possible to employ a configuration that generates a driving force in the wheel. However, when adopting such a modified configuration, the instantaneous rotation angles θf and θr described in the above embodiments and modifications are the center point of the axle that supports the drive wheels and the suspension mechanisms 15 to 18. Is an angle formed by a line segment connecting the instantaneous rotation centers Cf and Cr and a horizontal line. Then, the left front vertical force Fzfl and the right front vertical force Fzfr are calculated according to the equations 1 to 3 using the instantaneous rotation angle θf and the instantaneous rotation angle θr, and the left precursor power Fxfl, the right precursor power Fxfr, and the left rear drive By calculating the force Fxrl and the right rear driving force Fxrr, the same effects as those of the above-described embodiments and modifications can be obtained.

  In the second embodiment, the left precursor power Fxfl, the right precursor power Fxfr, the left rear drive force Fxrl, and the right rear drive force Fxrr calculated by the drive force and vertical force distribution calculation unit 43 are independently controlled. Was carried out as follows. In this case, the driving force generated on the left and right front wheels 11 and 12 side and the left and right rear wheels 13 and 14 side so as not to affect the longitudinal movement of the vehicle Ve, in other words, to cause acceleration / deceleration of the vehicle Ve ( (Or braking force) can be performed in opposite directions and with the same absolute value. As a result, the same effects as those of the second embodiment can be obtained, and an unnecessary driving force difference in the front-rear direction can be suppressed, and the front-rear driving force Fx required for running the vehicle Ve. Can be effectively prevented.

  Furthermore, in the said 2nd Embodiment, it implemented so that the driving force and vertical force distribution calculating part 43 might each calculate the left precursor power Fxfl, the right precursor power Fxfr, the left rear driving force Fxrl, and the right rear driving force Fxrr. In this case, for example, the driving force and vertical force distribution calculating unit 43 causes the front wheel side driving force generated by the left and right front wheels 11 and 12 to cooperate and the rear wheel side generated by the left and right rear wheels 13 and 14 in cooperation. It is also possible to implement so as to calculate the respective driving forces. Also by this, the same effect as the second embodiment can be obtained.

  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, DESCRIPTION OF SYMBOLS 26,27,28 ... Brake mechanism, 29 ... Brake actuator, 30 ... Electronic control unit, 31 ... Operation state detection sensor, 32 ... Movement state detection sensor, 33 ... Disturbance detection sensor, 41 ... Input part, 42 ... Body behavior control Command value calculation unit, 43 ... Driving force distribution calculation unit, 44 ... Motor torque command value calculation unit, 45 ... Output unit, Ve ... Vehicle, Bo ... Vehicle body

Claims (3)

A power generation mechanism for generating a driving force or a braking force independently on at least one of a front wheel and a rear wheel of the vehicle, and a vehicle body in which the front wheel and the rear wheel disposed under the spring of the vehicle are respectively disposed on the spring of the vehicle Vehicle behavior control comprising: a suspension mechanism coupled to the vehicle; and a control means for controlling a driving force or a braking force generated on at least one of the front wheels and the rear wheels by at least the power generation mechanism according to the behavior generated in the vehicle body A device,
At least one of the suspension mechanisms for connecting the front wheels and the rear wheels to the vehicle body has vertical force generating means for generating vertical force in the vertical direction of the vehicle, and Power is actively applied,
The control means is
Operation state detection means for detecting an operation state for driving the vehicle by the driver;
A motion state detecting means for detecting a motion state generated in the vehicle body during vehicle travel;
Input means for inputting at least the operation state detected by the operation state detection means and the motion state detected by the motion state detection means;
Based on the operation state and the motion state input by the input means, a target longitudinal driving force for driving the vehicle and a plurality of target motion state quantities for controlling the behavior of the vehicle body are calculated. Vehicle body behavior control value calculating means,
The power generation mechanism generates a driving force or a control force generated on at least one of the front wheels and the rear wheels so as to realize the target longitudinal driving force and the plurality of target motion state quantities calculated by the vehicle body behavior control value calculating means. Driving force and vertical force calculating means for calculating power and vertical force applied to the vehicle body by the vertical force generating means of the suspension mechanism;
A signal indicating the driving force or braking force calculated by the driving force and vertical force calculating means is output to the power generating mechanism, and a signal indicating the vertical force is output to the vertical force generating means of the suspension mechanism. Output means,
The power generation mechanism is provided on each of the drive wheels which are one of the left and right front wheels and the left and right rear wheels of the vehicle, and the suspension mechanism having the vertical force generation means is the other of the left and right front wheels and the left and right rear wheels. It is provided for each driven wheel,
The vehicle body behavior control value calculating means calculates the target longitudinal driving force for driving the vehicle, and controls the roll behavior generated in the vehicle body as the plurality of target motion state quantities, the vehicle body controlling the yaw behavior occurring in the target pitch moment and the vehicle body for controlling the pitch behavior that occurred at the target yaw moment, or, the target roll moment, the target yaw moment and the heave behavior with vertical vibration generated in the vehicle body The target heave force to be controlled is calculated so as to control each of the behaviors simultaneously,
The driving force and vertical force calculating means realizes the target longitudinal driving force calculated by the vehicle body behavior control value calculating means, and the target roll moment, the target pitch moment and the target yaw moment, or the target A driving force or a braking force generated by the power generation mechanism on the drive wheel and a vertical force generation means of the suspension mechanism are provided on the vehicle body so as to realize a roll moment, the target yaw moment, and the target heave force. A vehicle behavior control device that calculates a vertical force to be applied. In the vehicle behavior control device according to claim 1 ,
The driving force and vertical force calculating means are
Based on the arrangement of the wheels and the suspension mechanism in the vehicle, the distribution is determined geometrically so as to realize the target longitudinal driving force and the plurality of target motion state quantities calculated by the vehicle body behavior control value calculating means. And a vehicle behavior control device characterized by calculating a driving force or a braking force by the power generation mechanism and calculating a vertical force applied to the vehicle body by the vertical force generation means of the suspension mechanism. In the vehicle behavior control device according to claim 1 or 2 ,
The power generation mechanism has an electric motor assembled to a vehicle wheel,
The control means further comprises:
Torque calculating means for calculating a torque generated by the electric motor corresponding to the driving force or the braking force calculated by the driving force and vertical force calculating means;
The vehicle behavior control device characterized in that the torque calculated by the torque calculating means is output to the output means.

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