JP6252455B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device capable of controlling the ground contact load of each wheel in a traveling vehicle.

  Conventionally, the ground contact load of each wheel is controlled in a traveling vehicle. For example, the vehicle ground load control device proposed in Patent Document 1 uses an active suspension device provided with a hydraulic cylinder that generates a force by the hydraulic pressure supplied from a pump at each wheel position, and the hydraulic cylinder is generated. The ground load of each wheel is controlled by force. In this case, in the conventional vehicle ground load control device, each ground load of one diagonal wheel and each ground load of the other diagonal wheel are changed in the opposite increasing / decreasing directions, and each diagonal wheel Each ground load at is changed in the same increase / decrease direction. As a result, the conventional vehicle ground load control device can stabilize the traveling state of the vehicle without causing unnecessary posture change and vibration in the vehicle body.

JP 2005-350063 A

  In a conventional vehicle ground load control device, it is necessary to provide a hydraulic cylinder constituting an active suspension device corresponding to each wheel position of the vehicle. In this case, the hydraulic cylinder itself is heavy, and in addition, a complicated structure such as a hydraulic device and a hydraulic control device for operating each hydraulic cylinder is necessary, which increases the weight of the vehicle and reduces the cost. There is a problem that it increases extremely.

  By the way, a braking / driving force generating device that drives each wheel independently is provided, and braking / driving force (braking force and driving force) is generated on each wheel by individually controlling the plurality of braking / driving force generating devices. Vehicles to be devised have been devised. In this vehicle, the braking / driving force generated by the wheels not only acts as a longitudinal force on the vehicle, but is also converted into a vertical force on the vehicle body by a normal passive suspension device that connects the wheel and the vehicle body. Is done.

  Therefore, in this vehicle, the grounding load of each wheel can be changed by individually distributing and controlling the braking / driving force generated on each wheel by the braking / driving force generating device provided on each wheel. However, if the grounding load is changed by simply controlling the braking / driving force generated on each wheel individually, there is a risk that a change unintended by the driver may occur in the traveling state of the vehicle, specifically, the vehicle speed and the traveling direction. There is.

  The present invention has been made to solve the above problems. That is, an object of the present invention is to provide a vehicle control device capable of appropriately changing the ground load of each wheel by controlling the braking / driving force of each wheel while suppressing a change in the running state of the vehicle. .

The feature of the present invention to achieve the above object is as follows.
A front wheel braking / driving force generating device (20f) for independently generating braking / driving force for each of the left and right front wheels (10f) supported by the vehicle body (Bo) by the front wheel suspension device (30f) of the vehicle (1);
Rear wheel braking / driving force generating device for independently generating braking / driving force to the left and right rear wheels (10r) supported by the vehicle body (Bo) by the rear wheel suspension device (30r) of the vehicle (1). (20r), and is applied to a vehicle having
Based on the target travel force (Ftotal) required for travel of the vehicle (1), the front wheel braking / driving force generating device (20f) and the rear wheel braking / driving force generating device (20r) are respectively Determine each wheel braking drive force (Fd) to be generated on the left and right front wheels (10f) and the left and right rear wheels (10r);
Causing the front wheel braking / driving force generating device (20f) to generate the target wheel braking / driving force (Fdf) at each of the left and right front wheels (10f);
Causing the rear wheel braking / driving force generating device (20r) to generate the target wheel braking / driving force (Fdr) at each of the left and right rear wheels (10r);
In the vehicle control device including the control unit (40),
The front wheel suspension device (30f) has a braking / driving force (Fcf,) generated by the front wheel braking / driving force generator (20f) in addition to the target wheel braking / driving force (Fdf) at the left and right front wheels (10f). Fx1, Fx2) increase / decrease the ground load (w1, w2) on the road surface of the left and right front wheels (10f), and the rear wheel suspension device (30r) includes the rear wheel braking / driving force generating device (20r). The left and right rear wheels (10r) contact with the road surface (w3, Wr) by the braking / driving forces (Fcr, Fx3, Fx4) generated in addition to the target wheel braking / driving forces (Fdr). w4) is increased or decreased,
The control unit (40)
The ground load sum (w1 +) which is the sum of the ground loads of one of the pair of diagonal wheels (10fl, 10rr (or 10fr, 10rl)) of the left and right front and rear wheels (10) of the vehicle (1). w4 (or w3 + w4)) to the other of the pair of diagonal wheels (10fr, 10rl (or 10fl, 10rr)) is the sum of the grounding loads (w3 + w4 (or When changing the diagonal ground load difference (Fw) minus w1 + w4))
In addition to the target wheel braking / driving force (Fd) at each wheel (10fl, 10rr (or 10fr, 10rl)) of the one diagonal wheel, the braking / driving force having the same magnitude and the same acting direction is provided. (Fx1, Fx4 (or Fx2, Fx3)) is generated and added to each target wheel braking / driving force (Fd) at each of the other diagonal wheels (10fr, 10rl (or 10fl, 10rr)) Generating braking / driving forces (Fx2, Fx3 (or Fx1, Fx4)) having the same magnitude and the same acting direction, and each of the diagonal wheels (10fl, 10rr (or 10fr, 10rl)) and the total of the braking / driving force (Fx1, Fx4 (or Fx2, Fx3)) generated in the above and the other diagonal wheel (10fr, 10rl (or 10fl, 10rr)) The sum of the braking / driving forces (Fx2, Fx3 (or Fx1, Fx4)) and the sum (Fx) become zero In that the front-wheel braking and driving force generation device (20f) and the rear wheel braking and driving force generator for controlling (20r), is configured to.

  According to the vehicle control apparatus of the present invention, when changing the diagonal ground load difference, the control unit has the same magnitude in addition to the target wheel braking driving force at each of the diagonal wheels. A braking / driving force (for example, driving force) having the same direction of action is generated. In addition, when changing the diagonal ground load difference, the control unit performs braking / driving with the same magnitude and the same direction of action in addition to the target wheel braking / driving force on each of the other diagonal wheels. A force (for example, braking force) is generated. Furthermore, in addition to these, when changing the diagonal ground load difference, the control unit adds the braking / driving force (for example, driving force) generated in one diagonal wheel and the other diagonal wheel. The front wheel braking / driving force generating device and the rear wheel braking / driving force generating device are controlled so that the sum of the total braking / driving force (for example, braking force) to be generated becomes zero.

  Thus, the sum of the braking / driving force (for example, driving force) generated in one diagonal wheel and the sum of the braking / driving force (for example, braking force) generated in the other diagonal wheel is Since it becomes zero, it is possible to prevent unnecessary longitudinal force from being generated in the vehicle. For this reason, when changing the diagonal grounding load difference, it is possible to prevent an unnecessary change in the vehicle speed from occurring in the vehicle. In addition, one of the diagonal wheels generates a braking / driving force (for example, a driving force) having the same size and the same direction of operation, and the other diagonal wheel has the same size and the same size. Since braking / driving force (for example, braking force) that acts as an action direction is generated, an unnecessary yaw moment is not generated in the vehicle. For this reason, when changing the diagonal grounding load difference, it is possible to prevent the vehicle from causing unnecessary changes in the traveling direction.

Another aspect of the present invention is:
The control unit (40)
Obtaining a slip ratio (S) representing a slip state occurring in each of the front, rear, left and right wheels of the vehicle that is traveling (step S11);
The wheel having the maximum obtained slip ratio (S) is specified (step S12),
Each of the diagonal wheels in the front wheel braking / driving force generating device and the rear wheel braking / driving force generating device so that a ground contact load on each of the one diagonal wheel including the wheel is increased. A driving force is generated in addition to the target wheel braking driving force on the wheels (steps S14 and S16), and each of the other diagonal wheels not including a wheel having the maximum obtained slip ratio (S) The front wheel braking / driving force generator and the rear wheel braking / driving force generator are applied to each wheel of the other diagonal wheel in addition to the target wheel braking / driving force so that the ground contact load on the other wheel is reduced. Thus, the braking force is generated (steps S14 and S16).

  According to this, it is possible to accurately identify the wheel that needs to increase the grounding load based on the magnitude of the slip ratio, and the total grounding load of one diagonal wheel including this wheel is the grounding of the other diagonal wheel. The diagonal ground load difference can be changed so as to be surely larger than the total load. As a result, a wheel having a large slip ratio and in a slip state can be reliably returned from the slip state. Alternatively, it is possible to prevent a wheel having a high possibility of falling into a slip state due to a large slip ratio from falling into a slip state.

Furthermore, another aspect of the present invention provides
The front wheel braking / driving force generator (20f)
A motor that is provided in the left and right front wheels (10f) and generates a braking / driving force independently for each of the left and right front wheels (10f);
The rear wheel braking / driving force generator (20r)
A motor that is provided in the left and right rear wheels (10r) and generates a braking / driving force independently for each of the left and right rear wheels (10r);
The control unit (40)
The rotational torque generated by the motor (20) may be controlled to generate independent braking / driving forces on the left and right front wheels (10f) and the left and right rear wheels (10r).

  According to this, without using an active suspension having a complicated structure and expensive, using a motor and a passive suspension device provided in the left and right front wheels and the left and right rear wheels essential for running the vehicle, The diagonal ground load difference can be changed appropriately. Therefore, since the structure can be simplified, the number of parts can be reduced and weight reduction can be achieved. Furthermore, since expensive hydraulic devices and hydraulic control devices can be eliminated, costs can be reduced.

  In the above description, in order to help the understanding of the invention, the reference numerals used in the embodiments are attached to the configuration of the invention corresponding to the embodiments in parentheses, but each constituent element of the invention is described in the above reference numerals. It is not limited to the embodiment defined by.

It is a schematic block diagram of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a figure for demonstrating the relationship between braking / driving force and a vertical force. (A) And (b) is a figure for demonstrating the case where the driving force of 4 wheels is reduced by a traction control system etc. and a slip state is eliminated. (A) And (b) is for increasing the friction circle of the wheel in the slip state by increasing the ground load sum of the diagonal wheel including the wheel in the slip state, for explaining the case of canceling the slip state FIG. It is a flowchart showing the diagonal ground load difference change control program executed by the motor ECU shown in FIG. It is a figure for demonstrating the control mode showing the diagonal wheel controlled so that a diagonal load sum may be increased by running the program of FIG. 6 is a map that is referred to by the motor ECU in accordance with the execution of the program of FIG. It is a map which concerns on the modification of this invention and represents the relationship between the maximum slip ratio and a diagonal contact load difference. It is a map which has the dead zone of the diagonal grounding load difference with respect to the maximum slip ratio, and represents the relationship between the maximum slip ratio and the diagonal grounding load difference according to the modification of the present invention.

  A vehicle control apparatus according to an embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the vehicle 1 includes a left front wheel 10fl, a right front wheel 10fr, a left rear wheel 10rl, and a right rear wheel 10rr. A motor 20fl, a motor 20fr, a motor 20rl, and a motor 20rr are incorporated in the left front wheel 10fl, the right front wheel 10fr, the left rear wheel 10rl, and the right rear wheel 10rr, respectively.

  The motors 20fl, 20fr, 20rl and 20rr are so-called in-wheel motors, and are arranged under the spring of the vehicle 1 together with the wheels 10fl, 10fr, 10rl and 10rr, respectively. Torques (motor rotation, motor generated torque) of the motors 20fl, 20fr, 20rl, and 20rr are transmitted to the wheels 10fl, 10fr, 10rl, and 10rr, respectively. As a result, in the vehicle 1, the driving force and control generated in the wheels 10 fl, 10 fr, 10 rl and 10 rr are controlled by controlling the torques of the motors 20 fl, 20 fr, 20 rl and 20 rr independently (independently from each other). Power can be controlled independently.

  The wheels 10fl, 10fr, 10rl, and 10rr are respectively suspended on the vehicle body Bo by independent suspension devices 30fl, 30fr, 30rl, and 30rr through casings of motors 20fl, 20fr, 20rl, and 20rr, respectively. The suspension devices 30fl, 30fr, 30rl, and 30rr are connecting mechanisms that connect the vehicle body Bo and the wheels 10fl, 10fr, 10rl, and 10rr (and thus the motors 20fl, 20fr, 20rl, and 20rr), respectively. Therefore, each of the suspension devices 30fl, 30fr, 30rl, and 30rr includes a suspension link mechanism, a suspension spring that supports a load in the vertical direction and absorbs an impact, and a shock absorber that attenuates vibration on the spring (vehicle body Bo). It has. The suspension devices 30fl, 30fr, 30rl, and 30rr are well-known four-wheel independent suspension type suspension devices (so-called passive suspension devices) such as a strut suspension and a wishbone suspension.

The wheels 10fl, 10fr, 10rl, and 10rr are hereinafter simply referred to as “wheels 10” when it is not necessary to specify which of these wheels.
The motors 20fl, 20fr, 20rl, and 20rr are hereinafter simply referred to as “motor 20” when it is not necessary to specify which of these motors.
The suspension devices 30fl, 30fr, 30rl, and 30rr are hereinafter simply referred to as “suspension device 30” when it is not necessary to specify which of these suspension devices.
Further, when specifying a component provided on the front wheel (10fl, 10fr) side, “f” is added at the end, and when specifying a component provided on the rear wheel (10rl, 10rr) side, “r” is specified at the end. Is attached.

  Each motor 20 is a brushless motor, for example, and is connected to a motor driver 25. The motor driver 25 is an inverter, for example, and four sets are provided so as to correspond to each motor 20. The motor driver 25 converts the DC power supplied from the battery 60 into AC power and supplies the AC power to each motor 20 independently. As a result, each motor 20 is subjected to power running control to generate motor torque (driving torque), and each wheel 10 generates driving force.

  On the other hand, each motor 20 also functions as a generator, generates electric power by the rotational energy of each wheel 10, and regenerates the generated power to the battery 60 via the motor driver 25. As a result, each motor 20 is regeneratively controlled to generate motor torque (regenerative braking torque), and each wheel 10 generates braking force. Each wheel 10 is provided with a friction brake device. The friction brake device is a well-known brake device such as a disc brake device and a drum brake device, and therefore illustration and description thereof are omitted.

  The motor driver 25 is connected to a motor control electronic control unit 40 (hereinafter simply referred to as “motor ECU 40”). The motor ECU 40 includes a microcomputer including a CPU, a ROM, a RAM, and the like as a main part, and executes various programs including a program described later to independently control the operation of each motor 20. The motor ECU 40 is connected to an operation state detection device 50 that detects an operation state operated by the driver to drive the vehicle 1 and a movement state detection device 55 that detects a movement state of the vehicle 1. The detection signal output from 55 is input.

  The operation state detection device 50 includes an accelerator sensor, a brake sensor, a steering angle sensor, and the like. The accelerator sensor detects the accelerator operation amount of the driver from the depression amount (or angle, pressure, etc.) of the accelerator pedal. The brake sensor detects the brake operation amount of the driver from the depression amount (or angle, pressure, etc.) of the brake pedal. The steering angle sensor detects a steering operation amount (steering angle) when the driver operates the steering wheel.

  The motion state detection device 55 includes a wheel speed sensor, a vehicle speed sensor, a sprung acceleration sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, a stroke sensor, a pitch rate sensor, a roll rate sensor, a yaw rate sensor, and the like. The wheel speed sensor detects the wheel speed that is the rotational speed of each wheel 10. The vehicle speed sensor calculates and detects the vehicle speed, which is the traveling speed of the vehicle body Bo (vehicle 1), based on the wheel speeds of the four wheels. The sprung acceleration sensor detects the vertical acceleration of the vehicle body Bo (sprung) at each wheel position. The longitudinal acceleration sensor detects longitudinal acceleration in the longitudinal direction of the vehicle body Bo (vehicle 1). The lateral acceleration sensor detects lateral acceleration of the vehicle body Bo (vehicle 1) in the left-right direction. The stroke sensor detects the suspension stroke amount of each suspension device 30. The pitch rate sensor detects the pitch rate of the vehicle body Bo. The roll rate sensor detects the roll rate of the vehicle body Bo. The yaw rate sensor detects the yaw rate of the vehicle body Bo (vehicle 1).

  As for the detection values detected by the operation state detection device 50 and the motion state detection device 55, the direction of the detection value including the direction element is identified by its sign. In addition, when discussing the magnitude of the detected value, its absolute value is used.

<Outline of control>
Next, an outline of control performed by the motor ECU 40 will be described. The motor ECU 40 requests the vehicle 1 to run the vehicle 1 at an acceleration (including deceleration) requested by the driver based on the accelerator operation amount and the brake operation amount detected by the operation state detection device 50. The target running force Ftotal to be executed is determined. More specifically, when the accelerator operation amount is not “0” and the brake operation amount is “0”, the motor ECU 40 determines that the accelerator ECU is based on the preset driving force map and the actual accelerator operation amount. The total driving force that increases as the operation amount increases is determined as the target driving force Ftotal. Further, when the brake operation amount is not “0” and the accelerator operation amount is “0”, the motor ECU 40 increases the brake operation amount based on the preset braking force map and the actual brake operation amount. The braking force for total traveling that increases is determined as the target traveling force Ftotal. The motor ECU 40 determines the target wheel braking drive force Fd of each wheel 10 by distributing the determined target traveling force Ftotal to the four wheels at a predetermined distribution ratio.

  The motor ECU 40 multiplies the target wheel braking drive force Fd by, for example, a torque conversion ratio (proportional constant) of a reduction gear (not shown) provided in each wheel 10. As a result, the motor ECU 40 calculates a target travel torque Td (target travel drive torque Td or target travel regenerative braking torque Td) corresponding to each wheel drive force Fd for each wheel 10. The motor ECU 40 controls the motor driver 25 so that each motor 20 generates a target travel torque Td for that motor (so that a target current corresponding to the target travel torque Td flows to each motor 20). Thereby, in each wheel 10, the braking / driving force corresponding to each target wheel braking / driving force Fd is generated. In the following description, when the target wheel drive force Fd is specified for each wheel 10, the target wheel drive force Fd1 for the left front wheel, the target wheel drive force Fd2 for the right front wheel, and the left rear wheel Is referred to as the target wheel drive force Fd3, and the right rear wheel is referred to as the target wheel drive force Fd4. Further, in the following, when the target travel torque Td is specified for each wheel 10, the target travel torque Td1 for the left front wheel, the target travel torque Td2 for the right front wheel, the target travel torque Td3 for the left rear wheel, and the right rear The wheels are referred to as target running torque Td4.

  As shown in FIGS. 2A and 2B, when the vehicle 1 is viewed from the side, the suspension device 30f on the front wheel side has a rotation center Cf of the front wheel 10f with respect to the vehicle body Bo (that is, an instantaneous rotation center) Cf. It is comprised so that it may be located back and upwards. In the side view of the vehicle 1, the suspension device 30r on the rear wheel side is configured such that the rotation center Cr of the rear wheel 10r with respect to the vehicle body Bo (that is, the instantaneous rotation center) Cr is located forward and above the rear wheel 10r. The

  In this case, the angle (smaller angle) formed by the line connecting the ground point of the front wheel 10f and the instantaneous rotation center Cf and the ground horizontal plane is θf, and the line connecting the ground point of the rear wheel 10r and the instantaneous rotation center Cr is grounded. The angle (smaller angle) made with the horizontal plane is defined as θr. In the following, θf is referred to as an instantaneous rotation angle θf, and θr is referred to as an instantaneous rotation angle θr. The vehicle 1 has a relationship (θf <θr) in which the instantaneous rotation angle θr is larger than the instantaneous rotation angle θf, but may have a reverse relationship (θr <θf).

  In such a configuration (geometry) of the suspension device 30, for example, as disclosed in JP2013-085375A and JP2012-086712A, the driving force and the braking force of each wheel 10 are used. A force in the vertical direction of the vehicle body Bo is generated. Specifically, in the vehicle 1, the vertical force acts on the vehicle body Bo by the braking / driving force generated at each wheel 10. Hereinafter, the braking / driving force for generating the vertical force applied to the vehicle body Bo may be referred to as “attitude control target braking / driving force” for convenience.

  Hereinafter, in order to simplify the description, the left front wheel 10fl and the right front wheel 10fr are regarded as one front wheel 10f, and the left rear wheel 10rl and the right rear wheel 10rr are regarded as one rear wheel 10r. In this case, as shown in FIG. 2 (a), when a posture control target braking / driving force Fcf (driving force) acts in the same direction as the traveling direction of the vehicle 1 (front of the vehicle) at the ground contact point of the front wheel 10f, A vertical force Fzf that urges the vehicle body Bo downward by the braking / driving force Fcf is generated on a vertical line passing through the contact point of the front wheel 10f. On the other hand, when a target braking / driving force Fcr (braking force) for posture control in the direction opposite to the traveling direction of the vehicle 1 (braking force) acts on the ground contact point of the rear wheel 10r, the vehicle body Bo is attached downward by the braking / driving force Fcr. A vertical force Fzr is generated on a vertical line passing through the ground contact point of the rear wheel 10r.

  In addition, as shown in FIG. 2B, when a target braking / driving force Fcf (braking force) for attitude control in the direction opposite to the traveling direction of the vehicle 1 acts on the ground contact point of the front wheel 10f, the braking / driving force Fcf A vertical force Fzf that urges the vehicle body Bo upward is generated on a vertical line passing through the ground contact point of the front wheel 10f. On the other hand, when a posture control target braking / driving force Fcr (driving force) in the same direction as the traveling direction of the vehicle 1 acts on the ground contact point of the rear wheel 10r, the vertical force that urges the vehicle body Bo upward by the braking / driving force Fcr. Fzr is generated on a vertical line passing through the contact point of the rear wheel 10r.

  In these cases, due to the configuration (geometry) of the suspension device 30f, the vertical force Fzf acting on the vehicle body Bo on the front wheel 10f side is a value obtained by multiplying the posture control target braking / driving force Fcf generated by the front wheel 10f by tan (θf). It becomes. In addition, the vertical force Fzr acting on the vehicle body Bo on the rear wheel 10r side is a value obtained by multiplying the posture control target braking / driving force Fcr by tan (θr) in the rear wheel 10r, depending on the configuration (geometry) of the suspension device 30r. Become.

  By controlling these “vertical force Fzf and vertical force Fzr”, the posture of the vehicle body Bo that changes as the vehicle 1 travels can be controlled. Therefore, it is possible to attenuate the vibration accompanying the posture change generated in the vehicle body Bo. Of the posture changes that have occurred in the vehicle body Bo, for example, when controlling the pitch behavior, the motor ECU 40 normally has a posture control target braking / driving force Fcf as shown in FIGS. 2 (a) and 2 (b). The posture control target braking / driving force Fcr is set to have the same magnitude and the direction of action thereof is reversed. Accordingly, since the total value of the posture control target braking / driving force Fcf and the posture control target braking / driving force Fcr is “0”, the force in the vehicle longitudinal direction does not change. Further, the motor ECU 40 generates the target wheel braking / driving force Fdf on the front wheels 10f and the target wheel braking / driving force Fdr on the rear wheels 10r so that the target traveling force Ftotal is generated. The sum of the target wheel drive force Fdf and the target wheel drive force Fdr is equal to the target travel force Ftotal. As a result, the motor ECU 40 can control the posture change (for example, pitch behavior) of the vehicle body Bo while applying the target traveling force Ftotal.

  Note that the posture control target braking / driving force Fc is a general term for the posture control target braking / driving force for each of the four wheels. For this reason, when the target braking / driving force for posture control is specified for each wheel 10, the target braking / driving force Fc1 for posture control for the left front wheel, the target braking / driving force Fc2 for posture control for the right front wheel, and the left rear wheel Is referred to as posture control target braking / driving force Fc3, and the right rear wheel is referred to as posture control target braking / driving force Fc4.

  A method for calculating a driving force or a braking force for controlling the behavior generated in the vehicle body Bo is disclosed in, for example, Japanese Patent Application Laid-Open No. 2012-086712. Also in the present embodiment, the calculation method disclosed in the above publication is used as a calculation method for the attitude control target braking / driving force Fc for controlling the behavior generated in the vehicle body Bo. Therefore, a brief description will be given below.

  The motor ECU 40 sets a target longitudinal force Fv, a target roll moment Mx, a target pitch moment My, and a target yaw moment Mz as control target values for controlling the behavior (posture change) generated in the vehicle body Bo. Specifically, the motor ECU 40 uses the steering angle, the vehicle speed, the lateral acceleration, the roll rate, the suspension stroke amount, and the like detected by the operation state detection device 50 and the motion state detection device 55, and each of these detection values and a predetermined value in advance. The target roll moment Mx that is related is determined. The motor ECU 40 uses the accelerator operation amount, the brake operation amount, the vehicle speed, the longitudinal acceleration, the vertical acceleration, the pitch rate, the suspension stroke amount, and the like detected by the operation state detection device 50 and the motion state detection device 55 to detect each of these detected values. And a target pitch moment My having a predetermined relationship is determined in advance. The motor ECU 40 uses the steering angle, vehicle speed, lateral acceleration, yaw rate, and the like detected by the operation state detection device 50 and the motion state detection device 55 to determine a target yaw moment Mz that has a predetermined relationship with these detection values in advance. To do. When the target longitudinal force Fv for controlling the behavior generated in the vehicle body Bo fluctuates, unnecessary longitudinal force (longitudinal force unintended by the driver) is generated in the vehicle 1, and therefore the target longitudinal force Fv is normally “0”. "Is set.

  The motor ECU 40 is a posture control target required for each wheel 10 in order to generate each moment corresponding to the determined target roll moment Mx, target pitch moment My, and target yaw moment Mz at the center of gravity position Cg of the vehicle 1. The braking / driving force Fc is calculated. Specifically, the motor ECU 40, for example, according to the following formula 1 and the following formula 2, achieves the target longitudinal force Fv (= 0), the target roll moment Mx, the target pitch moment My, and the target yaw moment Mz. The braking / driving forces Fc1, Fc2, Fc3 and Fc4 are calculated.

但し、前記式２中の「tf」は図１に示したように左前輪１０fl及び右前輪１０fr間のトレッド幅を表し、「tr」は左後輪１０rl及び右後輪１０rr間のトレッド幅を表す。更に、前記式２中の「Lf」は図２（ａ）に示したように車両１の重心位置Ｃｇと前輪１０ｆの車軸との間の距離を表し、「Lr」は車両１の重心位置Ｃｇと後輪１０ｒの車軸との間の距離を表す。

However, “tf” in Equation 2 represents the tread width between the left front wheel 10fl and the right front wheel 10fr as shown in FIG. 1, and “tr” represents the tread width between the left rear wheel 10rl and the right rear wheel 10rr. Represent. Further, “Lf” in the expression 2 represents the distance between the center of gravity Cg of the vehicle 1 and the axle of the front wheel 10 f as shown in FIG. 2A, and “Lr” represents the center of gravity Cg of the vehicle 1. And the distance between the axle of the rear wheel 10r.

  The motor ECU 40 multiplies the posture control target braking / driving forces Fc1, Fc2, Fc3, and Fc4 by a torque conversion ratio (proportional constant) determined in advance for each wheel 10 to thereby obtain posture control target braking / driving forces Fc1, Fc2. , Fc3 and Fc4 are converted into target attitude control torques Tc1, Tc2, Tc3 and Tc4, respectively. The target attitude control torques Tc1, Tc2, Tc3, and Tc4 are the target attitude control torques for the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively. The target attitude control torque Tc is used as the target attitude control torque Tc1, Tc2, Tc3, and Tc4.

  Incidentally, as shown in FIG. 3A, in a situation where the vehicle 1 is accelerating by generating a driving force at each wheel 10, for example, the friction coefficient between the left front wheel 10fl and the road surface becomes low. The frictional force (grip force) on the road surface of the left front wheel 10fl may be reduced. In FIG. 3, the circle shown at the position of each wheel 10 is a friction circle representing the relationship between the road surface condition and the frictional force (grip force) of the wheel 10 (tire). Furthermore, the thick arrow shown in the position of each wheel 10 in FIG. 3 represents the magnitude of the driving force generated at each wheel 10. Since the friction coefficient between the left front wheel 10fl and the road surface is low, the size of the friction circle is smaller than that of the other wheels 10 (the right front wheel 10fl, the left rear wheel 10rl, and the right rear wheel 10rr). ing.

  The size of the friction circle represents the limit at which a frictional force (grip force) can be generated between each wheel 10 (tire) and the road surface without slipping. For this reason, as shown in FIG. 3A, in the situation where the size of the friction circle is small, the size of the driving force generated by the left front wheel 10fl tends to be larger than the size of the friction circle, As a result, the left front wheel 10fl is slipped (or is likely to be slipped). In other words, when the size of the friction circle becomes smaller, the magnitude of the driving force generated by the left front wheel 10fl has less margin for the size of the friction circle. When the left front wheel 10fl is slipped, the left front wheel 10fl cannot generate an appropriate braking / driving force. As a result, an unintended change in the vehicle speed may occur in the vehicle 1, and further, the behavior of the vehicle body Bo (Position) may not be properly controlled.

  In order to return the left front wheel 10fl in the slip state from the slip state, for example, a conventional traction control system or the like may be operated. In this case, as shown in FIG. 3B, the driving force of the left front wheel 10fl is reduced so that the driving force of the left front wheel 10fl is within the friction circle. In addition, in the conventional traction control system or the like, the driving force of the right front wheel 10fr, the left rear wheel 10rl, and the right rear wheel 10rr that are not in a slip state is also reduced in accordance with the reduction of the driving force of the left front wheel 10fl. In this case, for example, since the target running force Ftotal that causes the vehicle 1 to travel at the acceleration requested by the driver cannot be generated, a deceleration unintended by the driver is perceived.

  As described above, the slip state of the wheel 10 occurs when the magnitude of the driving force exceeds the size of the friction circle. For this reason, if the size of the friction circle in the wheel 10 where the slip state may occur is increased, the possibility of the slip state occurring in the wheel 10 can be reduced, and further, the generated slip state is eliminated. can do. Increasing the size of the friction circle can be achieved by increasing the contact load on the road surface of the wheel 10.

  As described in the above-described attitude control, in the vehicle 1, since the vertical force can be generated by individually controlling the braking / driving force generated by each wheel 10, a slip state may occur. It is possible to increase the ground load of a wheel 10 that is in a certain state (or in a slip state). Hereinafter, the wheel 10 in which the slip state may occur (or in the slip state) is referred to as “slip wheel 10”. In this case, it is not necessary to use an expensive system such as the active suspension described above, and the ground load can be increased. Therefore, since the structure can be simplified, the number of parts can be reduced and weight reduction can be achieved. Furthermore, since expensive hydraulic devices and hydraulic control devices can be eliminated, costs can be reduced.

  Specifically, as in FIG. 3A, as shown in FIG. 4A, the size of the friction circle on the left front wheel 10fl is reduced, and as a result, the drive generated on the left front wheel 10fl. Assume that the margin of the magnitude of the force with respect to the size of the friction circle becomes small. In this case, in the vehicle 1, by controlling the driving torque generated by the motor 20fl, the driving force generated by the suspension device 30fl at the left front wheel 10fl is converted to generate the vertical force acting on the vehicle body Bo and the road surface. be able to. Thereby, the contact load of the left front wheel 10fl can be increased, and as a result, the size of the friction circle can be increased as shown in FIG. 4B.

  However, if only the driving force of the left front wheel 10fl is independently controlled (changed), an unnecessary change in the vehicle speed may occur in the vehicle 1. In addition, if only the driving force of the left front wheel 10fl is controlled (changed) independently, useless yaw moment may be generated and adversely affect the traveling direction of the vehicle 1. Furthermore, if only the driving force of the left front wheel 10fl is controlled (changed) independently, unnecessary vertical force may act on the vehicle body Bo, and unpleasant behavior (vibration) may occur in the vehicle body Bo.

  Therefore, when the ground load on the road surface of each wheel 10 is changed, the motor ECU 40 controls the braking / driving force of each wheel 10 so that unnecessary changes in vehicle speed and changes in the traveling direction do not occur. Specifically, as shown in FIG. 4B, the motor ECU 40 sets the ground load on the left front wheel 10fl and the right rear wheel 10rr as the diagonal wheels and the ground load on the right front wheel 10fr and the left rear wheel 10rl side. And the braking / driving force of each wheel 10 is controlled so that the difference between and increases. Hereinafter, the difference in ground load is referred to as “diagonal load difference”. In this case, for example, the motor ECU 40 increases the ground load of the diagonal wheel on the side where the slip wheel 10 is included to be larger than the ground load of the diagonal wheel on the side where the slip wheel 10 is not included. The braking / driving force of each wheel 10 is controlled so as to increase.

  In this case, the diagonal ground load difference can be controlled by appropriately changing the distribution of the braking / driving force generated by each motor 10 at each wheel 10. Hereinafter, the control of the diagonal ground load difference performed by changing the distribution of the braking / driving force generated at each wheel 10 by each motor 20 will be described.

Now, the vehicle 1 is traveling on a horizontal road surface, the vertical displacement of the body Bo at the position of the left front wheel 10fl is z1, the vertical displacement of the body Bo at the position of the right front wheel 10fr is z2, and the position of the left rear wheel 10rl is The vertical displacement on the spring of the vehicle body Bo at is z3, and the vertical displacement on the spring of the vehicle body Bo at the position of the right rear wheel 10rr is z4. In addition, the equivalent rigidity with respect to the vertical displacement of the left front wheel 10fl, the right front wheel 10fr, the right rear wheel 10rr, and the left rear wheel 10rl is k1, k2, k3, and k4, respectively. Since the equivalent stiffnesses k1, k2, k3, and k4 vary depending on the braking / driving force, they can be defined by the following equations 3, 4, 5, and 6.

  However, “kzf” in the equations 3 and 4 represents a spring constant at the position of the front wheel 10f (suspension device 40f) of the vehicle 1, and “kzr” in the equations 5 and 6 represents the rear wheel 10r (suspension of the vehicle 1). Represents the spring constant at the position of the device 40r). Further, “θf” in the expressions 3 and 4 represents the instantaneous rotation angle on the front wheel 10f side shown in FIG. 2, and “θr” in the expressions 5 and 6 represents the instantaneous rotation angle on the rear wheel 10r side shown in FIG. Represents the rotation angle.

Further, “Fx1” in the above formula 3 represents the ground load difference change target braking / driving force generated at the left front wheel 10fl in order to change the diagonal ground load difference, and “Fx2” in the above formula 4 represents the diagonal. This represents the ground load difference change target braking / driving force generated at the right front wheel 10fr in order to change the ground load difference. In addition, “Fx3” in Equation 5 represents the ground load difference change target braking / driving force generated at the left rear wheel 10fr in order to change the diagonal ground load difference, and “Fx4” in Equation 6 represents This represents the ground load difference change target braking / driving force generated at the right rear wheel 10rr in order to change the diagonal ground load difference. The total ground load difference change target braking / driving force Fx obtained by adding the ground load difference target braking / driving forces Fx1, Fx2, Fx3, and Fx4 is expressed by the following equation (7).

  The left front wheel 10fl and the right rear wheel 10rr have a diagonal relationship in the vehicle 1. When the diagonal ground load difference is changed, the ground load difference target braking / driving forces Fx1 and Fx4 are determined to be in the same increase / decrease direction. In addition, the right front wheel 10fr and the left rear wheel 10rl are in a diagonal relationship in the vehicle 1. When the diagonal ground load difference is changed, the ground load difference target braking / driving forces Fx2 and Fx3 are determined to be in the same increase / decrease direction.

ただし、前記式８中の「h」は図２に示したように路面から重心位置Ｃｇまでの距離（重心高）を表し、「L」は車両１のホイールベースを表し、L＝Lf＋Lrである。 When the total ground load difference change target braking / driving force Fx is generated in the vehicle 1, the longitudinal load movement amount dw generated in the vehicle 1 is expressed by the following formula 8.

However, “h” in Equation 8 represents the distance (center of gravity height) from the road surface to the center of gravity Cg as shown in FIG. 2, “L” represents the wheel base of the vehicle 1, and L = Lf + Lr. .

（Ｂ）．対角接地荷重差を変更することにより車体Ｂｏは捩れない。この拘束条件は、下記式１０で表すことができる。

（Ｃ）．左前輪１０fl及び右前輪１０frと左後輪１０rl及び右後輪１０rrとの前後輪の荷重和は変化しない。この拘束条件は、下記式１１で表すことができる。

前後荷重移動量dwは左後輪１０rl及び右後輪１０rrの後輪左右荷重変化量の和に等しい。この拘束条件は、下記式１２で表すことができる。

Furthermore, the constraint conditions at the time of diagonal wheel ground load difference change control are determined as follows.
(A). The total load of the four wheels including the left front wheel 10fl, the right front wheel 10fr, the left rear wheel 10rl, and the right rear wheel 10rr does not change. This constraint condition can be expressed by the following formula 9.

(B). The vehicle body Bo is not twisted by changing the diagonal ground load difference. This constraint condition can be expressed by the following formula 10.

(C). The load sum of the front and rear wheels of the left front wheel 10fl and the right front wheel 10fr and the left rear wheel 10rl and the right rear wheel 10rr does not change. This constraint condition can be expressed by the following formula 11.

The front-rear load movement amount dw is equal to the sum of the left-right load change amount of the left rear wheel 10rl and the right rear wheel 10rr. This constraint condition can be expressed by the following formula 12.

  By solving the equations 3 to 12 as simultaneous equations, the equivalent stiffness k1, k2, k3 and k4 can be obtained, and the sprung vertical displacements z1, z2, z3 and z4 can be obtained. Furthermore, by solving the simultaneous equations, the total ground load difference change target braking / driving force Fx can be obtained, and the longitudinal load movement amount dw can also be obtained.

The diagonal ground load difference Fw is expressed as the difference between the ground load sum of the diagonal wheel composed of the left front wheel 10fl and the right rear wheel 10rr and the ground load sum of the diagonal wheel composed of the right front wheel 10fr and the left rear wheel 10rl. The Hereinafter, for the sake of convenience, the diagonal wheel composed of the left front wheel 10fl and the right rear wheel 10rr is also referred to as "one diagonal wheel", and the diagonal wheel composed of the right front wheel 10fr and the left rear wheel 10rl is referred to as "the other diagonal wheel". Also referred to as “ring”. If the ground loads of the left front wheel 10fl, the right front wheel 10fr, the left rear wheel 10rl, and the right rear wheel 10rr are w1, w2, w3, and w4, respectively, the diagonal ground load difference Fw is equivalent to the equivalent stiffness k1, k2, k3, and k4. And the sprung vertical displacement z1, z2, z3 and z4 can be expressed by the following equation (13).

By substituting the solution obtained as described above into the equation 13 and arranging it, the diagonal contact load difference Fw can be finally expressed by the following equation 14.

  Accordingly, the diagonal ground load difference Fw is changed by generating the braking / driving force at each wheel 10 so as to coincide with the ground load difference change target braking / driving forces Fx1, Fx2, Fx3, and Fx4 satisfying at least the above-mentioned formula 14. can do. Specifically, by changing the diagonal ground load difference Fw, it is possible to increase (or decrease) the ground load sum of the left front wheel 10fl and the right rear wheel 10rr which are one of the diagonal wheels. At the same time, by changing the diagonal grounding load difference, the grounding load sum of the right front wheel 10fr and the left rear wheel 10rl, which are the other diagonal wheels, can be reduced (or increased).

  In the state shown in FIG. 4B, the motor ECU 40 applies the ground load (in other words, the size of the friction circle) of the left front wheel 10fl and the right rear wheel 10rr in order to eliminate the slip state of the left front wheel 10fl. increase. In this case, the motor ECU 40 satisfies the above-described equation 14, and generates a ground load difference change target braking / driving force Fx1 generated at the left front wheel 10fl and a ground load difference change target braking / driving force Fx4 generated at the right rear wheel 10rr. Both drive forces have the same direction of action and are determined to have the same magnitude. On the other hand, for the right front wheel 10fr and the left rear wheel 10rl that are not in the slip state, the motor ECU 40 has a margin in the size of the friction circle with respect to the magnitude of the driving force. (Size). In this case, the motor ECU 40 satisfies the above-described equation 14, and generates the ground load difference change target braking / driving force Fx2 generated at the right front wheel 10fr and the ground load difference change target braking / driving force Fx3 generated at the right rear wheel 10rl. Both are set to the same braking force and the same magnitude. Further, in the state shown in FIG. 4B, the motor ECU 40 calculates the sum of the total value of the ground load difference change target braking / driving forces Fx1, Fx4 and the total value of the ground load difference change target braking / driving forces Fx2, Fx3. As a result, the total ground load difference change target braking / driving force Fx expressed by Equation 7 is set to “0”.

  Also in this case, the motor ECU 40 generates the target wheel braking / driving force Fdf on the front wheel 10f and the target wheel braking / driving force Fdr on the rear wheel 10r so that the target running force Ftotal is generated. As a result, the motor ECU 40 can change the diagonal ground load difference Fw while applying the target running force Ftotal.

  In this way, by controlling the braking / driving force of each wheel 10, it is possible to prevent the vehicle 1 from being changed unnecessarily. In addition, by controlling the braking / driving force of the wheels 10 that are in the relationship of diagonal wheels, it is possible to prevent the generation of useless yaw moment and prevent the traveling direction of the vehicle 1 from changing.

<Specific operation>
Next, a specific operation of the motor ECU 40 will be described. The motor ECU 40 repeatedly executes the diagonal ground load difference change control program shown in FIG. 5 at predetermined short time intervals in order to eliminate the slip state of the slip wheel 10. The motor ECU 40 starts executing the diagonal ground load difference change control program in step S10. In the following step S11, the motor ECU 40 calculates slip ratios Sfl, Sfr, Srl and Srr for each of the left front wheel 10fl, the right front wheel 10fr, the left rear wheel 10rl and the right rear wheel 10rr. Note that the slip rates Sfl, Sfr, Srl, and Srr are hereinafter simply referred to as “slip rates S” when it is not necessary to specify which of these slip rates. The slip ratio S is represented by ((wheel speed during driving−vehicle speed) / wheel speed during driving) × 100 (%) during vehicle acceleration, and ((vehicle speed−wheel speed) / vehicle speed during vehicle braking. Speed) × 100 (%). After calculating the slip ratio S of each wheel 10, the motor ECU 40 proceeds to step S12.

  In step S12, the motor ECU 40 compares the slip rates Sfl, Sfr, Srl, and Srr calculated in step S11, and the slip of the slip rates Sfl, Sfr, Srl, and Srr has the maximum value. The rate S is specified. Hereinafter, the slip ratio S having the maximum value is referred to as “maximum slip ratio S”. Subsequently, the motor ECU 40 determines the control mode A or the control mode B representing the control content when changing the diagonal ground load difference based on the maximum slip ratio S (that is, the wheel 10 having the maximum slip ratio S). To do. As shown in FIG. 6, the control mode A is a control mode in which the ground load sum of the left front wheel 10fl and the right rear wheel 10rr is increased and the ground load sum of the right front wheel 10fr and the left rear wheel 10rl is decreased. The control mode B is a control mode in which the ground load sum of the right front wheel 10fr and the left rear wheel 10rl is increased and the ground load sum of the left front wheel 10fl and the right rear wheel 10rr is decreased.

  In the control mode A, the motor ECU 40 determines the ground load difference change target braking / driving forces Fx1 and Fx4 generated at the left front wheel 10fl and the right rear wheel 10rr to control the motors 20fl and 20rr. On the other hand, in the control mode A, the motor ECU 40 controls the motors 20fr and 20rl so that the ground load difference change target braking / driving forces Fx2 and Fx3 generated at the right front wheel 10fr and the left rear wheel 10rl become braking forces.

  In the control mode B, the motor ECU 40 controls the motors 20fr and 20rl so that the ground load difference change target braking / driving forces Fx2 and Fx3 generated by the right front wheel 10fr and the left rear wheel 10rl become the driving force. On the other hand, in the control mode B, the motor ECU 40 controls the motors 20fl and 20rr so that the ground load difference change target braking / driving forces Fx1 and Fx4 generated by the left front wheel 10fl and the right rear wheel 10rr become braking forces.

  In addition, when the slip ratio S calculated in step S11 becomes the same value and there are a plurality of maximum slip ratios S, the motor ECU 40 sets the ground load for any diagonal wheel. Without increasing the sum, the target diagonal ground load difference Fw calculated in step S15 described later is not changed to "0". In this case, the motor ECU 40 determines the control mode C. In the control mode C, the motor ECU 40 does not generate a braking / driving force corresponding to the ground load difference change target braking / driving forces Fx1, Fx2, Fx3, and Fx4 on each wheel 10. Thus, if motor ECU40 determines any one of control mode A, B, and C, it will progress to step S13.

  In step S13, the motor ECU 40 determines a code K corresponding to the control mode determined from the control modes A, B, and C in step S12. The target diagonal ground load difference Fw is, as is apparent from the above equation 13, the ground load sum of one diagonal wheel consisting of the left front wheel 10fl and the right rear wheel 10rr, and the left front wheel 10fl and the right rear wheel 10rr. It is expressed as a difference from the ground contact load sum of the other diagonal wheel. In this case, in the control mode A, since the ground load sum of one diagonal wheel is increased and the ground load sum of the other diagonal wheel is decreased, the target diagonal ground load difference Fw becomes a positive value. On the other hand, in the control mode B, since the ground load sum of one diagonal wheel is decreased and the ground load sum of the other diagonal wheel is increased, the target diagonal ground load difference Fw becomes a negative value. .

  Thus, in order to correspond to the sign of the target diagonal ground load difference Fw that changes according to the control mode A or the control mode B, the motor ECU 40 determines the sign K. Specifically, when the motor ECU 40 determines the control mode A in step S12, the motor ECU 40 has the sign K so that the target diagonal ground load difference Fw calculated in step S15 described later becomes a positive value. The value is determined to be “+1”. On the other hand, when the control mode B is determined in step S12, the motor ECU 40 determines the value of the sign K to “−1” so that the target diagonal ground load difference Fw becomes a negative value. Furthermore, as described above, in the control mode C, the target diagonal ground load difference Fw is set to “0”. Therefore, when the control mode C is determined in step S12, the motor ECU 40 determines the value of the sign K to be “0” so that the target diagonal ground load difference Fw becomes “0”. Thus, when the code K is determined, the motor ECU 40 proceeds to step S14.

  In step S14, the motor ECU 40 represents the relationship between the maximum slip ratio S of the slip ratios calculated in step S11 and the slip ratio S and the diagonal ground load difference Fw ′ shown in FIG. Based on the map, the diagonal ground load difference Fw ′ corresponding to the maximum slip ratio S is determined. The map shown in FIG. 7 shows a relationship in which the diagonal contact load difference Fw ′ increases as the maximum slip ratio S increases. For this reason, as long as this relationship is satisfied, instead of using the map, a function that is established between the maximum slip ratio S and the diagonal ground load difference Fw ′ is used, and the pair corresponding to the maximum slip ratio S is used. It is also possible to determine the angular ground load difference Fw ′. When the motor ECU 40 determines the diagonal ground load difference Fw ′ corresponding to the maximum slip ratio S, the process proceeds to step S15.

  In step S15, the motor ECU 40 calculates a target diagonal ground load difference Fw. Specifically, the motor ECU 40 multiplies the sign K determined in step S13 by the diagonal ground load difference Fw ′ determined in step S14, and adds the sign to the target diagonal ground load difference Fw. Is calculated. After calculating the target diagonal ground load difference Fw, the motor ECU 40 proceeds to step S16.

  In step S16, the motor ECU 40 calculates the ground load difference change target braking / driving forces Fx1, Fx2, Fx3, and Fx4 that realize the target diagonal ground load difference Fw calculated in step S15. In this case, the motor ECU 40 realizes the target diagonal ground load difference Fw, while preventing a change in the vehicle speed and a change in the traveling direction that are not necessary for the vehicle 1 and also preventing the vibration of the vehicle body Bo. The ground load difference change target braking / driving forces Fx1, Fx2, Fx3 and Fx4 are calculated. This will be specifically described below.

モータＥＣＵ４０は、前記式１４、１５、１６及び１７からなる連立方程式を解くことにより、目標対角接地荷重差Fwを実現し、且つ、車両１の走行状態に影響を与えない接地荷重差変更目標制駆動力Fx1、Fx2、Fx3及びFx4を演算する。 The motor ECU 40 substitutes the target diagonal ground load difference Fw calculated in step S15 into the equation 14. In addition, the motor ECU 40 changes the vehicle speed that is unnecessary for the vehicle 1 (acceleration / deceleration) when the braking / driving force corresponding to the ground load difference change target braking / driving force Fx1, Fx2, Fx3, and Fx4 is generated at each wheel 10. ), The total ground load difference change target braking / driving force Fx is set to “0” according to the following formula 15. Specifically, when the control mode A is determined, the motor ECU 40, when determined as the driving force, the total of the ground load difference change target braking / driving forces Fx1 and Fx4 to be generated as the driving force and the ground load difference changing target braking / driving to be generated as the braking force. The sum of the forces Fx2 and Fx3 is “0”. To be the same size. Thereby, the force in the front-rear direction of the vehicle 1 does not change. In addition, the motor ECU 40 prevents the traveling direction of the vehicle 1 from changing unnecessarily when the braking / driving force corresponding to the ground load difference change target braking / driving forces Fx1, Fx2, Fx3, and Fx4 is generated at each wheel 10. In addition, the target yaw moment Mz is set to “0” according to the following equation 16. As a result, the ground load difference change target braking / driving forces Fx1 and Fx4 generated as the driving force and the sum of the ground load difference changing target braking / driving forces Fx2 and Fx3 generated as the braking force are set to the same magnitude. Further, the motor ECU 40 attenuates the pitch vibration generated in the vehicle body Bo when the braking / driving force corresponding to the ground load difference change target braking / driving force Fx1, Fx2, Fx3, and Fx4 is generated in each wheel 10. The target pitch moment My is set according to the following equation 17.

The motor ECU 40 solves the simultaneous equations consisting of the formulas 14, 15, 16, and 17 to achieve the target diagonal ground load difference Fw and does not affect the running state of the vehicle 1. The braking / driving forces Fx1, Fx2, Fx3 and Fx4 are calculated.

  When the motor ECU 40 calculates the ground load difference change target braking / driving forces Fx1, Fx2, Fx3, and Fx4, the process proceeds to step S17, and the execution of the diagonal ground load difference change control program is temporarily terminated. The motor ECU 40 starts executing the program again in step S10 after a predetermined short time has elapsed.

  When the motor ECU 40 calculates the ground load difference change target braking / driving forces Fx1, Fx2, Fx3 and Fx4, the ground load difference change target braking / driving forces Fx1, Fx2, Fx3 and Fx4 are preliminarily applied to each wheel 10 by a routine not shown. Multiply each by the determined torque conversion ratio (proportional constant). As a result, the ground load difference change target braking / driving forces Fx1, Fx2, Fx3, and Fx4 are converted into the ground load difference change target torques Tx1, Tx2, Tx3, and Tx4. The motor ECU 40 generates the ground load difference change target torques Tx1, Tx2, Tx3, and Tx4 (so that target currents corresponding to the ground load difference change target torques Tx1, Tx2, Tx3, and Tx4 flow to the motor 20). The driver 25 is controlled.

  Further, the motor ECU 40 generates the target wheel braking / driving force Fdf on the front wheels 10f and the target wheel braking / driving force Fdr on the rear wheels 10r so that the target traveling force Ftotal is generated. In addition, the motor ECU 40 generates the posture control target braking / driving force Fcf on the front wheel 10f and the posture control target braking / driving force Fcr on the rear wheel 10r so that the posture control target braking / driving force Fc is generated. Let As a result, the motor ECU 40 can also control the posture change (for example, pitch behavior) of the vehicle body Bo while applying the target traveling force Ftotal.

  As can be understood from the above description, according to the above-described embodiment, a wheel (for example, the left front wheel 10fl) for which the ground contact load needs to be increased is accurately identified based on the magnitude of the slip ratio S. The diagonal ground load difference Fw can be changed so that the sum of the ground loads of one of the diagonal wheels including is surely larger than the sum of the ground loads of the other diagonal wheel. As a result, the wheel (for example, the left front wheel 10fl) in which the slip ratio S is large and in the slip state can be reliably returned from the slip state. Alternatively, it is possible to prevent a wheel (for example, the left front wheel 10fl) having a high possibility of falling into the slip state due to the increase in the slip ratio S from falling into the slip state.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention.

  For example, in the above embodiment, the motor ECU 40 executes the diagonal ground load difference change control program shown in FIG. 5, the diagonal ground load difference Fw ′ passes through the origin as shown in FIG. Reference was made to a map in which the diagonal contact load difference Fw ′ increases linearly as the maximum slip ratio S increases. In this case, instead of referring to the map of FIG. 7, as shown in FIG. 8, the motor ECU 40 causes the diagonal ground load difference Fw ′ to pass through the origin and the diagonal ground load difference Fw ′ to be the maximum. A map that increases in a quadratic function with respect to an increase in the slip ratio S may be referred to. Even when the diagonal ground load difference Fw ′ is determined with reference to such a map, the diagonal ground load difference Fw ′ corresponding to the maximum slip ratio S is determined as in the above-described embodiment. Can do.

  Further, as described above, the map shown in FIG. 7 shows that the diagonal ground load difference Fw ′ passes through the origin, and the diagonal ground load difference Fw ′ increases linearly as the slip ratio S increases. To do. In this case, as shown in FIG. 9, if the value of the maximum slip ratio S is less than the predetermined slip ratio S0, the diagonal contact load difference Fw ′ is set to “0”, and the value of the maximum slip ratio S is A map in which the diagonal ground load difference Fw ′ increases in a linear function with respect to the increase in the maximum slip ratio S when the slip ratio is equal to or greater than the predetermined slip ratio S0 may be referred to. When this map is adopted, when the maximum slip ratio S is less than the predetermined slip ratio S0, the diagonal ground load difference Fw ′ is maintained at “0”, so the diagonal with respect to the magnitude of the maximum slip ratio S is obtained. A dead zone can be provided to increase the ground load difference Fw ′.

  Further, in the above embodiment, the motor 20f is used as the front wheel braking / driving force generating device, and the motor 20r is used as the rear wheel braking / driving force generating device. In this case, other than the motor 20 may be adopted as long as independent braking / driving forces can be generated in the left and right front wheels 10f and the left and right rear wheels 10r. Specifically, one motor cooperates with the friction brake device to apply braking / driving force to the left and right front wheels 10r, and one motor cooperates with the friction brake device to the left and right rear wheels 10r. The braking / driving force may be applied. Furthermore, in addition to the motor 20, another actuator that can be electrically operated to generate a braking / driving force may be used.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10fl, 10fr, 10rl, 10rr ... Wheel, 20fl, 20fr, 20rl, 20rr ... Motor, 25 ... Motor driver, 30fl, 30fr, 30rl, 30rr ... Suspension device, 40 ... Electronic control unit for motor control (motor ECU), 50 ... operation state detection device, 55 ... movement state detection device, 60 ... battery, Bo ... vehicle body

Claims (3)

Front wheel braking / driving force generating device for independently generating braking / driving force for each of the left and right front wheels supported by the vehicle body by a vehicle front wheel suspension device;
Applied to a vehicle including a rear wheel braking / driving force generating device for independently generating braking / driving force for each of the left and right rear wheels supported by the vehicle body by the vehicle rear wheel suspension device;
Based on the target driving force required for traveling of the vehicle, the front wheel braking / driving force generating device and the rear wheel braking / driving force generating device should generate the left and right front wheels and the left and right rear wheels, respectively. Decide each wheel drive power,
Causing the front wheel braking / driving force generating device to generate the target wheel braking / driving force on each of the left and right front wheels;
Causing the rear wheel braking / driving force generating device to generate the target wheel braking / driving force on each of the left and right rear wheels;
In a vehicle control device comprising a control unit,
The front wheel suspension device increases or decreases the ground load on the road surface of the left and right front wheels by the braking / driving force generated by the front wheel braking / driving force generating device in addition to the target wheel braking / driving force at the left and right front wheels, The rear wheel suspension system increases or decreases the ground load on the road surface of the left and right rear wheels by the braking / driving force generated by the rear wheel braking / driving force generating device in addition to the target wheel braking / driving forces at the left and right rear wheels. It is what
The controller is
The sum of the ground load of the other diagonal wheel from the ground load sum that is the sum of the ground load of one of the pair of diagonal wheels in the left and right front and rear wheels of the vehicle When changing the diagonal grounding load difference by subtracting the grounding load sum,
Each wheel of the one diagonal wheel generates a braking / driving force having the same magnitude and the same direction of action in addition to the target wheel braking / driving force, and each wheel of the other diagonal wheel. In addition to the target wheel braking / driving force, a braking / driving force having the same magnitude and the same direction of action is generated, and the braking / driving force generated at each of the diagonal wheels is The front wheel braking / driving force generating device and the rear wheel braking / driving force generation so that the sum of the total and the total braking / driving force generated at each of the other diagonal wheels is zero. Control the device,
A vehicle control device configured as described above.
The vehicle control device according to claim 1,
The controller is
Obtaining a slip ratio representing a slip state occurring in each of the front, rear, left and right wheels of the vehicle that is running;
Identify the wheel with the maximum obtained slip rate,
Each of the diagonal wheels in the front wheel braking / driving force generating device and the rear wheel braking / driving force generating device so that a ground contact load on each of the one of the diagonal wheels including the wheel is increased. In addition to the target wheel braking driving force, a driving force is generated on the other wheel, and the ground load on each wheel of the other diagonal wheel that does not include the wheel having the maximum obtained slip ratio is reduced. In the front wheel braking / driving force generating device and the rear wheel braking / driving force generating device, each of the other diagonal wheels generates a braking force in addition to the target wheel braking / driving force.
Vehicle control device. In the vehicle control device according to claim 1 or 2,
The front wheel braking / driving force generator is
A motor that is provided in the left and right front wheels and generates a braking / driving force independently for each of the left and right front wheels;
The rear wheel braking / driving force generator is
A motor that is provided in the left and right rear wheels and generates braking / driving force independently for each of the left and right rear wheels;
The controller is
Controlling the rotational torque generated by the motor to generate independent braking / driving forces on the left and right front wheels and the left and right rear wheels,
Vehicle control device.

Images