JP5942643B2 - Vehicle system vibration control device - Google Patents

Description

  The present invention relates to a vehicle system vibration control device that suppresses an estimated sprung behavior of a vehicle body during driving by correction control of driving torque.

  2. Description of the Related Art Conventionally, a driving force control device for a vehicle is known in which driving torque and wheel speed are input, vehicle vibration is estimated from these differential values, and driving torque is controlled to suppress vehicle vibration (for example, Patent Document 1).

JP 2009-247157 A

  However, in the conventional driving force control device, although the vehicle body vibration due to the torque fluctuation input is included in the vibration suppression control object, the sprung turning behavior by steering is not included in the control object. There was a problem that the improvement effect of the steering response could not be expected.

  The present invention has been made paying attention to the above problem, and an object thereof is to provide a vehicle system vibration control device that prevents a driver from feeling uncomfortable in a driving scene in which a steering wheel is taken due to a road surface disturbance.

In order to achieve the above object, the vehicle body vibration control device of the present invention provides a front wheel load so as to assist a steering response to a change in steering angle from a steering angle sensor as a control object of vehicle body vibration control by correcting drive torque. The load application behavior control system is provided with a road surface disturbance determination unit and a control gain change processing unit.
The road surface disturbance determination unit determines whether the change in the steering angle from the steering angle sensor is due to a driver operation or a road surface disturbance.
The control gain change processing unit changes the control gain so as to suppress the assist of the steering response to the change in the steering angle when the change in the steering angle is determined to be due to the road surface disturbance by the road surface disturbance determination unit.

For example, in the load addition behavior control system, the steering angle information is acquired only from the steering angle sensor, and it is not determined whether the steering is performed by the driver or the steering by the steering wheel caused by road surface disturbance (such as rutting). To do. In this case, the steering response of the vehicle is improved even when steering is not intended by the driver. For this reason, there is a possibility of giving the driver a sense of incongruity by assisting with easy turning even though it is not the intention of the driver.
On the other hand, the road surface disturbance determination unit determines whether the change in the steering angle from the steering angle sensor is due to a driver operation or due to a road surface disturbance. When the control gain change processing unit determines that the change in the steering angle is caused by the road surface disturbance by the road surface disturbance determination unit, the control gain is set so as to suppress the assist of the steering response to the change in the steering angle. Be changed. Therefore, assist that makes it easy to turn is suppressed against steering due to road surface disturbance (such as rutting) that is not intended by the driver.
In this way, by changing the control gain so as to suppress the steering response assist for changes in the steering angle due to road surface disturbances that are not intended by the driver, this is given to the driver in a driving scene where the steering wheel is taken due to road surface disturbances. A sense of incongruity can be prevented.

1 is an overall system configuration diagram showing an engine vehicle to which a vehicle system vibration control device of Embodiment 1 is applied. It is a control block diagram which shows the control program structure in the engine control module in the engine vehicle system of Example 1. FIG. It is a control block diagram which shows the vehicle system vibration control apparatus in the engine control module of Example 1. FIG. 6 is a schematic diagram showing that the tire is displaced in the front-rear direction when the suspension strokes in the description of the suspension stroke calculation unit of the first embodiment. It is a front-wheel tire displacement nonlinear characteristic figure which shows an example of the relationship characteristic of the front-back and up-down direction displacement of a wheel center based on the suspension geometry in the suspension stroke calculation part which has in the input conversion part of Example 1. FIG. It is a rear-wheel tire displacement nonlinear characteristic figure which shows an example of the relational characteristic of the front-back and up-down direction displacement of a wheel center based on the suspension geometry in the suspension stroke calculation part which has in the input conversion part of Example 1. FIG. It is a vehicle model figure which shows what represented the vehicle model which has in the vehicle body vibration estimation part of Example 1 graphically. It is a block diagram which shows the structure of the 1st-3rd regulator part which has in the torque command value calculation part of Example 1, the 1st-3rd tuning gain setting part, and an adder. It is a gain function explanatory drawing which shows the function which each regulator gain set to the 1st-3rd regulator part which has in the torque command value calculation part of Example 1 exhibits. It is a block diagram which shows the detailed structure of the road surface disturbance response control part which the torque command value calculation part of Example 1 has. 6 is a flowchart illustrating a road surface disturbance determination processing configuration in a road surface disturbance determination unit of the road surface disturbance response control unit according to the first embodiment. It is a gain change table | surface which shows the value of the control gain for load addition by the non-driver steering determination flag by plan A, B, C, D of Example 1, and a change form. 6 is a flowchart illustrating an example of a configuration for changing a third tuning gain (= load-adding control gain) in a third tuning gain change processing unit of the road surface disturbance response control unit according to the first embodiment. It is a flowchart which shows the flow of the vehicle structure vibration control process performed in the engine control module of Example 1. FIG. It is explanatory drawing of the basic effect | action of vehicle structure vibration control, and shows the driving condition (a), the time chart (b) of an axle torque characteristic, and the time chart (c) of a pitch angular velocity characteristic. It is a principle explanatory view showing basic principles of “improvement of steering response”, “suppression of load fluctuation”, and “suppression of roll speed”, which are the effects aimed at the vehicle system vibration control of the first embodiment. It is a logic block diagram which shows the logic detail of the vehicle structure vibration control of Example 1. FIG. Pitch rate (no control), steering input, control command value (= drive torque command value), pitch rate (after control) representing the effect realized during steering in a vehicle equipped with the vehicle system vibration control device of the first embodiment. It is a time chart which shows the contrast characteristic of a yaw rate (after control) and a roll rate (after control). It is operation | movement explanatory drawing which shows the difference of the order of the steering angle change by driver operation, and the order of the steering angle change by a road surface disturbance. It is a time chart which shows each characteristic of the sensor signal from a steering angle sensor, the sensor signal from a road surface disturbance sensor, and a non-driver steering determination flag when there is a road surface disturbance. The time chart which shows the control gain characteristic in proposal A, B, C, and D in which the change pattern of the load addition control gain is different when the non-driver steering determination flag is changed from 0 → 1 and 1 → 0. is there. It is a block diagram which shows the detailed structure of the road surface disturbance response control part which has in the torque command value calculation part of Example 2. FIG. FIG. 10 is a gain change table showing final control gain values and change modes for non-driver steering determination flags according to plans A and B of Example 2. FIG. 12 is a time chart showing a change in final control gain with respect to a non-driver steering determination flag according to plans A and B of Example 2. It is a block diagram which shows the detailed structure of the road surface disturbance response control part which has in the torque command value calculation part of Example 3. FIG. It is a steering angle input change table | surface which shows the value (basic process) of the steering angle after the input process with respect to the non-driver steering determination flag by plan A, B of Example 3, and a change mode (transient process). It is explanatory drawing which shows the detail of the rate limiter used by the transient process by the plan A of Example 3, and B. It is a time chart which shows the change of the actual steering angle with respect to the non-driver steering determination flag by plan A of Example 3, and the steering angle after input processing. It is a block diagram which shows the detailed structure of the road surface disturbance response control part which has in the torque command value calculation part of Example 4. FIG. 14 is a gain change table showing control gains α and β values and change modes for non-driver steering determination flags according to plans A and B of Example 4. 14 is a time chart showing changes in control gains α and β with respect to a non-driver steering determination flag according to plans A and B of Example 4.

  Hereinafter, the best mode for realizing the vehicle system vibration control device of the present invention will be described based on Examples 1 to 4 shown in the drawings.

First, the configuration will be described.
The configuration in the first embodiment is defined as [overall system configuration], [internal configuration of engine control module], [input conversion unit configuration of vehicle system vibration control device], [vehicle body vibration estimation unit configuration of vehicle system vibration control device], [ The torque command value calculation unit configuration of the vehicle system vibration control device] and the [road disturbance response control unit configuration] will be described separately.

[Overall system configuration]
FIG. 1 is an overall system configuration diagram illustrating an engine vehicle to which the vehicle system vibration control device of the first embodiment is applied. The overall system configuration will be described below with reference to FIG.
Here, “vehicle system vibration control” has a function of suppressing vehicle body vibration by appropriately controlling the drive torque by the vehicle actuator (“engine 106” in the first embodiment) in accordance with the vibration of the vehicle body. Refers to control. In the vehicle system vibration control of the first embodiment, the effect of improving the yaw response at the time of steering, the effect of improving the linearity at the time of steering, and the effect of suppressing the roll behavior are also obtained.

  As shown in FIG. 1, the engine vehicle to which the vehicle system vibration control device of the first embodiment is applied is a rear wheel drive vehicle by manual shift, and includes an engine control module (ECM) 101 and an engine 106. Yes.

  The engine control module 101 (hereinafter referred to as “ECM101”) performs drive torque control of the engine 106. This ECM101 is connected to the steering wheel 110 and signals from wheel speed sensors 103FR, 103FL, 103RR, 103RL connected to the left and right front wheels 102FR, 102FL (driven wheel) and the left and right rear wheels 102RR, 102RL (drive wheel). A signal from the steering angle sensor 111 is input. Further, a signal from the brake stroke sensor 104 that detects the driver operation amount to the brake pedal and a signal from the accelerator opening sensor 105 that detects the driver operation amount to the accelerator pedal are input. A torque command value for driving the engine 106 is calculated according to these input signals, and the torque command value is sent to the engine 106.

  The engine 106 generates a drive torque according to the torque command value from the ECM 101, and the generated drive torque is increased / decreased by the MT transmission 107 according to the shift operation of the driver. The drive torque changed by the MT transmission 107 is further changed by the shaft 108 and the differential gear 109 and transmitted to the left and right rear wheels 102RR and 102RL to drive the vehicle.

[Internal configuration of engine control module]
The vehicle structure vibration control device is configured in the form of a control program in the ECM 101, and FIG. 2 shows a block configuration representing the control program in the ECM 101. Hereinafter, the internal configuration of the ECM 101 will be described with reference to FIG.

  As shown in FIG. 2, the ECM 1101 includes a driver request torque calculation unit 201, a torque command value calculation unit 202, and a vehicle system vibration control device 203.

  The driver request torque calculation unit 201 inputs the brake operation amount information by the driver from the brake stroke sensor 104 and the accelerator operation amount information by the driver from the accelerator opening sensor 105, and calculates the driver request torque.

  The torque command value calculation unit 202 includes a torque command value obtained by adding the correction torque value from the vehicle system vibration control device 203 to the driver request torque from the driver request torque calculation unit 201, and other in-vehicle systems (for example, VDC and TCS). Etc.) is input. Based on the input information, a drive torque command value for the engine 106 is calculated.

  The vehicle system vibration control device 203 has a three-part configuration including an input conversion unit 204, a vehicle body vibration estimation unit 205, and a torque command value calculation unit 206. The input conversion unit 204 converts sensing information from the vehicle acquired during traveling into wheel input. The vehicle body vibration estimation unit 205 estimates the sprung behavior of the vehicle body using each wheel input from the input conversion unit 204 and the vehicle model. The torque command value calculation unit 206 suppresses the sprung behavior of the vehicle body based on the sprung behavior state quantity (bounce speed, bounce amount, pitch speed, pitch angle) of the vehicle body estimated by the vehicle body vibration estimation unit 205. The correction torque value is calculated.

[Configuration of input converter of vehicle system control device]
Based on FIGS. 3-6, the structure of the input conversion part 204 is demonstrated among the vehicle structure vibration control apparatuses 203 of 3 parts structure.

  The input conversion unit 204 converts sensing information from the vehicle into an input format (specifically, a dimension of torque or force applied to the wheels) to the vehicle model 307 used in the subsequent vehicle body vibration estimation unit 205. As shown in FIG. 3, the input conversion unit 204 includes a drive torque conversion unit 301, a high-pass filter 316, a suspension stroke calculation unit 302, a vertical force conversion unit 303, a vehicle body speed estimation unit 304, and a turning behavior estimation. A unit 305 and a turning resistance calculating unit 306. In the input conversion unit 204, as input to the vehicle body vibration estimation unit 205, the drive shaft end torque Tw, the front wheel vertical force Ff and the rear wheel vertical force Fr, the front wheel turning resistance force Fcf, and the rear wheel turning resistance force Fcr , Is calculated.

<Calculation configuration of drive shaft end torque Tw>
The drive torque converter 301 adds the gear ratio to the driver request torque from the driver request torque calculator 201 and converts the engine end torque to the drive shaft end torque Tw. Here, the gear ratio is calculated from the ratio of the wheel speed (the average left and right rotational speed of the drive wheel) and the engine rotational speed. This gear ratio is the total gear ratio of the MT transmission 107 and the differential gear 109.

<Configuration for calculating front and rear wheel vertical forces Ff and Fr>
The high-pass filter 316 removes low-order steady components from the wheel speed signals from the wheel speed sensors 103FR, 103FL, 103RR, and 103RL. As the high-pass filter 316, a low-order filter having high stability and low calculation load is used.

The suspension stroke calculation unit 302 calculates the suspension stroke speed and the suspension stroke amount based on the wheel speed information after the high-pass filter process. When the suspension strokes, as shown in FIG. 4, the tire also has a displacement in the front-rear direction, and this relationship is determined by the suspension geometry of the vehicle. This is illustrated in FIGS. 5 and 6, which show nonlinear characteristics, whereas this relationship is approximated by a linear characteristic having an inclination near the origin. Then, assuming that the slope coefficients of the front and rear wheels by linear approximation are respectively the suspension geo gains KgeoF and KgeoR, the vertical displacements Zf and Zr of the front and rear wheels have the following relationship with respect to the front and rear positions xtf and xtr of the tire.
Zf = KgeoF · xtf (1)
Zr = KgeoR xtr (2)
Here, the front and rear positions xtf and xtr of the tire are estimated from wheel speed differential values representing wheel speed fluctuations. For example, when traveling on an uneven road, which is a road surface disturbance, when the tire rides on a convex portion, the wheel speed is reduced and the tire is displaced in the vehicle rearward direction with respect to the vehicle body. On the other hand, when the tire gets over the convex portion, the wheel speed is accelerated, and the tire is displaced in the vehicle front direction with respect to the vehicle body. Therefore, if the acceleration / deceleration of the tire is determined based on whether the wheel speed differential value is positive or negative, the front and rear positions xtf and xtr of the tire can be estimated based on the absolute value of the wheel speed differential value.
Therefore, when the suspension gains KgeoF, KgeoR and the front and rear positions xtf, xtr of the tire are determined, the vertical displacements Zf, Zr of the front and rear wheels are obtained by the above equations (1), (2).
When the above equations (1) and (2) are differentiated with respect to time, the tire longitudinal speed and the tire vertical speed are obtained, and the suspension stroke speed and the suspension stroke amount are calculated using this relationship.

  In the vertical force conversion unit 303, the spring coefficient and the damping coefficient are added to the suspension stroke speed and the suspension stroke amount calculated by the suspension stroke calculation unit 302, respectively, and the sum is taken to obtain the front wheel vertical force Ff and the rear wheel. Convert to vertical force Fr.

<Calculation configuration of front and rear wheel turning resistance forces Fcf and Fcr>
The vehicle body speed estimation unit 304 outputs the wheel speed average value of the driven wheels 102FR and 102FL among the wheel speed information as the vehicle body speed V (= vehicle speed V).

  In the turning behavior estimation unit 305, the vehicle body speed V from the vehicle body speed estimation unit 304 and the steering angle from the steering angle sensor 111 are input, the tire turning angle δ is calculated from the steering angle, and a well-known linear two-wheel model Is used to calculate the yaw rate γ and the vehicle body slip angle βv.

The turning resistance calculation unit 306 inputs the yaw rate γ, the vehicle body slip angle βv, and the tire turning angle δ from the turning behavior estimation unit 305, and calculates a front wheel turning resistance force Fcf and a rear wheel turning resistance force Fcr by driver steering. . That is, based on the yaw rate γ, the vehicle body slip angle βv, and the tire turning angle δ, the tire slip angles βf and βr of the front and rear wheels, which are tire side slip angles, are calculated using the following equations.
The front tire slip angle βf and the rear tire slip angle βr are
βf = βv + lf ・ γ / V-δ
βr = βv−lr ・ γ / V
It is calculated by the following formula. Here, lf and lr are distances from the center of gravity of the vehicle body to the front and rear axles.
Then, the tire lateral forces Fyf and Fyr of the front and rear wheels are calculated from the product of the tire slip angles βf and βr of the front and rear wheels and the cornering powers Cpf and Cpr of the front and rear wheels. Further, the front wheel turning resistance force Fcf and the rear wheel turning resistance force Fcr are calculated from the product of the tire slip angles βf and βr of the front and rear wheels and the tire lateral forces Fyf and Fyr of the front and rear wheels.

[Configuration of vehicle vibration estimation unit of vehicle system vibration control device]
Based on FIGS. 3 and 7, the configuration of the vehicle body vibration estimation unit 205 in the three-part vehicle vibration control device 203 will be described.

  The vehicle body vibration estimation unit 205 includes a vehicle model 307 (also referred to as “vibration model”), as shown in FIG. The vehicle model 307 is represented by a motion equation of vehicle body vertical vibration and a motion equation of vehicle body pitching vibration obtained by modeling an actual vehicle (vehicle body, front wheel suspension, rear wheel suspension, etc.) on which this system is mounted. Then, the “drive shaft end torque Tw”, “front and rear wheel vertical forces Ff and Fr”, and “front and rear wheel turning resistance forces Fcf and Fcr” calculated by the input conversion unit 204 are input to the vehicle model 307. Thereby, an estimated value by the vehicle model 307 of the sprung behavior state quantity (bounce speed, bounce quantity, pitch speed, pitch angle) of the vehicle body is calculated.

[Configuration of torque command value calculation unit of vehicle system vibration control device]
Based on FIGS. 3, 8 and 9, the configuration of the torque command value calculation unit 206 in the three-part vehicle system vibration control device 203 will be described.

  As shown in FIG. 3, the torque command value calculation unit 206 includes a first regulator unit 308, a second regulator unit 309, a third regulator unit 310, and a first tuning gain as a correction torque value generation processing configuration. A setting unit 317, a second tuning gain setting unit 318, a third tuning gain setting unit 319, an adder 320, and a road surface disturbance response control unit 321 are provided. Further, as the actuator matching processing configuration of the corrected torque value, a limit processing unit 311, a band pass filter 312, a nonlinear gain amplification unit 313, a limit processing unit 314, and an engine torque conversion unit 315 are provided.

<Correction torque value generation processing configuration>
The first regulator unit 308 provides regulator gains F1 and F2 that suppress the sprung behavior to a minimum with respect to the “sprung behavior by torque input” that is the control target. As shown in FIG. 8, the first regulator unit 308 has a Trq-dZv gain F1 (bounce speed gain), a Trq-dSp gain F2 (pitch speed gain), as shown in FIG. ,give. As shown in FIG. 9, these regulator gains F1 and F2 contribute to the stabilization of the load, the Trq-dZv gain F1 suppresses the bounce speed, and the Trq-dSp gain F2 suppresses the pitch speed.

  The second regulator unit 309 provides regulator gains F3 to F6 that suppress the sprung behavior to the minimum with respect to the “sprung behavior due to disturbance” that is the control target. As shown in FIG. 8, the second regulator unit 309 has a Ws-SF gain F3 (front / rear balance gain) and a Ws-dSF gain F4 (front / rear balance change speed gain) as shown in FIG. Ws-dZv gain F5 (bounce speed gain) and Ws-dSp gain F6 (pitch speed gain) are given. As shown in FIG. 9, these regulator gains F3 to F6 contribute to the stabilization of the load. The Ws-SF gain F3 suppresses the longitudinal load change, and the Ws-dSF gain F4 indicates the longitudinal load change speed. The Ws-dZv gain F5 suppresses the bounce speed, and the Ws-dSp gain F6 suppresses the pitch speed.

  The third regulator unit 310 provides regulator gains F7 and F8 that improve behavior responsiveness due to steering with respect to the “sprung behavior due to steering” that is the object of control. As shown in FIG. 8, the third regulator unit 310 has a Str-dWf gain F7 (front wheel load change speed gain) and a Str-dWr gain F8 (rear wheel load change) as shown in FIG. Speed gain). As shown in FIG. 9, these regulator gains F7 and F8 contribute to the addition of a load. The Str-dWf gain F7 adds a front wheel load, and the Str-dWr gain F8 suppresses rear wheel load fluctuations. .

  The first tuning gain setting unit 317 sets the tuning gain K1 for the Trq-dZv gain F1, as shown in FIG. 8, in order to perform weighting adjustment on the output from the first regulator unit 308, and Trq-dSp Set tuning gain K2 for gain F2. The first tuning gains K1 and K2 are positive values that suppress vibrations, and are constant values that are included in the front-to-back G fluctuation range that does not give a sense of incongruity. The first tuning gains K1 and K2 can be corrected with respect to preset initial values according to the vehicle state, the traveling state, the driver selection, and the like.

  The second tuning gain setting unit 318 sets a tuning gain K3 with respect to the Ws-SF gain F3 as shown in FIG. 8 in order to perform weighting adjustment on the output from the second regulator unit 309, and Ws-dSF. The tuning gain K4 is set for the gain F4, the tuning gain K5 is set for the Ws-dZv gain F5, and the tuning gain K6 is set for the Ws-dSp gain F6. Similar to the first tuning gains K1 and K2, the second tuning gains K3 to K6 are values in the positive direction that suppress vibration and are constant values that are included in the front and rear G variation range that does not give a sense of incongruity. The second tuning gains K3 to K6 can be corrected with respect to the preset initial values according to the vehicle state, the traveling state, the driver selection, and the like.

  The third tuning gain setting unit 319 sets the tuning gain K7 with respect to the Str-dWf gain F7 as shown in FIG. 8 in order to perform weighting adjustment on the output from the third regulator unit 310, and the Str-dWr Set tuning gain K8 for gain F8. Unlike the first and second tuning gains K1 to K6, the third tuning gains K7 and K8 are negative values that promote vibration and are set to constant values that are included in the front and rear G fluctuation range that does not give a sense of incongruity. Is done. The third tuning gains K7 and K8 can correct the preset initial values according to the vehicle state, the traveling state, the driver selection, and the like.

  The adder 320 performs regulator processing for each behavior to be controlled with respect to the sprung behavior state amount (bounce speed, bounce amount, pitch speed, pitch angle) of the vehicle body calculated by the vehicle body vibration estimation unit 205. The first, second and third tuning gains K1 to K8 are integrated, and the sum is calculated to calculate a correction torque value necessary for control. The correction torque value is obtained by adding the correction torque value A by the first tuning gains K1 and K2, the correction torque value B by the second tuning gains K3 to K6, and the correction torque value C by the third tuning gains K7 and K8. It becomes the value.

  The road surface disturbance response control unit 321 determines whether the change in the steering angle from the steering angle sensor 111 is due to driver operation or due to road surface disturbance. When it is determined that the change in the steering angle is due to road surface disturbance such as rutting, the third tuning gains K7 and K8 are changed so as to suppress the assist of the steering response to the change in the steering angle. Details will be described later.

<Compensation processing configuration for correction torque value>
The limit processing unit 311 performs a maximum value limiting process of the absolute value of the correction torque value on the correction torque value from the adder 320 as a drive system resonance countermeasure, and a torque within a range that the driver does not feel as a G fluctuation. Limit to.

  The band-pass filter 312 extracts the sprung vibration component of the vehicle body and removes the drive system resonance frequency component so as to suppress the sprung resonance as a countermeasure for the drive system resonance as in the limit processing unit 311. The reason for this is that in an actual vehicle, particularly an engine vehicle, when a vibration component is inadvertently added to the drive torque, vibration that interferes with the drive system resonance may be generated. In addition, an engine vehicle or the like is necessary because there is a possibility that the expected control effect cannot be sufficiently obtained because of poor response to the drive torque command and a dead zone.

  The non-linear gain amplifying unit 313 is used in the vicinity of the correction torque value positive / negative switching region (= actuator dead zone region) as a countermeasure against the response of the actuator (engine 106) to the correction torque value output from the bandpass filter 312. Amplify the correction torque value.

  The limit processing unit 314 performs a final limit process on the corrected torque value output from the nonlinear gain amplification unit 313 after the amplification process.

  The engine torque conversion unit 315 converts the corrected torque value after the limit processing from the limit processing unit 314 into an engine end torque value corresponding to the gear ratio, and outputs this as a final correction torque value.

[Configuration of road surface disturbance control unit]
The configuration of the road surface disturbance response control unit 321 by the road surface disturbance response control unit 321 will be described with reference to FIGS.

  As shown in FIG. 10, the road surface disturbance response control unit 321 includes a road surface disturbance determination unit 321a (road surface disturbance determination unit) and a third tuning gain change processing unit 321b (control gain change processing unit).

  The road surface disturbance determination unit 321a determines whether the change in the steering angle from the steering angle sensor 111 is due to a driver operation or a road surface disturbance such as rutting. This road surface disturbance determination unit 321a is an EPS as a road surface disturbance sensor whose sensor value rises and changes in response to a road surface disturbance input from the road surface to the steering system regardless of the driver operation, in addition to the sensor value from the steering angle sensor 111. Sensor values from the steering torque sensor 112 and the EPS motor rotation angle sensor 113 are input. The road surface disturbance determination unit 321a satisfies the non-driver steering determination condition that the rising timing of the sensor values from the road surface disturbance sensors 112 and 113 is earlier than the rising timing of the sensor value from the steering angle sensor 111. Determined to be due to disturbance.

  The EPS steering torque sensor 112 detects the steering torque from the twist of the torsion bar of the electric power steering (EPS). The EPS motor rotation angle sensor 113 detects the turning angular velocity of the electric power steering (EPS). Here, as the road surface disturbance sensor, any one or a combination of the sensors 112 and 113 is necessary. Furthermore, when it is determined that the change in the steering angle is due to road surface disturbance, if the predetermined time is continued after the non-driver steering determination condition is not satisfied, the process proceeds to the determination that the change in the steering angle is due to the driver operation. To do.

  That is, as shown in FIG. 11, in step S601, sensor signals from the steering angle sensor 111, the EPS steering torque sensor 112, and the EPS motor rotation angle sensor 113 are acquired. In the next step S602, it is determined whether the rising timing of the sensor value of either the EPS steering torque sensor 112 or the EPS motor rotation angle sensor 113 is earlier than the rising timing of the sensor value of the steering angle sensor 111. If YES is determined in step S602, the process proceeds to step S604, the non-driver steering flag is rewritten to the non-driver steering flag = 1 (steering due to road surface disturbance), and the process proceeds to the end. On the other hand, when NO is determined in step S602, the process proceeds to step S603, and it is determined whether or not NO is determined for a predetermined time in step S602. While NO is determined in step S603, the process proceeds to step S604, and the non-driver steering flag = 1 is maintained. If YES is determined in step S603, the process proceeds to step S605, the non-driver steering flag is rewritten to non-driver steering flag = 0 (steering by driver operation), and the process proceeds to the end. Here, the predetermined time in step S603 is determined based on the measured time data by measuring the time required from when the steering wheel is taken due to road surface disturbance such as rutting to the end.

  When the road surface disturbance determination unit 321a determines that the change in the steering angle is due to the road surface disturbance, the third tuning gain change processing unit 321b controls the third tuning gain so as to suppress the assist of the steering response to the change in the steering angle. Change K7 and K8 (control gain for load application). At this time, the third tuning gains K7 and K8 of only the load addition behavior control system are changed without changing the first and second tuning gains K1 to K6 of the load stabilization behavior control system.

  Here, the load stabilization behavior control system to be controlled by the vehicle system vibration control includes a control system from the torque input to the first tuning gain setting unit 317, and a control from the wheel speed input to the second tuning gain setting unit 318. And the control system, which suppresses fluctuations in wheel load due to changes in braking / driving torque and disturbance vertical force from the road surface. The load addition behavior control system that is the control target of the vehicle system vibration control is a control system from the steering angle input to the third tuning gain setting unit 319, and the steering angle from the steering angle sensor 111 that detects the steering angle is controlled. A front wheel load is applied so as to assist the steering response to the change (FIG. 9).

The third tuning gains K7 and K8 are changed in any one of the following four ways (FIG. 12).
Proposed change A: When the non-driver steering flag is 0 → 1, immediately change from −0.4 to zero. When the non-driver steering flag is 1 → 0, gradually return from 0 to −0.4.
Proposed change B: When the non-driver steering flag is 0 → 1, the sign is immediately reversed from −0.4. When the non-driver steering flag is 1 → 0, gradually return from +0.4 to -0.4.
Change plan C: When the non-driver steering flag is 0 → 1, gradually change from −0.4 to zero. When the non-driver steering flag is 1 → 0, gradually return from 0 to −0.4.
Change plan D: When the non-driver steering flag is 0 → 1, the sign is gradually reversed from −0.4. When the non-driver steering flag is 1 → 0, gradually return from +0.4 to -0.4.
In the plans A to D, the recovery is gradually performed. However, in any form, the immediate recovery may be performed. Further, the change time for gradually changing and returning is constant and is changed linearly. For example, it is set to 500 ms (50 communication cycles of command values) or 300 ms (half cycle of sprung resonance frequency of about 1.5 Hz).

  Here, the third tuning gain changing process will be described by taking the case of the change plan A as an example. As shown in FIG. 13, it is determined in step S701 whether or not the non-driver steering flag = 1. If YES is determined in the step S701, the process proceeds to a step S703, the load adding control gain is set to zero, and the process proceeds to the end. If NO is determined in step S701, the process proceeds to step S702, and it is determined whether or not the elapsed time from the last establishment of step S701 is within a predetermined time. If YES is determined in the step S702, the process proceeds to a step S704, and the load adding control gain is set to the load adding control gain = (0−0.4) × (elapsed time / predetermined time since the last S701 is established). Acquired by an expression and proceeds to the end. If NO is determined in step S702, the process proceeds to step S705, the load addition control gain is set to -0.4, and the process proceeds to the end. The load addition control gain in FIG. 13 is the third tuning gains K7 and K8. In addition, the predetermined time in step S702 is a change time (for example, 500 ms, 300 ms, etc.) set to be gradually changed or returned.

Next, the operation will be described.
The functions of the vehicle system vibration control device of the first embodiment are as follows: [vehicle system vibration control processing function], [travel performance improvement effect exhibited by vehicle system vibration control], [road surface disturbance determination function], [non-driver steering operation] The tuning gain changing operation will be described separately.

[Car system vibration control processing action]
FIG. 14 is a flowchart illustrating a flow of a vehicle system vibration control process executed by the engine control module 101 according to the first embodiment. Hereinafter, the vehicle system vibration control processing operation will be described with reference to FIG.

  When the vehicle system vibration control process is started, the driver request torque is calculated by the driver request torque calculation unit 201 in step S1401. In the next step S1402, the drive torque converter 301 adds the gear ratio to the driver request torque, and converts the unit from the engine end torque to the drive shaft end torque Tw. In the next step S1403, the high-pass filter 316 performs filter processing for removing low-order steady components from the wheel speed signals of the wheel speed sensors 103FR, 103FL, 103RR, and 103RL. In the next step S1404, the suspension stroke speed and the suspension stroke amount are calculated by the suspension stroke calculation unit 302 based on the wheel speed information after the high-pass filter processing and the tire displacement linear characteristics (susgio gains KgeoF, KgeoR) of the front and rear wheels. In the next step S1405, the vertical stroke converting unit 303 converts the suspension stroke speed and the suspension stroke amount into the front and rear wheel vertical forces Ff and Fr. In the next step S1406, the steering angle is detected by the steering angle sensor 111. In the next step S1407, the vehicle body speed V is calculated by the vehicle body speed estimation unit 304. In the next step S1408, the turning behavior estimation unit 305 calculates the yaw rate γ and the vehicle body slip angle βv (= vehicle body side slip angle). In the next step S1409, the turning resistance calculating unit 306 calculates front and rear tire slip angles βf, βr (tire slip angles). In the next step S1410, the turning resistance force calculation unit 306 calculates front and rear tire lateral forces Fyf and Fyr. In the next step S1411, the turning resistance calculation unit 306 calculates front and rear wheel turning resistance forces Fcf and Fcr. The above processing is performed in the input conversion unit 204.

  In the next step S1412, the vehicle body vibration estimation unit 205 inputs the drive shaft end torque Tw, the front and rear wheel vertical forces Ff and Fr, and the front and rear wheel turning resistance forces Fcf and Fcr to the vehicle model 307, thereby Behavioral state quantities (bounce speed, bounce quantity, pitch speed, pitch angle) are calculated. In the next step S1413, the third tuning gains K7 and K8 are changed based on the non-driver steering determination flag. In the next step S <b> 1414, the first tuning gain setting unit 317 calculates a correction torque value A that suppresses vibration due to driver requested torque. In the next step S1415, the second tuning gain setting unit 318 calculates a correction torque value B that suppresses vibration due to disturbance. In the next step S1416, the third tuning gain setting unit 319 calculates a correction torque value C that amplifies fluctuations in the longitudinal load due to steering. In the next step S1417, the adder 320 outputs a correction torque value that is the sum of the correction torque value A, the correction torque value B, and the correction torque value C.

In the next step S1418, the limit processing unit 311 performs drive system resonance countermeasure limit processing on the correction torque value. In the next step S1419, the bandpass filter 312 performs a filter process for removing the drive system resonance component on the correction torque value. In the next step S1420, nonlinear gain processing for amplifying the correction torque value in the vicinity of the positive / negative switching region is performed in the nonlinear gain amplifying unit 313. In the next step S1421, the limit processing unit 314 performs final limit processing on the corrected torque value after amplification processing. In the next step S1422, the engine torque conversion unit 315 converts the drive shaft end correction torque value into an engine end correction torque value, which is output as the final correction torque value.
The vehicle structure vibration control process that proceeds from step S1401 to step S1422 is repeated every predetermined control cycle.

[Driving performance improvement effect demonstrated by vehicle system vibration control]
A basic action for helping understanding of the mechanism by which the sprung behavior of the vehicle body is specifically controlled by executing the vehicle system vibration control process will be described with reference to FIG.

The vehicle system vibration control is a control aiming to stabilize the load and improve the turning performance by suppressing the change speed of the vehicle body behavior due to torque fluctuation or disturbance by correcting the engine torque. Therefore, as a specific running situation, as shown in FIG. 15 (a), for example, a case where the vehicle starts and accelerates from a stop, enters a constant speed state, and then decelerates and stops.
When starting and accelerating from the stop, the driving torque rapidly increases, so that a load movement occurs in which the wheel load of the rear wheel increases and the wheel load of the front wheel decreases, and the vehicle body behavior becomes a nose up in which the front side of the vehicle body is lifted. At this time, as shown in FIGS. 15 (a) and 15 (b), if the driving torque to the rear wheel, which is the driving wheel, is reduced, a nose-down behavior occurs in which the front side of the vehicle body sinks like during deceleration, The nose-up due to load movement and the nose-down due to torque-down cancel each other, and the body behavior is stabilized.
In a steady state where the vehicle enters a constant speed state after starting, control of correcting the driving torque is not performed because the vehicle body behavior is stable. After that, when the vehicle is decelerated and stopped by performing a brake operation or the like, a load movement occurs in which the wheel load of the rear wheel decreases and the wheel load of the front wheel increases due to a sudden decrease in the drive torque. It becomes a nose down where the front side of the car body sinks. At this time, as shown in FIGS. 15 (a) and 15 (b), when the driving torque to the rear wheel, which is the driving wheel, is increased, a nose-up behavior in which the front side of the vehicle body is lifted as during acceleration occurs. The nose-down due to movement and the nose-up due to torque-up cancel each other, and the vehicle behavior becomes stable.
Therefore, looking at the change in the pitch angular velocity of the vehicle body, as shown in FIG. 15 (c), the solid line characteristic of “with vibration suppression” is smaller in the change of the pitch angular velocity of the vehicle body than the dotted line characteristic of “without vibration suppression”. It will be suppressed.
Hereinafter, the driving performance improvement effect exhibited by performing the vehicle system vibration control will be described by dividing it into <scenes and effects aiming at performance improvement>, <vehicle system vibration control logic>, and <effect confirmation operation>.

<Scenes and effects aimed at improving performance>
Scenes and effects aimed at improving performance through vehicle system vibration control
(a) To obtain a stable linear turning performance with a gentle roll and good linearity in lane changes and scenes such as S-shaped roads.
(b) To obtain stable cruising performance of the vehicle due to the lack of correction steering and good pitch damping in scenes such as high-speed cruising.
It is in. To achieve the effect (a) above, it is necessary to “improve the steering response” and “suppress roll speed”, and to achieve the effect (b) above, it is necessary to “suppress load fluctuation”. It is.

  As shown in FIG. 16, the “improvement of the steering response” means that when deceleration = torque down during steering, the front wheel load increases, the cornering power Cp of the front tire increases, and the tire lateral force increases. Thus, the steering response is improved. That is, since the cornering power Cp has a load dependency that increases as the wheel load increases, “increase in steering response” is realized by increasing the wheel load during steering.

  As shown in FIG. 16, for example, when a nose-up behavior occurs, the above-described “load fluctuation suppression” causes a motion (nose-down) in phase opposite to the vehicle body vibration when deceleration = torque down. The load fluctuation is suppressed by canceling the load fluctuation. On the other hand, when nose-down behavior occurs, if acceleration = torque up is performed, motion in the opposite phase to the vehicle body vibration (nose-up) occurs, and load fluctuation is suppressed by offsetting the load fluctuation. The load fluctuation is suppressed both when vibration (load fluctuation) occurs due to driver input and when vibration (load fluctuation) occurs due to road disturbance. That is, “suppression of load fluctuation” is realized by a driving torque having a phase opposite to that of the pitch behavior estimated from the torque fluctuation and the road surface disturbance.

  As shown in FIG. 16, the “roll speed suppression” improves the linearity of the yaw rate by the above-described “improvement of steering response” and “suppression of load fluctuation”. Therefore, the lateral G change is gentle in proportion to the yaw rate, the peak value of the roll rate is reduced, and the roll speed is suppressed. That is, as a result of combining “improvement of steering response” and “suppression of load fluctuation”, “suppression of roll speed” is realized.

<Vehicle system control logic>
The vehicle system vibration control logic that achieves the effects (a) and (b) targeted by the control will be described with reference to FIG.
As shown in FIG. 17, the vehicle system vibration control logic includes driver required torque (= drive shaft end torque Tw), front wheel vertical force Ff, rear wheel vertical force Fr, front wheel turning resistance force Fcf, and rear wheel turning resistance force Fcr. , Input to the vehicle model 307. Thereby, the bounce speed, the bounce amount, the pitch speed, and the pitch angle, which are the sprung behavior state quantities of the vehicle body, are calculated.
Then, as shown in FIG. 17, each of the sprung behavior state quantities of the vehicle body is multiplied by regulator gains F1 to F8 for optimizing the bounce speed, the bounce amount, the pitch speed, and the pitch angle. Multiply the tuning gains K1 to K8.
With the above processing, correction torque values A, B, and C are obtained for each of the “sprung behavior by torque input”, “sprung behavior by disturbance”, and “sprung behavior by steering”, which are control targets. Then, by adding the correction torque values A, B, and C, a final correction torque value (= control torque in FIG. 17) is obtained, and a drive torque command value for obtaining a drive torque obtained by adding the control torque to the driver request torque is obtained. And output to the engine 106 of the actual vehicle.
Here, among the corrected torque values A, B, and C, the corrected torque value C corrects the driving torque so as to add the front wheel load during steering, and positively applies the wheel load to the left and right front wheels 102FR and 102FL. This is the correction torque value for getting on.

  Therefore, at the time of steering, the yaw response is improved by actively promoting the nose-down behavior so that the front wheel load is increased by the correction torque value C, and at the same time, unnecessary vibration components are suppressed by the correction torque values A and B. This ensures linearity. That is, the effect (a) targeted by the present control for suppressing the roll rate is realized by adding the correction torque value C to the correction torque values A and B.

  On the other hand, among the above correction torque values A, B, and C, the correction torque values A and B stabilize the longitudinal load fluctuation and reduce the vehicle body vibration regardless of the fluctuation of the driving torque and the road surface disturbance during traveling on the straight road. It is a correction torque value to suppress. Therefore, when cruising on a straight road, the pitch behavior, bounce behavior, and front / rear load change due to torque fluctuation and road disturbance are estimated, and the estimated pitch behavior, bounce behavior, and front / rear load change are out of phase with the corrected torque values A and B. When the drive torque is given, the pitch behavior, bounce behavior, and front-rear load change are suppressed. That is, the effect (b) targeted by the present control for obtaining a stable cruise performance of the vehicle is realized by the correction torque values A and B.

<Effect confirmation action>
The effects (a) and (b) targeted by the above control are realized based on Fig. 18, which shows the contrast characteristics (solid line characteristics with control, dotted line characteristics without control) when steering from straight running. The confirming action of being performed will be described.
In the vehicle system vibration control, as indicated by an arrow J in FIG. 18, a control command value (= drive torque command value) is output by (command torque for suppressing vehicle body vibration) + (command torque for controlling steering response). .
For this reason, in the straight traveling region up to time t1, as shown by the arrow E in FIG. 18, the pitch rate is suppressed as compared to the case without control, and the riding comfort is improved by the stable traveling performance of the vehicle. I understand that.
Then, in the steering transition region after time t1, as shown by the arrow F in FIG. 18, it can be seen that the change in the pitch rate is suppressed and appropriate load movement is realized. As shown by an arrow G in FIG. 18, in the steering transition region, as shown by an arrow G in FIG. 18, it can be seen that the yaw rate rises earlier than in the case of no control, and the initial response is improved. Further, in the steering transition region, in the latter half of the turn, as shown by the arrow H in FIG. 18, it can be seen that the yaw rate changes more gently than in the case of no control, and the turn entrainment is suppressed.
In the steering transition region (from the early turn to the late turn), the control for suppressing the change in the pitch rate and the control for suppressing the change in the yaw rate are performed at the same time. As shown by an arrow I in FIG. 18, it can be seen that the roll rate is suppressed as compared with the case of no control.

[Road disturbance judgment]
In order to achieve the effect (a) aimed at by this control, the steering angle change due to the driver's operation and the steering angle change due to the road disturbance are separated from each other in order to eliminate the steering angle change caused by the road disturbance that is not the driver's intention. A good judgment is necessary. Hereinafter, based on FIGS. 11, 19, and 20, the road surface disturbance determination action that reflects this will be described.

First, as a situation where the steering angle changes,
(a) The driver rotates the handle to give the tire an angle.
(b) It is assumed that the steering wheel rotates as a result of the tire having an angle due to road disturbance (such as rutting).
In the case of the steering angle change due to the driver operation of (a) above, as shown in FIG. 19 (a), the order in which the movement occurs is (1) steering wheel rotation → (2) tire steering.
In the case of the steering angle change due to the road surface disturbance of (b) above, as shown in FIG. 19 (b), the order in which the movement occurs is (1) tire steering → (2) steering wheel rotation.
That is, in the case of a steering angle change due to a driver operation, the steering wheel rotation precedes the occurrence of tire steering, but in the case of a steering angle change due to a road surface disturbance, the steering wheel rotation occurs with a delay from the occurrence of tire steering. Focusing on the fact that the steering wheel rotation occurs after the tire turning, the present invention determines the change in the steering angle due to the road surface disturbance.

  That is, when the steering angle changes due to road surface disturbance such as rutting during traveling, the rising timing of the sensor value of either the EPS steering torque sensor 112 or the EPS motor rotation angle sensor 113 is the rising of the sensor value of the steering angle sensor 111. It will be earlier than the timing. Therefore, in the flowchart of FIG. 11, the process proceeds from step S601 to step S602 to step S604, and in step S604, the non-driver steering flag is set to 1 (steering due to road disturbance). Then, until the predetermined time elapses even if the condition in step S602 is not satisfied, the process proceeds from step S601 to step S602 to step S603 to step S604 in the flowchart of FIG. 11, and the non-driver steering flag = 1 is maintained. The Further, when a predetermined time has elapsed since the condition in step S602 is not satisfied, in the flowchart of FIG. 11, the process proceeds from step S601 to step S602 to step S603 to step S605, and the non-driver steering flag = 0 (steering by driver operation). To be rewritten.

  When the situation in which the steering angle changes due to this road disturbance is represented by a time chart, as shown in FIG. 20, the steering angular velocity or steering angle detected by either the EPS steering torque sensor 112 or the EPS motor rotation angle sensor 113 is the time t1. Stand up at the timing of '. At this time t1 ′, there is no rising of the steering angular velocity or the steering angle detected by the steering angle sensor 111. Then, the time t1 when the delay time Δt has elapsed from the time t1 ′ becomes the steering angular velocity or the rising timing of the steering angle detected by the steering angle sensor 111, the condition of step S602 is satisfied, and the non-driver steering flag is changed from 0 → 1. To be rewritten. Furthermore, the non-driver steering flag is rewritten from 1 to 0 at time t2 when a predetermined time has elapsed since the condition in step S602 is not satisfied.

As described above, in the first embodiment, when the non-driver steering determination condition that the rising timing of the sensor value from the road surface disturbance sensors 112 and 113 is earlier than the rising timing of the sensor value from the rudder angle sensor 111 is satisfied, the change of the steering angle is changed. A configuration was adopted in which it was determined that it was due to road disturbance.
In this way, the change in the steering angle is caused by the road disturbance by determining the road disturbance by paying attention to the fact that the order in which the movement occurs changes between the steering angle change by the driver operation and the steering angle change by the road disturbance. Judged with high accuracy.

[Tuning gain changing effect during non-driver steering]
In order to realize the effect (a) targeted by the above control in the load addition behavior control system, the steering response is improved with respect to the steering angle change caused by the driver operation, but the steering angle change due to road surface disturbance is improved. It is necessary to suppress the steering response. Hereinafter, based on FIG. 12, FIG. 13 and FIG. 21, the tuning gain changing action at the time of non-driver steering reflecting this will be described.

For example, in the load addition behavior control system, the steering angle information is acquired only from the steering angle sensor, and it is not discriminated whether the steering is by the driver or the steering by the steering wheel due to road disturbance (such as rutting) Is a comparative example.
In the case of this comparative example, the load addition behavior control system performs a control operation so as to increase the front wheel load with respect to a change in the steering angle regardless of whether the driver intends or not, thereby improving the steering response of the vehicle. For this reason, when the steering angle changes due to the steering wheel being taken due to road surface disturbance (such as rutting), the driver may feel uncomfortable by assisting with easy turning but not the driver's intention.

On the other hand, in the first embodiment, whether or not the change in the steering angle from the steering angle sensor 111 is caused by a driver operation (non-driver steering flag = 0) in the road surface disturbance determination unit 321a, It is determined whether the steering flag is 1). Then, in the third tuning gain change processing unit 321b, when the non-driver steering flag = 1 is input from the road surface disturbance determination unit 321a, the third tuning gains K7 and K8 are set so as to suppress the assist of the steering response to the change in the steering angle. Be changed. That is, in the flowchart of FIG. 13, the process proceeds from step S701 to step S703, and the load addition control gain (= third tuning gains K7, K8) is set to zero. Therefore, assist that makes it easy to turn is suppressed against steering due to road surface disturbance (such as rutting) that is not intended by the driver.
In this way, by changing the control gain for load addition (= third tuning gains K7, K8) so as to suppress the steering response assist for changes in the steering angle due to road disturbance unintended by the driver, the road surface In a driving scene in which the steering wheel is taken due to a disturbance, a sense of incongruity given to the driver is prevented.

  Then, after the non-driver steering flag becomes “1”, a state where the non-driver steering condition is not satisfied continues for a predetermined time, and when the non-driver steering flag is rewritten to “0”, the predetermined time elapses. Until this is done, the flow from step S701 to step S702 to step S704 is repeated in the flowchart of FIG. 13, and the load-adding control gain (= third tuning gains K7 and K8) is gradually returned to the return direction. . When the predetermined time has elapsed, in the flowchart of FIG. 13, the process proceeds from step S701 to step S702 to step S705, and the load addition control gain (= third tuning gains K7 and K8) is restored to the original value (−0.4). Will be restored.

In the first embodiment, in addition to the load addition behavior control system, the vehicle stabilization control system includes a load stabilization behavior control system that suppresses changes in wheel load with respect to changes in braking / driving torque and disturbance vertical force from the road surface. . In the tuning gain changing process, when the non-driver steering flag = 1, the first and second tuning gains K1 to K6 of the load stabilization behavior control system are not changed and only the load addition behavior control system is changed. 3. A configuration that changes the tuning gains K7 and K8 was adopted.
Therefore, in the driving scene in which the steering wheel is taken due to road surface disturbance, only the uncomfortable feeling given to the driver is prevented while leaving the vibration suppression effect of the sprung behavior by the load stabilization behavior control system.

In the first embodiment, in the tuning gain changing process, when the non-driver steering flag = 1, a configuration is adopted in which the third tuning gains K7 and K8 of the third tuning gain setting unit 319 of the load addition behavior control system are changed.
That is, to suppress the steering response to the change in the steering angle due to the road surface disturbance is achieved by changing the control gain somewhere along the route from the input to the output of the load addition behavior control system. On the other hand, in the first embodiment, the torque command value calculation unit 206 has a first tuning gain setting unit 317 and a second tuning gain setting unit 318 for setting a weight of the correction torque value from the load stabilization behavior control system, A third tuning gain setting unit 319 is provided for setting the weighting of the correction torque value from the load addition behavior control system.
Therefore, by using the third tuning gain setting unit 319 previously provided in the load addition behavior control system as a control gain changing configuration, when it is determined that the change in the steering angle is due to road disturbance, a new control gain change is performed. The control gain of the load addition behavior control system is changed with a simple configuration without adding a configuration.

  In the first embodiment, as shown in FIG. 12, the third tuning gains K7 and K8 are changed in any one of four ways of change proposals A, B, C, and D. This is shown in FIG. 21 as a time chart, and hereinafter, the merit due to the difference in the modified mode will be described.

  In the proposed change A, when the non-driver steering flag is 0 → 1, as indicated by the arrow P, the third tuning gains K7 and K8 are immediately changed from −0.4. In this way, by immediately changing the change plan A (same as the change plan B), it is possible to cope with steering due to spot-like road surface disturbance and to change the control gain of the load addition behavior control with good response. .

  In the change plan A, when the non-driver steering flag is 0 → 1, as indicated by the arrow Q, the third tuning gains K7 and K8 are changed from −0.4 to zero. As described above, the change plan A (same as the change plan C) is changed to zero, so that the steering response due to the road surface disturbance is not improved.

  In the change plan B, when the non-driver steering flag is 0 → 1, as indicated by an arrow R, the sign of the third tuning gains K7 and K8 is inverted from −0.4 to +0.4. In this way, by reversing the sign of the change plan B (same as the change plan D), there is an advantage of suppressing pitch and bounce caused by steering due to road surface disturbance.

  In the change plan C, when the non-driver steering flag is 0 → 1, as indicated by the arrow S, the third tuning gains K7 and K8 are gradually changed from −0.4. As described above, by gradually changing the change plan C (same as the change plan D), there is an advantage that the driver is less likely to feel uncomfortable with the performance change.

In the change plan D, when the non-driver steering flag is 1 → 0, as indicated by an arrow T, the third tuning gains K7 and K8 are gradually returned from +0.4 to −0.4. Thus, by gradually returning with the change plan D (the same applies to the change plans A, B, and C), there is an advantage that the driver is less likely to feel uncomfortable with the performance change.
In the case of plans A to D, an immediate return may be possible. In this case, the control gain (third tuning gains K7, K8) of load addition behavior control is responsive with a response to steering due to spot-like road surface disturbance. It has the merit of being able to return.

Next, the effect will be described.
In the vehicle system vibration control device of the first embodiment, the effects listed below can be obtained.

(1) An input conversion unit 204 that converts sensing information from the vehicle acquired during traveling into wheel input; a vehicle body vibration estimation unit 205 that estimates the sprung behavior of the vehicle body using the wheel input and the vehicle model 307; A torque command value calculation unit 206 that corrects the driving torque based on the estimation result of the sprung behavior, and a vehicle system vibration control device that performs vehicle system vibration control by correcting the driving torque,
As a control object of the vehicle system vibration control, a load addition behavior control system for adding a front wheel load so as to assist a steering response to a change in the steering angle from the steering angle sensor 111,
In the load addition behavior control system,
A road surface disturbance determination unit 321a for determining whether the change in the steering angle from the steering angle sensor 111 is due to a driver operation or a road surface disturbance,
When the road surface disturbance determination unit 321a determines that the change in the steering angle is due to road surface disturbance, a control gain change processing unit (third) that changes the control gain so as to suppress the assist of the steering response to the change in the steering angle. Tuning gain change processing unit 321b),
(FIG. 10).
In this way, by changing the control gain so as to suppress the steering response assist for changes in the steering angle due to road surface disturbances that are not intended by the driver, this is given to the driver in a driving scene where the steering wheel is taken due to road surface disturbances. A sense of incongruity can be prevented.

(2) Provided with road surface disturbance sensors 112 and 113 whose sensor values rise and change in response to road surface disturbances input from the road surface to the steering system regardless of driver operation,
When the road surface disturbance determination unit 321a satisfies the non-driver steering determination condition that the rising timing of the sensor value from the road surface disturbance sensors 112 and 113 is earlier than the rising timing of the sensor value from the steering angle sensor 111, the change in the steering angle Is caused by road surface disturbance (FIG. 11).
In this way, in addition to the effect of (1), the change in the steering angle is determined by determining the road disturbance by paying attention to the change in the order in which the movement occurs between the steering angle change due to the driver operation and the steering angle change due to the road surface disturbance. Can be accurately determined to be caused by road disturbance.

(3) When it is determined that the change in the steering angle is caused by road surface disturbance, the control gain change processing unit (third tuning gain change processing unit 321b) immediately determines the control gain that suppresses assist of the steering response. Change (FIG. 21).
For this reason, in addition to the effect of (2), the control gain of the load addition behavior control can be changed with good response in response to steering due to spot-like road surface disturbance.

(4) When it is determined that the change in the steering angle is caused by a road surface disturbance, the control gain change processing unit (third tuning gain change processing unit 321b) controls the control gain in a direction to suppress assist of the steering response. Is gradually changed (FIG. 21).
For this reason, in addition to the effect of (2), it is possible to suppress an uncomfortable feeling given to the driver with respect to a performance change in which the steering response due to the load addition behavior control decreases.

(5) While the road surface disturbance determination unit 321a determines that the change in the steering angle is due to road surface disturbance and continues a predetermined time after the non-driver steering determination condition is not satisfied, the change in the steering angle is changed. The process proceeds to determination that it is due to a driver operation (FIG. 13).
For this reason, in addition to the effects of (2) to (4), after waiting for a situation where the steering wheel is taken off due to a change in steering angle after receiving a road surface disturbance such as rutting, the steering response is improved. It is possible to return to the load addition behavior control.

(6) When the control gain change processing unit (third tuning gain change processing unit 321b) shifts to the determination that the change in the steering angle is due to a driver operation, the control gain change processing unit (third tuning gain change processing unit 321b) immediately returns to the control gain that assists the steering response. (FIG. 21).
For this reason, in addition to the effect of (5), the control gain of the load addition behavior control can be returned with good response in response to steering due to spot-like road surface disturbance.

(7) When the control gain change processing unit (third tuning gain change processing unit 321b) shifts to the determination that the change in the steering angle is due to a driver operation, the control gain change processing unit (the third tuning gain change processing unit 321b) gradually increases the control gain to assist the steering response. Return (FIG. 21).
For this reason, in addition to the effect of (5), it is possible to suppress the uncomfortable feeling given to the driver with respect to the performance change in which the steering response by the load addition behavior control is restored.

(8) In addition to the load addition behavior control system, there is a load stabilization behavior control system that suppresses wheel load fluctuations due to changes in braking / driving torque and disturbance vertical force from the road surface. And
The control gain change processing unit (third tuning gain change processing unit 321b) controls the load stabilization behavior control system when the road surface disturbance determination unit 321a determines that the change in the steering angle is due to road surface disturbance. Without changing the gain, the control gain of only the load application behavior control system is changed (FIG. 3).
For this reason, in addition to the effects of (1) to (7), in the driving scene where the steering wheel is taken due to road disturbance, only the uncomfortable feeling given to the driver while leaving the vibration suppression effect of the sprung behavior by the load stabilization behavior control system as it is Can be prevented.

(9) A load stabilization tuning gain setting unit (first tuning gain setting unit 317, second tuning gain setting) for setting the weight of the correction torque value from the load stabilization behavior control system in the torque command value calculation unit 206 Section 318), and a load addition tuning gain setting section (third tuning gain setting section 319) for setting the weight of the correction torque value from the load addition behavior control system,
When the control gain change processing unit (third tuning gain change processing unit 321b) determines that the change in the steering angle is due to road surface disturbance, the load addition tuning gain setting unit (third tuning gain setting unit) 319) tuning gains (third tuning gains K7 and K8) are changed so as to suppress steering response assist (FIG. 3).
In this way, by using the third tuning gain setting unit 319 previously provided in the load addition behavior control system as the control gain changing configuration, in addition to the effect of (8), the change in the steering angle is caused by road surface disturbance. When it is determined, the control gain of the load addition behavior control system can be changed with a simple configuration without newly adding a control gain changing configuration.

  The second embodiment is an example in which the final control gain setting unit provided at the subsequent stage of the first to third tuning gain setting units 317, 318, and 319 has a control gain changing configuration.

First, the configuration will be described.
As shown in FIG. 22, the road surface disturbance response control unit 321 according to the second embodiment includes a road surface disturbance determination unit 321a (road surface disturbance determination unit) and a final control gain change processing unit 321c (control gain change processing unit). . The road surface disturbance determination unit 321a has the same configuration as that of the first embodiment.

  When the road surface disturbance determination unit 321a determines that the change in the steering angle is due to the road surface disturbance, the final control gain change processing unit 321c sets the final control gain so as to suppress the steering response assist for the change in the steering angle. change.

Then, as a form of changing the final control gain, one of the following two types is used (FIG. 23).
Proposed change A: When the non-driver steering flag is 0 → 1, it is immediately changed from 1.0 to zero. When the non-driver steering flag is 1 → 0, it is gradually returned from 0 to 1.0.
Proposed change B: When the non-driver steering flag is 0 → 1, gradually change from 1.0 to zero. When the non-driver steering flag is 1 → 0, it is gradually returned from 0 to 1.0.
In the plans A and B, the recovery is gradually performed, but in any form, it is of course possible to perform an immediate recovery. Further, the change time for gradually changing and returning is constant and is changed linearly. For example, it is set to 500 ms (50 communication cycles of command values) or 300 ms (half cycle of sprung resonance frequency of about 1.5 Hz).
Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted.

Next, the operation will be described.
In the second embodiment, as shown in FIG. 23, the form of changing the final control gain is one of two proposals A and B. This is shown in a time chart in FIG. 24. Hereinafter, the merit due to the difference in the modified mode will be described.

  In the proposed change A, when the non-driver steering flag is 0 → 1, as shown by the arrow P, the final control gain is immediately changed from 1.0. In this way, by immediately changing with the change plan A, there is an advantage that the final control gain can be changed with good response in response to steering due to spot-like road surface disturbance.

  In the change plan A, when the non-driver steering flag is 0 → 1, as shown by the arrow Q, the final control gain is changed from 1.0 to zero. Thus, by changing to zero with the change plan A (same for the change plan B), there is a merit that the steering response is not improved with respect to steering due to road surface disturbance. Note that when the non-driver steering flag = 1, the correction torque value is not calculated by setting the final control gain to zero, and the sprung behavior is controlled not only by the load addition behavior control system but also by the load stabilization behavior control system. There is no control.

  In the change plan B, when the non-driver steering flag is 0 → 1, as shown by the arrow S, the final control gain is gradually changed from 1.0 to zero. In this way, by gradually changing to zero with the change plan B, there is an advantage that the driver is less likely to feel uncomfortable with the performance change.

In the change plan B, when the non-driver steering flag is 1 → 0, as indicated by an arrow T, the final control gain is gradually returned from zero to 1.0. Thus, by gradually returning to 1.0 with the change plan B (same as the change plan A), there is a merit that the driver is less likely to feel uncomfortable with the performance change.
In the case of plans A and B, an immediate return may be possible. In this case, there is an advantage that the final control gain can be returned with good response in response to steering due to spot-like road surface disturbance.
Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle system vibration control device of the second embodiment, the following effects can be obtained.

(10) In addition to the load addition behavior control system, there is a load stabilization behavior control system that suppresses wheel load fluctuations due to changes in braking / driving torque and disturbance vertical force from the road surface. And
The torque command value calculation unit 206 includes a final control gain setting unit 322 that sets a final control gain of a correction torque total value of the load stabilization behavior control system and the load addition behavior control system,
When it is determined that the change in the steering angle is due to road surface disturbance, the control gain change processing unit (final control gain change processing unit 321c) determines the final control gain of the final control gain setting unit 322 as a steering response. It changes so that the assist may be suppressed (FIG. 22).
As described above, when it is determined that the change in the steering angle is caused by the road surface disturbance, the final control gain is changed in the direction in which the vehicle system vibration control itself is stopped, so that (1) to (1) of the first embodiment are performed. In addition to the effect of 7), it is possible to prevent the driver from feeling uncomfortable in a driving scene where the steering wheel is taken due to road disturbance.

  The third embodiment is an example in which the steering angle input change processing unit provided in the input conversion unit 204 has a control gain change configuration.

First, the configuration will be described.
The road surface disturbance response control unit 321 according to the third embodiment includes a road surface disturbance determination unit 321a (road surface disturbance determination unit) as illustrated in FIG. The input conversion unit 204 includes a low-pass filter 323 and a steering angle input change processing unit 324 (control gain change processing unit). The road surface disturbance determination unit 321a has the same configuration as that of the first embodiment.

  The low-pass filter 323 removes a high-frequency component that cannot be operated by the driver from the sensor signal from the steering angle sensor 111, and a general low-pass filter is used.

  When the road surface disturbance determination unit 321a determines that the change of the steering angle is due to the road surface disturbance, the steering angle input change processing unit 324 determines that the steering angle input change processing unit 324 The sensor input is changed to a steering angle control input.

Then, the steering angle input information changing process is one of the following two types (FIG. 26).
<Basic processing>
Proposed change A: When the non-driver steering flag = 0 (driver steering), the input steering angle (= sensor input) is set. When the non-driver steering flag = 1 (non-driver steering), the setting is zero (fixed).
Proposed change B: When the non-driver steering flag is 0 (driver steering), the input steering angle (= sensor input) is set, and when the non-driver steering flag = 1 (non-driver steering), the previous value is held.
<Transient processing>
Proposed change A: When the non-driver steering flag is 0 → 1, the input rudder angle is immediately fixed to zero, and when the non-driver steering flag is 1 → 0, it gradually returns to the input rudder angle (with a rate limiter). And
Proposed change B: When the non-driver steering flag is 0 → 1, the input rudder angle → immediately holds the previous value, and when the non-driver steering flag is 1 → 0, the previous value → gradually returns to the input rudder angle (rate limiter) Yes).

Here, the details of the rate limiter will be described (FIG. 27).
a) Rate limiter addition direction input value (actual steering angle)-previous value (steering angle after input processing)> rate of change limiter value
Steering angle present value = steering angle previous value + change rate limiter formula is used.
b) Rate limiter subtraction direction input value (actual steering angle)-previous value (steering angle after input processing) <rate of change limiter value x (-1)
The following formula is used: steering angle current value = steering angle previous value−change rate limiter.
However, when the previous rate limiter process is performed and the previous and current rate limiter add / subtract directions are different, the rate limiter process is not performed.
Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted.

Next, the operation will be described.
In the third embodiment, as shown in FIG. 28, when the non-driver steering determination flag becomes 1 → 0 at time t1, becomes 0 → 1 at time t2, and becomes 1 → 0 at time t3. The change process of the steering angle input information for obtaining the steering angle after the input process with respect to the steering angle is any one of the two changes A and B. Hereinafter, the two steering angle input changing processes of the change plans A and B will be described.

  In the steering angle input changing process in the change plan A, when the non-driver steering determination flag becomes 1 → 0 at time t1, the rate limiter process is started, and the non-driver steering determination flag = 0 from time t1 to time t2 is set. In the meantime, the rate limiter process is continued until the steering angle current value−previous value <change rate limiter. When the non-driver steering determination flag changes from 0 to 1 at time t2, the steering angle after input processing is set to zero, and during the time t2 to t3 when the non-driver steering determination flag is 1, the steering angle after input processing. Is held at zero. Then, when the non-driver steering determination flag becomes 1 at time t3, the rate limiter process is started, but is not performed when the addition and subtraction directions of the previous and current rate limiter processes are different. This is to prevent assisting against the steering direction.

In the steering angle input changing process in the change plan B, when the non-driver steering determination flag becomes 1 → 0 at time t1, the rate limiter process is started, and the non-driver steering determination flag = 0 from time t1 to time t2 is set. In the meantime, the rate limiter process is continued until the steering angle current value−previous value <change rate limiter. When the non-driver steering determination flag becomes 0 → 1 at time t2, the steering angle after input processing is set to the previous value, and during the time t2 to t3 when the non-driver steering determination flag is 1, the steering after input processing is performed. The corner is held at the previous value. When the non-driver steering determination flag becomes 1 at time t3, the rate limiter process is started. However, when the addition / subtraction direction of the previous rate limiter process is different from that of the current rate limiter process, the rate limiter process is not performed for the same reason as the proposed change A. .
Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle system vibration control device of the third embodiment, the following effects can be obtained.

(11) The input conversion unit 204 includes a steering angle input change processing unit 324 that changes the sensor input from the steering angle sensor 111 to a steering angle control input as the control gain change processing unit.
When it is determined that the change in the steering angle is due to road surface disturbance, the steering angle input change processing unit 324 changes the steering angle control input so as to suppress the steering response assist (FIG. 25). .
As described above, when it is determined that the change of the steering angle is caused by the road surface disturbance, the change process of the steering angle control input is performed, and in addition to the effects (1) to (8) of the first embodiment, the road surface. In a driving scene in which the steering wheel is taken due to a disturbance, it is possible to prevent only the uncomfortable feeling given to the driver while leaving the vibration suppression effect of the sprung behavior by the load stabilization behavior control system as it is.

  The fourth embodiment is an example in which the load addition behavior control system is configured by a steering angle sensor control sequence and a road surface disturbance sensor control sequence, and the weights of the control gains of the two control sequences are changed.

First, the configuration will be described.
As shown in FIG. 29, the load addition behavior control system of the fourth embodiment includes a road surface disturbance sensor control sequence based on input information from the road surface disturbance sensors 112 and 113 to a steering angle sensor control sequence based on input information from the steering angle sensor 111. The configuration is added. The steering angle sensor control series includes a steering angle sensor 111, a turning resistance calculation unit 306, a third regulator unit 310, and a third tuning gain setting unit 319. The road surface disturbance sensor control series includes road surface disturbance sensors 112 and 113, a turning resistance calculation unit 306 ′, a third regulator unit 310 ′, and a third tuning gain setting unit 319 ′.

  Then, as shown in FIG. 29, the road surface disturbance response control unit 321 according to the fourth embodiment includes a road surface disturbance determination unit 321a (road surface disturbance determination unit), a tuning gain weight change processing unit 321d (control gain change processing unit), Have The road surface disturbance determination unit 321a has the same configuration as that of the first embodiment.

  When the road surface disturbance determination unit 321a determines that the change in the steering angle is due to the road surface disturbance, the tuning gain weighting change processing unit 321d performs the third tuning gain so as to suppress the assist of the steering response to the change in the steering angle. The weighting of the control gain α of the setting unit 319 and the control gain β of the third tuning gain setting unit 319 ′ is changed.

The control gains α and β are changed in any one of the following two ways (FIG. 30).
Modification A: When the non-driver steering flag = 0 (driver steering), the control gain α = −0.4 (immediate change) and the control gain β = 0 (immediate change). When the non-driver steering flag = 1 (non-driver steering), the control gain α = 0 (immediate change) and the control gain β = 0.4 (immediate change).
Modification B: When the non-driver steering flag = 0 (driver steering), the control gain α = −0.4 (gradual change) and the control gain β = 0 (gradual change). When the non-driver steering flag = 1 (non-driver steering), the control gain α = 0 (gradual change) and the control gain β = 0.4 (gradual change).
In addition, the change time to be gradually changed in the plan B is constant and is changed linearly. For example, it is set to 500 ms (50 communication cycles of command values) or 300 ms (half cycle of sprung resonance frequency of about 1.5 Hz).
Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted.

Next, the operation will be described.
In the fourth embodiment, as shown in FIG. 31, when the non-driver steering determination flag becomes 1 → 0 at time t1, becomes 0 → 1 at time t2, and becomes 1 → 0 at time t3. The weighting change of the gains α and β is any one of two proposals A and B. Hereinafter, the weighting change processing of the two control gains α and β of the change plans A and B will be described.

  In the weighting change processing of the control gains α and β in the change plan A, when the non-driver steering determination flag becomes 1 → 0 at time t1, the control gain α is immediately changed from 0 → −0.4, and the control gain β is set to 0.4. → 0, and control gain β = 0 continues at time t2 with control gain α = −0.4. That is, as in the first to third embodiments, during the time t1 to t2, which is steering by the driver, a negative gain is applied to add the front wheel load. When the non-driver steering determination flag becomes 0 → 1 at time t2, the control gain α is changed from −0.4 → 0, the control gain β is changed from 0 → 0.4, and the control gain α = 0 until time t3. The control gain β = 0.4 is continued. That is, during the time t2 to t3, which is steering due to road surface disturbance, a positive gain is used to stabilize the front wheel load. When the non-driver steering determination flag becomes 1 → 0 at time t3, the control gain α is immediately changed from 0 → −0.4, the control gain β is changed from 0.4 → 0, and the control gain α = −0.4 until time t2. Thus, the control gain β = 0 is continued.

In the weighting change processing of the control gains α and β in the change plan B, when the non-driver steering determination flag becomes 1 → 0 at time t1, the control gain α is gradually changed from 0 to −0.4, and the control gain β is set to 0.4. Gradually becomes 0. When the non-driver steering determination flag changes from 0 to 1 at time t2, the control gain α is gradually changed from −0.4 to 0, and the control gain β is gradually changed from 0 to 0.4. When the non-driver steering determination flag becomes 1 → 0 at time t3, the control gain α is gradually decreased from 0 to −0.4, and the control gain β is gradually decreased from 0.4 to 0.
Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle system vibration control device of the fourth embodiment, the following effects can be obtained.

(11) As the load addition behavior control system, a road surface disturbance sensor control sequence based on sensing information from the road surface disturbance sensors 112 and 113 is added to a steering angle sensor control sequence based on sensing information from the steering angle sensor 111,
The control gain change processing unit (tuning gain weighting change processing unit 321d) assists the steering response to the change in the steering angle when the road surface disturbance determination unit 321a determines that the change in the steering angle is due to the road surface disturbance. The control gains α and β of the steering angle sensor control sequence and the road surface disturbance sensor control sequence are changed so as to be suppressed (FIG. 29).
As described above, when it is determined that the change in the steering angle is caused by the road surface disturbance, the effects of (1) to (8) of the first embodiment are performed by performing the weighting change processing of the two control gains α and β. In addition, in the driving scene where the steering wheel is taken due to road disturbance, the stability of the sprung behavior against the road disturbance is secured and the driver feels uncomfortable while leaving the vibration suppression effect of the sprung behavior by the load stabilization behavior control system. Can be achieved.

  As mentioned above, although the vehicle system vibration control apparatus of this invention has been demonstrated based on Example 1- Example 4, it is not restricted to these Examples about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In Examples 1 to 4, when the road surface disturbance determination unit 321a satisfies the non-driver steering determination condition that the rising timing of the sensor value from the road surface disturbance sensors 112 and 113 is earlier than the rising timing of the sensor value from the steering angle sensor 111, An example is shown in which it is determined that the change in angle is due to road surface disturbance. However, the road surface disturbance determination unit may add the condition that the steering angle variation is caused by a high frequency that cannot be operated by humans as one of the determination conditions that the change in the steering angle is due to the road surface disturbance. .

  In the first to fourth embodiments, the road surface disturbance determination unit 321a shows an example in which the non-driver steering determination flag is rewritten from 1 to 0 when a predetermined time elapses after the non-driver steering determination condition is not satisfied. However, the road surface disturbance determination unit may be an example in which the non-driver steering determination flag is immediately rewritten from 1 to 0 when the non-driver steering determination condition is not satisfied. In this case, when corrective steering by the driver is entered immediately after the steering wheel is taken due to road surface disturbance, the non-driver steering determination condition is not satisfied, so that the steering responsiveness to the corrective steering can be improved.

  In the first to fourth embodiments, as the sprung behavior of the vehicle body estimated by the vehicle body vibration estimation unit 205, an example in which a state quantity expressed by a bounce speed, a bounce amount, a pitch speed, and a pitch angle is used is shown. However, the sprung behavior of the vehicle body estimated by the vehicle body vibration estimation unit may be one of pitch behavior, bounce behavior, or a combination of these behaviors as a state quantity.

  In Examples 1-4, the example which uses the engine 106 as an actuator which outputs a control command value was shown. However, an actuator, such as a motor as a power source, a continuously variable transmission, a friction clutch, etc., is provided in the drive system and can control the drive torque transmitted to the drive wheels by an external command. It ’s fine.

  In the first to fourth embodiments, an example in which the sprung behavior of the vehicle body is estimated using the vehicle model 307 as the vehicle body vibration estimation unit 205 is shown. However, the vehicle body vibration estimation unit may be an example in which estimation is performed using one or a plurality of equations of motion corresponding to a vehicle model.

  In the first to fourth embodiments, an example of the MT transmission 107 that manually changes the transmission gear stage is shown as the transmission. However, the transmission may be an example of an automatic transmission that automatically changes the transmission gear stage and the gear ratio.

  In Examples 1-4, the example which applies the vehicle system vibration control device of the present invention to an engine car was shown. However, the vehicle system vibration control device of the present invention can of course be applied to a hybrid vehicle or an electric vehicle. Furthermore, in the case of a hybrid vehicle, the response performance in the torque command value calculation unit of the vehicle system vibration control device may be switched between an engine travel mode and a motor travel mode with different actuators (power sources).

101 Engine control module (ECM)
102FR, 102FL Left and right front wheels (driven wheels)
102RR, 102RL Left and right rear wheels (drive wheels)
103FR, 103FL, 103RR, 103RL Wheel speed sensor
104 Brake stroke sensor
105 Accelerator position sensor
106 engine
107 MT transmission
108 shaft
109 Differential gear
110 Steering wheel
111 Steering angle sensor
112 EPS steering torque sensor (road disturbance sensor)
113 EPS motor rotation angle sensor (road disturbance sensor)
201 Driver required torque calculation section
202 Torque command value calculator
203 Vehicle control system
204 Input converter
205 Body vibration estimation unit
206 Torque command value calculator
317 First tuning gain setting section (Load stabilization tuning gain setting section)
318 Second tuning gain setting section (Load stabilization tuning gain setting section)
319 Third tuning gain setting section (Load added tuning gain setting section)
320 adder
321 Road disturbance control unit
321a Road disturbance judgment unit
321b Third tuning gain change processing unit (control gain change processing unit)
321c Final control gain change processing unit (control gain change processing unit)
321d Tuning gain weighting change processing unit (control gain change processing unit)
322 Final control gain setting section
323 Low-pass filter
324 Steering angle input change processing unit (control gain change processing unit)

Claims (12)

An input conversion unit that converts sensing information from the vehicle acquired during traveling into wheel input, a vehicle body vibration estimation unit that estimates the sprung behavior of the vehicle body using the wheel input and the vehicle model, and the sprung behavior In a vehicle system vibration control device that includes a torque command value calculation unit that corrects drive torque based on an estimation result, and performs vehicle system vibration control by correcting drive torque,
As a control object of the vehicle system vibration control, a load addition behavior control system for adding a front wheel load so as to assist a steering response to a change in a steering angle from a steering angle sensor,
In the load addition behavior control system,
A road disturbance determination unit for determining whether the change in the steering angle from the steering angle sensor is due to a driver operation or a road disturbance;
A control gain change processing unit that changes a control gain so as to suppress assist of a steering response to a change in the steering angle when the road surface disturbance determination unit determines that the change in the steering angle is due to a road surface disturbance;
A vehicle system vibration control device characterized by comprising: In the vehicle system vibration control device according to claim 1,
The steering angle sensor is a sensor whose sensor value rises and changes in response to steering wheel rotation of the steering system,
A road surface disturbance sensor whose sensor value rises and changes in response to road surface disturbance input from the road surface to the steering system regardless of driver operation,
When the non-driver steering determination condition that the rising timing of the sensor value from the road surface disturbance sensor is earlier than the rising timing of the sensor value from the steering angle sensor satisfies the road surface disturbance determination unit, the change in the steering angle is a road surface disturbance. It determines that it is based on vehicle structure vibration control device characterized by the above-mentioned. In the vehicle system vibration control device according to claim 2,
When it is determined that the change in the steering angle is caused by road surface disturbance, the control gain change processing unit immediately changes the control gain to a control gain that suppresses assist of steering response. In the vehicle system vibration control device according to claim 2,
When it is determined that the change in the steering angle is caused by a road surface disturbance, the control gain change processing unit gradually changes the control gain in a direction to suppress the steering response assist. Control device. In the vehicle system vibration control device according to any one of claims 2 to 4,
When the road surface disturbance determination unit determines that the change in the steering angle is due to road surface disturbance and continues for a predetermined time after the non-driver steering determination condition is not satisfied, the change in the steering angle is caused by a driver operation. The vehicle structure vibration control device is characterized in that it shifts to the determination that the vehicle system is. In the vehicle system vibration control device according to claim 5,
When the control gain change processing unit shifts to a determination that the change in the steering angle is caused by a driver operation, the vehicle gain control device is immediately returned to the control gain that assists the steering response. In the vehicle system vibration control device according to claim 5,
When the control gain change processing unit shifts to the determination that the change in the steering angle is due to a driver operation, the vehicle gain control device gradually returns to the control gain that assists the steering response. In the vehicle system vibration control device according to any one of claims 1 to 7,
As a control object of the vehicle system vibration control, in addition to the load addition behavior control system, there is a load stabilization behavior control system that suppresses fluctuations in wheel load against changes in braking / driving torque and disturbance vertical force from the road surface,
The control gain change processing unit, when the road surface disturbance determination unit determines that the change in the steering angle is due to road surface disturbance, the load addition behavior without changing the control gain of the load stabilization behavior control system A vehicle system vibration control device characterized by changing the control gain of only the control system. In the vehicle system vibration control device according to claim 8,
A load stabilization tuning gain setting unit that sets a weight of a correction torque value from the load stabilization behavior control system and a weight of a correction torque value from the load addition behavior control system are set in the torque command value calculation unit. Load adjustment tuning gain setting section
When it is determined that the change in the steering angle is caused by a road surface disturbance, the control gain change processing unit changes the tuning gain of the load addition tuning gain setting unit so as to suppress steering response assist. A vehicle system vibration control device characterized by In the vehicle system vibration control device according to any one of claims 1 to 7,
As a control object of the vehicle system vibration control, in addition to the load addition behavior control system, there is a load stabilization behavior control system that suppresses fluctuations in wheel load against changes in braking / driving torque and disturbance vertical force from the road surface,
The torque command value calculation unit includes a final control gain setting unit that sets a final control gain of a correction torque total value of the load stabilization behavior control system and the load addition behavior control system,
When it is determined that the change in the steering angle is caused by road surface disturbance, the control gain change processing unit changes the final control gain of the final control gain setting unit so as to suppress steering response assist. A vehicle system vibration control device characterized by In the vehicle structure vibration control device according to any one of claims 1 to 8,
The input conversion unit includes a steering angle input change processing unit that changes the sensor input from the steering angle sensor to a steering angle control input as the control gain change processing unit.
The steering angle input change processing unit changes the steering angle control input so as to suppress assist of steering response when it is determined that the change in the steering angle is caused by a road surface disturbance. Vehicle system vibration control device. In the vehicle structure vibration control device according to any one of claims 1 to 8,
As the load addition behavior control system, a road surface disturbance sensor control sequence based on sensing information from the road surface disturbance sensor is added to a steering angle sensor control sequence based on sensing information from the steering angle sensor,
When the road surface disturbance determination unit determines that the change in the steering angle is due to road surface disturbance, the control gain change processing unit controls the steering angle sensor so as to suppress assist of a steering response to the change in the steering angle. A vehicle system vibration control device characterized in that a control gain of the train and the road surface disturbance sensor control train is changed.