JP6492593B2 - Braking / driving force control device and braking / driving force control method - Google Patents

Description

  The present invention relates to a braking / driving force control device and a braking / driving force control method for controlling a braking force and a driving force of a vehicle by operating one braking / driving force operator.

  Conventionally, as a technique for controlling the braking force and driving force of a vehicle in accordance with an operation on one braking / driving force operator by a driver, for example, there is a technique described in Patent Document 1. In the technique described in Patent Document 1, when the operation amount (accelerator operation amount) of the braking / driving force operator is equal to or less than a threshold value, the braking force is decreased as the accelerator operation amount increases. Then, after the accelerator operation amount increases and the output of the braking force is stopped, the driving force corresponding to the accelerator operation amount is generated.

JP 2000-205015 A

However, in the technique described in Patent Document 1, when the accelerator operation amount is increased at the time of restart after stopping, in the state where the accelerator operation amount is equal to or less than the threshold value, the driving force is not generated and the braking force is not generated. Decrease. For this reason, on the slope road, there is a problem that the vehicle may move in a direction different from the driver's intention even though the accelerator operation amount is increased.
The present invention has been made paying attention to the above-described problems, and is capable of suppressing the movement of the vehicle in a direction different from the driver's intention when the vehicle re-starts on a slope road. It is an object to provide a driving force control method.

  In order to solve the above-described problem, according to one aspect of the present invention, when a start operation by a driver is detected, a stop-and-hold necessary driving torque for maintaining the stop state of the vehicle is generated according to the gradient of the traveling road surface. To control the driving force. In addition to this, when the driving force increases to the stop holding required driving torque, a driving force is generated by adding the driving force corresponding to the operation amount of the braking / driving force operator to the stop holding required driving torque, and the braking force is also generated. The driving force and the braking force are controlled so as to be stopped.

According to one aspect of the present invention, when the driver performs a start operation, the driving force is controlled so that the stop holding necessary driving torque is generated. When the driving force increases to the stop-holding required driving torque, the driving force according to the operation amount of the braking / driving force operator is output, and the generation of the braking force is stopped to move the vehicle in the direction intended by the driver. Can be started.
This makes it possible to suppress the movement of the vehicle in a direction different from the driver's intention when the gradient road restarts.

It is a block diagram which shows the structure of a vehicle provided with the braking / driving force control apparatus of 1st embodiment of this invention. It is a block diagram which shows the structure of a braking / driving force controller. It is a block diagram which shows the structure of a braking / driving force control part. It is a figure which shows the vehicle of the state which has stopped on the driving | running | working road surface of the climbing gradient on the basis of the advancing direction. It is a flowchart which shows the operation | movement performed using a braking / driving force control apparatus. It is a time chart which shows the operation | movement in gradient road mode.

  In the following detailed description, specific details are set forth in order to provide a thorough understanding of the embodiments of the invention. However, it will be apparent that one or more embodiments may be practiced without such specific details. In other instances, well-known structures and devices are shown in schematic form in order to simplify the drawing.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.
(Vehicle configuration)
With reference to FIG. 1, the structure of the vehicle C provided with the braking / driving force control apparatus 1 is demonstrated.
The braking / driving force control device 1 is a device that controls the braking force and driving force generated by the vehicle C.
As shown in FIG. 1, the vehicle C including the braking / driving force control device 1 includes an accelerator operation amount sensor 2, a brake operation amount sensor 4, a vehicle speed sensor 6, a G sensor 8, a shift position sensor 10, A braking / driving force controller 12 is provided. In addition, the vehicle C includes a brake actuator 14, a wheel cylinder 16, a power control unit 18, a drive motor 20, wheels W (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL). ).

The accelerator operation amount sensor 2 is a sensor that detects an operation amount (depression operation amount) of the acceleration / deceleration pedal 22 (accelerator pedal) by the driver, which is formed by using, for example, a pedal stroke sensor.
The acceleration / deceleration pedal 22 is a pedal that the driver of the vehicle C steps on in response to a braking force request or a driving force request.
Further, the accelerator operation amount sensor 2 sends an information signal including an operation amount of the acceleration / deceleration pedal 22 by the driver (in the following description, sometimes described as an “accelerator operation amount signal”) to the braking / driving force controller 12. Output.
Note that the configuration of the accelerator operation amount sensor 2 is not limited to the configuration formed by using the pedal stroke sensor, and for example, the opening degree of the acceleration / deceleration pedal 22 by the driver's stepping operation may be detected.
That is, the accelerator operation amount sensor 2 is a sensor that detects the operation amount of the acceleration / deceleration pedal 22 by the driver.

The brake operation amount sensor 4 is a sensor that detects an operation amount (depression operation amount) of the brake pedal 24 (brake pedal) by the driver, which is formed by using, for example, a pedal stroke sensor.
The brake pedal 24 is a pedal that the driver of the vehicle C steps on only in response to a braking force request.
Further, the brake operation amount sensor 4 sends an information signal including the operation amount of the brake pedal 24 by the driver (in the following description, sometimes described as “brake operation amount signal”) to the braking / driving force controller 12. Output.
Note that the configuration of the brake operation amount sensor 4 is not limited to the configuration formed using the pedal stroke sensor, like the accelerator operation amount sensor 2, and for example, the opening degree of the brake pedal 24 by the driver's stepping operation It is good also as a structure which detects.
That is, the brake operation amount sensor 4 is a sensor that detects the operation amount of the brake pedal 24 by the driver.

The vehicle speed sensor 6 is formed by, for example, a resolver that detects the vehicle speed of the vehicle C from the rotational speed of the drive motor 20.
Further, the vehicle speed sensor 6 outputs an information signal including the detected vehicle speed (may be described as “vehicle speed signal” in the following description) to the braking / driving force controller 12.
The G sensor 8 is, for example, a sensor that is formed using an acceleration sensor and detects acceleration in the longitudinal direction of the vehicle body (vehicle longitudinal direction) with respect to the vehicle C.
The G sensor 8 outputs an information signal including the detected acceleration in the longitudinal direction of the vehicle (in the following description, sometimes described as “longitudinal acceleration signal”) to the braking / driving force controller 12.

The shift position sensor 10 detects the current position of a member that changes the shift position (for example, “P”, “D”, “R”, etc.) of the vehicle C, such as a shift knob or a shift lever.
In addition, the shift position sensor 10 outputs an information signal including the detected current position (in the following description, sometimes described as “shift position signal”) to the braking / driving force controller 12.
The braking / driving force controller 12 controls the braking force and driving force generated in the vehicle C, and is constituted by a microcomputer. Note that the microcomputer includes, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like.
Further, the braking / driving force controller 12 performs various processes, which will be described later, using various input information signals, and command signals (brake command signal, drive command) for controlling the brake actuator 14 and the drive motor 20. Signal). A specific configuration of the braking / driving force controller 12 will be described later.

The braking command signal is an information signal including a braking force command value for controlling the braking force generated by the vehicle C.
The braking force command value includes at least one of a friction braking torque command value that is a command value for controlling the hydraulic pressure of each wheel cylinder 16 and a regenerative braking torque command value generated by the drive motor 20. .
The braking force command value is calculated by the braking / driving force controller 12 according to the braking force request by the driver of the vehicle C, the gradient of the traveling road surface, and the like.
The drive command signal is an information signal including a drive force command value for controlling the drive force or regenerative braking force generated by the drive motor 20. The driving force command value is calculated by the braking / driving force controller 12 according to the driving force request from the driver of the vehicle C, the gradient of the traveling road surface, and the like.

  The brake actuator 14 is a hydraulic pressure control device interposed between a master cylinder (not shown) and each wheel cylinder 16. Further, the brake actuator 14 changes the hydraulic pressure of each wheel cylinder 16 according to the braking force command value included in the braking command signal received from the braking / driving force controller 12. As a result, the brake actuator 14 applies a braking force to each wheel W.

The wheel cylinder 16 generates a pressing force for pressing a brake pad (not shown) constituting the disc brake against a disc rotor (not shown). The disc rotor is a member that rotates integrally with each wheel W and generates frictional resistance by contacting with the brake pad.
That is, the brake actuator 14, the master cylinder, and each wheel cylinder 16 form a friction brake provided in the vehicle C.

  In FIG. 1, the wheel cylinder 16 disposed with respect to the right front wheel WFR is denoted as a wheel cylinder 16FR, and the wheel cylinder 16 disposed with respect to the left front wheel WFL is denoted as a wheel cylinder 16FL. Similarly, in FIG. 1, the wheel cylinder 16 disposed with respect to the right rear wheel WRR is denoted as a wheel cylinder 16RR, and the wheel cylinder 16 disposed with respect to the left rear wheel WRL is denoted as a wheel cylinder 16RL. In the following description, each wheel cylinder 16 may be indicated as described above.

The power control unit 18 controls the drive torque generated by the drive motor 20 in accordance with the drive force command value included in the drive command signal received from the braking / driving force controller 12.
In addition, the power control unit 18 controls and drives an information signal including the current torque (motor torque) generated by the drive motor 20 (in the following description, it may be described as “current torque signal”). Output to the force controller 12.

The power control unit 18 controls the regenerative torque generated by the drive motor 20 in accordance with the regenerative braking torque command value included in the braking command signal received from the braking / driving force controller 12.
The driving motor 20 is configured to generate a driving force or a regenerative braking force of the vehicle C, and applies a driving force or a regenerative braking force to each wheel W via a drive shaft (not shown) or the like.

(Configuration of braking / driving force controller 12)
The configuration of the braking / driving force controller 12 will be described with reference to FIG. 1 and FIG.
As shown in FIG. 2, the braking / driving force controller 12 includes a pedal operation state calculation unit 26, a start operation detection unit 28, a road surface gradient detection unit 30, a braking / driving force control unit 32, and a driving force calculation unit 34. And the braking force calculation part 36 is provided.

  The pedal operation state calculation unit 26 divides the operation amount by a preset sampling time using the operation amount included in the accelerator operation amount signal received from the accelerator operation amount sensor 2. Accordingly, the pedal operation state calculation unit 26 calculates the operation speed (pedal operation speed) of the acceleration / deceleration pedal 22. In the present embodiment, a case where the sampling time is set to 0.2 [s] will be described as an example.

Then, the pedal operation state calculation unit 26 outputs an information signal including the calculated pedal operation speed (may be described as “pedal operation speed signal” in the following description) to the braking / driving force control unit 32.
In addition, the pedal operation state calculation unit 26 calculates the operation amount of the acceleration / deceleration pedal 22 using the operation amount included in the accelerator operation amount signal received from the accelerator operation amount sensor 2. Then, an information signal including the calculated operation amount (in the following description, sometimes described as “accelerator pedal operation amount signal”) is output to the braking / driving force control unit 32.

The start operation detecting unit 28 performs a start operation by the driver using the operation amount included in the accelerator operation amount signal received from the accelerator operation amount sensor 2 and the vehicle speed included in the vehicle speed signal received from the vehicle speed sensor 6. To detect. Then, the start operation detection unit 28 outputs an information signal including the detected start operation (may be described as “start operation signal” in the following description) to the braking / driving force control unit 32.
Specifically, when an increase in the operation amount of the acceleration / deceleration pedal 22 is detected from the state where the vehicle speed and the operation amount of the acceleration / deceleration pedal 22 are “0”, it is determined that the start operation is performed by the driver, and the start operation is performed. Is detected.

The road surface gradient detection unit 30 uses the vehicle speed included in the vehicle speed signal received from the vehicle speed sensor 6 and the acceleration in the vehicle longitudinal direction included in the longitudinal acceleration signal received from the G sensor 8 to determine the gradient of the traveling road surface. To detect. Then, the road surface gradient detection unit 30 outputs an information signal including the detected gradient (may be described as “road surface gradient signal” in the following description) to the braking / driving force control unit 32.
Specifically, when acceleration in the vehicle longitudinal direction is detected while the vehicle speed is “0”, an ascending gradient based on the forward direction (downward gradient based on the reverse direction) is detected as the gradient of the traveling road surface. To do. On the other hand, when acceleration in the front-rear direction of the vehicle is detected in a state where the vehicle speed is “0”, a downward gradient (climbing gradient based on the reverse direction) is detected as the gradient of the traveling road surface.

The braking / driving force control unit 32 receives information signals from the pedal operation state calculation unit 26, the start operation detection unit 28, the road surface gradient detection unit 30, the shift position sensor 10, and the brake operation amount sensor 4.
Further, the braking / driving force control unit 32 calculates at least one of a braking torque command value and a driving torque command value to be generated for the vehicle C using parameters included in various information signals received.

The braking torque command value includes a command value for friction braking torque generated by the friction brake (brake actuator 14, master cylinder, and each wheel cylinder 16) provided in the vehicle C, and a command value for regenerative braking torque generated by the drive motor 20. Including at least one of them.
The drive torque command value is a command value of the drive torque generated by the drive motor 20.
The braking / driving force control unit 32 that has calculated the braking torque command value to be generated for the vehicle C is an information signal including the calculated braking torque command value (in the following description, it may be referred to as “braking torque command value signal”). Is output to the braking force calculation unit 36.

The braking / driving force control unit 32 that has calculated the drive torque command value to be generated in the vehicle C is an information signal including the calculated drive torque command value (in the following description, it may be referred to as “drive torque command value signal”). Is output to the driving force calculation unit 34. Thereby, the braking / driving force control unit 32 controls at least one of the braking force and the driving force.
A specific configuration of the braking / driving force control unit 32 will be described later.

The driving force calculation unit 34 calculates the driving force command value using the driving torque command value included in the driving torque command value signal received from the braking / driving force control unit 32. Then, the driving force calculation unit 34 outputs an information signal including the calculated driving force command value (may be described as “driving force command value signal” in the following description) to the power control unit 18.
The braking force calculation unit 36 calculates a braking force command value using the braking torque command value included in the braking torque command value signal received from the braking / driving force control unit 32. Then, the braking force calculation unit 36 transmits an information signal including the calculated braking force command value (may be described as “braking force command value signal” in the following description) of the brake actuator 14 and the power control unit 18. Output to at least one of them.

  Specifically, when the braking torque command value included in the braking torque command value signal is a friction braking torque command value and a regenerative braking torque command value, the braking force command value signal is transmitted to the brake actuator 14 and the power control unit. 18 is output. When the braking torque command value included in the braking torque command value signal is only the friction braking torque command value, the braking force command value signal is output only to the brake actuator 14. When the braking torque command value included in the braking torque command value signal is only the regenerative braking torque command value, the braking force command value signal is output only to the power control unit 18.

(Detailed configuration of braking / driving force control unit 32)
Next, a detailed configuration of the braking / driving force control unit 32 will be described with reference to FIGS. 1 and 2 and FIG. 3.
As shown in FIG. 3, the braking / driving force control unit 32 includes an acceleration intention estimation unit 38, a control mode setting unit 40, and a braking / driving torque calculation unit 42.
The acceleration intention estimation unit 38 uses the pedal operation speed included in the pedal operation speed signal received from the pedal operation state calculation unit 26 and the operation amount included in the accelerator pedal operation amount signal to move the driver's intention in the forward direction. It is estimated whether it is acceleration. Then, the acceleration intention estimation unit 38 generates an information signal (may be described as an “estimation result signal” in the following description) including an estimation result as to whether or not the driver's intention is acceleration in the forward direction. , Output to the braking / driving torque calculation unit 42.

  In the process in which the acceleration intention estimation unit 38 estimates whether or not the driver's intention is acceleration in the forward direction, as an example, if the pedal operation speed exceeds a preset operation speed threshold, Estimate that the intention is an accelerated intention. The operation speed threshold is, for example, the operation speed of the acceleration / deceleration pedal 22 corresponding to the acceleration intention for the driver to immediately start the stopped vehicle C in the forward direction.

  The control mode setting unit 40 controls the braking / driving torque using the gradient included in the road gradient signal received from the road gradient detector 30 and the current position included in the shift position signal received from the shift position sensor 10. Set the mode. Then, the control mode setting unit 40 outputs an information signal including the set control mode (may be described as “control mode signal” in the following description) to the braking / driving torque calculating unit 42.

Processing for setting the control mode by the control mode setting unit 40 is mode setting processing A to H shown below.
Mode setting process When the gradient included in the road gradient signal is an ascending gradient based on the forward direction, and the magnitude of the ascending gradient exceeds a preset ascending gradient threshold, the braking / driving torque control mode is set to “gradient”. Set to “Road Mode”.
Mode setting process B. If the gradient included in the road surface gradient signal is an ascending gradient based on the forward direction, and the magnitude of the ascending gradient is equal to or less than the ascending gradient threshold, the braking / driving torque control mode is set to “flat road mode”. To do.

Mode setting process If the gradient included in the road gradient signal is a downward gradient based on the forward direction, and the magnitude of the downward gradient exceeds a preset downward gradient threshold, the braking / driving torque control mode is set to “gradient”. Set to “Road Mode”.
Mode setting processing If the gradient included in the road surface gradient signal is a downward gradient based on the forward direction, and the magnitude of the downward gradient is equal to or less than the downward gradient threshold, the braking / driving torque control mode is set to “flat road mode”. To do.

Mode setting process If the gradient included in the road gradient signal is an ascending gradient based on the reverse direction, and if the magnitude of the ascending gradient exceeds the ascending gradient threshold, the braking / driving torque control mode is changed to “gradient road mode”. Set.
Mode setting process If the slope included in the road surface gradient signal is an ascending slope with respect to the reverse direction, and the magnitude of the ascending slope is equal to or less than the climbing slope threshold, the braking / driving torque control mode is set to “flat road mode”. To do.

Mode setting process If the slope included in the road slope signal is a downward slope with reference to the reverse direction, and the magnitude of the downward slope exceeds the downward slope threshold, the braking / driving torque control mode is changed to “gradient road mode”. Set.
Mode setting process If the slope included in the road slope signal is a downward slope with respect to the reverse direction, and the magnitude of the downward slope is less than or equal to the downward slope threshold, the braking / driving torque control mode is set to “flat road mode”. To do.

The uphill gradient threshold and the downhill threshold are the maximum values of the gradient at which the vehicle C starts in response to a start operation (depressing operation of the acceleration / deceleration pedal 22) by the driver. For example, according to the weight of the vehicle C and the braking ability. Set. That is, the climb gradient threshold value and the descend gradient threshold value are maximum values of the gradient at which the stopped vehicle C does not start in a state where the driver has not started the vehicle.
The climbing gradient threshold and the descending gradient threshold may be the same value, or may be set to different values according to the gear ratio of the vehicle C, for example.

The climbing gradient threshold value may be set to a different value depending on whether the gradient included in the road surface gradient signal is an climbing gradient based on the forward direction or an upward gradient based on the backward direction. That is, the climbing gradient threshold value used in the mode setting processes A and B and the climbing gradient threshold value used in the mode setting processes E and F may be set to different values.
As with the climb gradient threshold, the down gradient threshold is set to a different value depending on whether the gradient included in the road surface gradient signal is a down gradient based on the forward direction or a down gradient based on the reverse direction. May be. That is, the downward gradient threshold value used in the mode setting processes C and D and the downward gradient threshold value used in the mode setting processes G and H may be set to different values.

The braking / driving torque calculation unit 42 includes a gradient road torque calculation unit 44, a flat road torque calculation unit 46, and a drive system resonance frequency component filter unit 48.
The gradient road torque calculation unit 44 includes a pedal operation state calculation unit 26, an acceleration intention estimation unit 38, a start operation detection unit 28, a road surface gradient detection unit 30, a control mode setting unit 40, and a shift position sensor 10. The information signal is input from the brake operation amount sensor 4. Then, the gradient road torque calculation unit 44 calculates the gradient road drive torque command value and the braking torque command value using parameters included in the various information signals received.
Further, the gradient road torque calculation unit 44 drives an information signal including the calculated gradient road drive torque command value (in the following description, it may be referred to as “gradient road drive torque command value signal”). This is output to the system resonance frequency component filter unit 48. Further, the gradient road torque calculation unit 44 outputs a braking torque command value signal to the braking force calculation unit 36.

Hereinafter, specific processing performed by the gradient road torque calculation unit 44 will be described.
The gradient road torque calculation unit 44 calculates the gradient road drive torque command value and the braking torque command value when the control mode included in the control mode signal is the “gradient road mode”.
First, in a state where a start operation signal is not received from the start operation detection unit 28, that is, in a state where a start operation by the driver is not detected, the stop state of the vehicle C is changed according to the gradient included in the road surface gradient signal. A braking torque command value to be held is calculated.
Then, when the start operation signal is input from the start operation detecting unit 28, that is, when the start operation by the driver is detected, the driving torque for the gradient road that generates the stop holding necessary driving torque according to the gradient included in the road surface gradient signal. Calculate the command value.

The stop holding necessary driving torque is a driving torque for holding the stop state of the vehicle C, and is set according to, for example, the gradient included in the road surface gradient signal, the weight of the vehicle C, and the braking capability. In the first embodiment, as an example, the case where the stop-holding required driving torque includes the minimum backlash torque necessary for eliminating backlash in the motor transmission system from the driving motor 20 to each wheel W. explain.
Further, when the drive torque generated in the vehicle C increases to the stop / hold required drive torque, the drive torque corresponding to the operation amount of the acceleration / deceleration pedal 22 included in the accelerator pedal operation amount signal is added to the stop / hold required drive torque. Then, the driving torque command value for the gradient road is calculated. In addition to this, a braking torque command value for stopping the generation of the braking torque is calculated.

Further, the gradient road torque calculation unit 44 determines that the gradient included in the road surface gradient signal is an uphill gradient, and uses the stop holding necessary drive torque as the forward torque generated by the drive motor 20 as a gradient road drive torque command. Calculate the value. As a result, when the gradient included in the road surface gradient signal is an ascending gradient, the driving force is controlled by using the driving torque required for stopping and holding as the torque in the forward direction generated by the driving motor 20.
In addition, the gradient road torque calculation unit 44 sets the stop holding necessary drive torque as the backward torque generated by the drive motor 20 when the gradient included in the road gradient signal is a downward gradient, and the gradient road drive torque command. Calculate the value. As a result, when the slope included in the road surface slope signal is a downward slope, the driving force is controlled by using the stop-holding required driving torque as the backward torque generated by the driving motor 20.

Further, when the estimation result signal includes a result that the driver's intention is acceleration in the forward direction, the gradient road torque calculation unit 44 generates the stop holding necessary drive torque in the forward direction in which the drive motor 20 generates. As the torque, a gradient road driving torque command value is calculated. Thus, when the estimated driver's intention is acceleration in the forward direction, the driving force is controlled by using the stop-and-hold required driving torque as the forward direction torque generated by the drive motor 20.
In addition, when the brake operation amount signal is input from the brake operation amount sensor 4, the gradient road torque calculation unit 44 performs processing for calculating the braking force generated in the vehicle C in preference to other processing. . The process by which the gradient road torque calculation unit 44 calculates the braking force generated by the vehicle C is performed using the operation amount of the brake pedal 24 included in the brake operation amount signal.

The flat road torque calculation unit 46 includes a pedal operation state calculation unit 26, an acceleration intention estimation unit 38, a start operation detection unit 28, a road surface gradient detection unit 30, a control mode setting unit 40, and a shift position sensor 10. The information signal is input from the brake operation amount sensor 4. Then, the flat road torque calculation unit 46 calculates the flat road driving torque command value and the braking torque command value using parameters included in the various information signals received.
Further, the flat road torque calculating unit 46 drives an information signal including the calculated flat road driving torque command value (in the following description, it may be referred to as “flat road driving torque command value signal”). This is output to the system resonance frequency component filter unit 48. Further, the flat road torque calculation unit 46 outputs a braking torque command value signal to the braking force calculation unit 36.

Hereinafter, specific processing performed by the flat road torque calculation unit 46 will be described.
The flat road torque calculator 46 calculates the flat road drive torque command value and the braking torque command value when the control mode included in the control mode signal is the “flat road mode”.
The flat road torque calculator 46 calculates a flat road drive torque command value using the operation amount of the acceleration / deceleration pedal 22 included in the accelerator pedal operation amount signal. Specifically, when the pedal opening according to the operation amount included in the accelerator operation amount signal is equal to or greater than the neutral point, the driving force generated by the vehicle C is increased as the opening of the acceleration / deceleration pedal 22 increases. Then, a flat road driving torque command value is calculated.

Further, the flat road torque calculation unit 46 calculates the operation amount of the acceleration / deceleration pedal 22 based on a preset neutral point using the operation amount of the acceleration / deceleration pedal 22 included in the accelerator pedal operation amount signal.
The neutral point is a point at which acceleration and deceleration generated in the vehicle C are switched, that is, a command signal output by the braking / driving force controller 12 is switched to a braking command signal or a driving command signal. The neutral point is a parameter corresponding to the opening degree of the acceleration / deceleration pedal 22 (pedal opening degree) according to the operation amount included in the accelerator operation amount signal. For example, the opening degree of the acceleration / deceleration pedal 22 is about 25%. Corresponding to

  The neutral point is an operation amount included in the accelerator operation amount signal, and indicates a braking / driving force change point operation amount that is a parameter corresponding to the operation amount of the acceleration / deceleration pedal 22 (braking / driving force operator). The braking / driving force change point operation amount is increased when the operation amount of the acceleration / deceleration pedal 22 is within the braking range from the unoperated state to the braking / driving force change point operation amount. This is a threshold value for reducing the braking torque command value from an initial braking torque command value to be described later. In addition, the braking / driving force change point operation amount is the braking / driving force change point operation amount and the acceleration / deceleration pedal 22 operation amount when the operation amount of the acceleration / deceleration pedal 22 is within a driving range larger than the braking range. Is a threshold value for calculating a flat road driving torque command value according to the deviation.

The initial braking torque command value is a braking force command value included in a braking force signal generated when the operation amount of the acceleration / deceleration pedal 22 is not operated (acceleration / deceleration pedal 22 opening = 0). It sets beforehand according to etc.
Similarly to the gradient road torque calculation unit 44, the flat road torque calculation unit 46 gives priority to the vehicle C over other processing when receiving the brake operation amount signal from the brake operation amount sensor 4. Processing for calculating the braking force to be generated is performed. The flat road torque calculation unit 46 calculates the braking force generated by the vehicle C using the operation amount of the brake pedal 24 included in the brake operation amount signal, as in the gradient road torque calculation unit 44.

The drive system resonance frequency component filter unit 48 receives an input of the gradient road driving torque command value signal from the gradient road torque calculation unit 44 and receives an input of the flat road driving torque command value signal from the flat road torque calculation unit 46. receive.
In addition, the drive system resonance frequency component filter unit 48 is a motor from the drive motor 20 to each wheel W from the gradient road drive torque command value or the flat road drive torque command value included in the received information signal. The drive system resonance frequency component generated in the transmission system is removed. Then, the drive system resonance frequency component filter unit 48 outputs a drive torque command value signal including the drive torque command value for the gradient road or the drive torque command value for the flat road from which the drive system resonance frequency component has been removed, to the drive force calculation unit. 34.

The process in which the drive system resonance frequency component filter unit 48 removes the drive system resonance frequency component from each drive torque command value is, for example, the following resonance frequency component removal processes A to F.
Resonance frequency component removal processing Processing to maintain the phase characteristics of the vehicle body sprung resonance frequency component included in the correction torque calculated from the sprung behavior of the vehicle body.
Resonance frequency component removal processing B. Processing to remove drive system resonance frequency components by band pass filter.
Resonance frequency component removal processing A process in which the frequency transmitted through the bandpass filter is set as the resonance frequency on the body spring.

Resonance frequency component removal processing A process of setting one of the body pitch, bounce, and roll resonance frequency, or a frequency between them, as a resonance frequency on the body spring.
Resonance frequency component removal processing Processing to remove drive system resonance frequency components by a low-pass filter or a combination of a low-pass filter and a high-pass filter.
Resonance frequency component removal processing A process of setting the gain by the process of removing the drive system resonance frequency component so that the product of the amplification gain by the drive system resonance is 0 dB or less.

As described above, the braking / driving force control unit 32 performs the following processing when the gradient detected by the road surface gradient detection unit 30 is equal to or less than the gradient at which the vehicle C starts in response to the driver's start operation.
If the operation amount detected by the accelerator operation amount sensor 2 is within the braking range that is less than the preset braking region operation amount from the unoperated state, the braking torque command value is set to the initial braking according to the increase in the operation amount. Decrease from torque command value.

In a drive range in which the operation amount detected by the accelerator operation amount sensor 2 is equal to or greater than the braking region operation amount, a flat road drive torque command value is set according to the deviation between the braking / driving force change point operation amount and the operation amount.
In addition, the braking / driving force control unit 32 removes the drive system resonance frequency component by the drive system resonance frequency component filter unit 48 to drive the drive torque command value (the drive torque command value for the gradient road or the drive torque command for the flat road). Value).

Therefore, the braking / driving force control unit 32 controls the braking force so as to maintain the stop state of the vehicle C according to the gradient detected by the road surface gradient detection unit 30 when the start operation is not detected.
When the start operation is detected, the driving force is controlled so as to generate the stop-holding required driving torque according to the gradient detected by the road surface gradient detecting unit 30. Further, when the driving force increases to the stop holding necessary driving torque, the driving force is generated by adding the driving force corresponding to the operation amount detected by the accelerator operation amount sensor 2 to the stop holding necessary driving torque, and the generation of the braking force. The driving force and braking force are controlled so as to stop.

(Operation)
Next, an operation performed using the braking / driving force control device 1 of the first embodiment will be described with reference to FIGS. 1 to 3 and FIGS. 4 to 6.
In addition, the operation | movement demonstrated below is an operation | movement started from the state which the vehicle C has stopped on the driving | running | working road surface L of the climbing gradient on the basis of the advancing direction, as shown in FIG.
As shown in FIG. 5, when the operation performed using the braking / driving force control device 1 is started (START), first, the process of step S10 is performed.
In step S10, the road surface gradient detecting unit 30 detects the gradient of the traveling road surface on which the vehicle C is stopped ("gradient detection" shown in the figure). If the gradient of the traveling road surface is detected in step S10, the operation performed using the braking / driving force control device 1 proceeds to step S20.

In step S20, the control mode setting unit 40 performs processing for determining whether or not the gradient of the traveling road surface detected in step S10 exceeds the climb gradient threshold ("road gradient> gradient threshold" shown in the figure).
If it is determined in step S20 that the gradient of the traveling road surface detected in step S10 exceeds the climb gradient threshold ("Yes" shown in the figure), the operation performed using the braking / driving force control device 1 is performed in step S100. Migrate to
On the other hand, when it is determined in step S20 that the gradient of the traveling road surface detected in step S10 is equal to or less than the climb gradient threshold ("No" shown in the drawing), the operation performed using the braking / driving force control device 1 is performed in step S20. The process proceeds to S200.

  In step S100, the control mode setting unit 40 sets the braking / driving torque control mode to “gradient road mode” (“gradient road mode” shown in the figure). When the braking / driving torque control mode is set to “gradient road mode” in step S100, the operation performed using the braking / driving force control device 1 proceeds to step S102.

  In Step S102, the braking torque command value for maintaining the stop state of the vehicle C is calculated by the gradient road torque calculation unit 44 in accordance with the gradient included in the road surface gradient signal. As a result, in step S102, the braking force provided to the vehicle C generates a braking force for maintaining the stopped state of the vehicle C on the traveling road surface having a gradient exceeding the climbing gradient threshold ("friction braking force shown in the figure"). generate. In step S102, when the braking force for maintaining the stopped state of the vehicle C is generated by the friction brake, the operation performed using the braking / driving force control device 1 proceeds to step S104.

In step S104, the gradient road torque calculation unit 44 determines whether or not the start operation signal is input from the start operation detection unit 28, that is, whether or not the start operation by the driver is detected (in the drawing). "Start")
If it is determined in step S104 that a start operation by the driver has been detected ("Yes" shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S106.
On the other hand, if it is determined in step S104 that the start operation by the driver is not detected ("No" shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S102.

That is, as shown in FIG. 6, when the vehicle C is stopped on the climbing road surface L with the forward direction as a reference, a start operation by the driver is detected (“t1” in FIG. 6). Until the time indicated by “”, the vehicle speed and the operation amount of the acceleration / deceleration pedal 22 are “0”. In addition to this, from the state where the vehicle C is stopped on the traveling road surface L of the ascending slope based on the forward direction to the time point t1, the traveling of the slope exceeding the ascending slope threshold is performed by the friction brake provided in the vehicle C. A braking torque for maintaining the stopped state of the vehicle C is generated on the road surface.
In FIG. 6B, the operation amount of the acceleration / deceleration pedal 22 is indicated as “accelerator opening”. In FIG. 6C, the braking torque generated by the friction brake is indicated as “friction braking torque”.

  In step S106, the gradient road torque calculation unit 44 calculates a gradient road drive torque command value for generating the stop holding necessary drive torque in accordance with the gradient included in the road surface gradient signal ("stop holding required drive" shown in the figure). Torque calculation "). In step S106, when the gradient road driving torque command value for generating the stop holding necessary driving torque is calculated, the operation performed using the braking / driving force control device 1 proceeds to step S108.

In step S108, the gradient road torque calculation unit 44 determines whether or not the driving torque generated in the vehicle C is equal to or higher than the stop-holding required driving torque ("driving torque ≧ stop-holding required" shown in the figure). Drive torque ").
If it is determined in step S108 that the drive torque generated in the vehicle C is equal to or greater than the stop-hold required drive torque ("Yes" shown in the figure), the operation performed using the braking / driving force control device 1 is performed in step S108. The process proceeds to S110.
On the other hand, when it is determined in step S108 that the drive torque generated in the vehicle C is less than the stop / hold required drive torque ("No" in the figure), the operation performed using the braking / driving force control device 1 is as follows. The process proceeds to step S106.

That is, as shown in FIG. 6, until the time when the driving torque generated at time t <b> 1 increases to the driving torque that needs to be stopped (time indicated by “t <b> 2” in FIG. 6), the friction of the vehicle C is increased. A braking torque for maintaining the stopped state is generated. As a result, from time t1 to time t2, the vehicle speed is “0”, and the vehicle C is stopped on the traveling road surface L of the ascending slope.
Further, from time t1 to time t2, the amount of operation of the acceleration / deceleration pedal 22 increases according to the stepping operation by the driver.
In FIG. 6C, the driving torque generated in the vehicle C is indicated as “motor torque”.

  In step S110, the driving torque according to the operation amount of the acceleration / deceleration pedal 22, that is, the driving torque requested by the driver who started the vehicle C is calculated by the gradient road torque calculating unit 44 ("driver" shown in the figure). Calculate required torque ”). When the driving torque requested by the driver who started the vehicle C is calculated in step S110, the operation performed using the braking / driving force control device 1 proceeds to step S112.

  In step S112, the gradient road torque calculation unit 44 calculates the gradient road drive torque command value by adding the drive torque calculated in step S110 to the stop holding necessary drive torque ("total torque calculation" shown in the figure). To do. In step S112, when the gradient road driving torque command value obtained by adding the driving torque calculated in step S110 to the stop holding necessary driving torque is calculated, the operation performed using the braking / driving force control device 1 proceeds to step S114. .

  In step S114, the braking torque command value for stopping the generation of the braking torque is calculated by the gradient road torque calculating unit 44. Thereby, in step S114, the output of the braking force generated in step S102 is stopped ("friction braking force stop" shown in the figure). In step S114, when the output of the braking force generated in step S102 is stopped, the operation performed using the braking / driving force control device 1 is ended (END).

That is, as shown in FIG. 6, after time t2, a motor torque is generated by adding the driving torque corresponding to the operation amount of the acceleration / deceleration pedal 22 that is increased by the stepping operation by the driver to the stop holding necessary driving torque. . In addition, after time t2, the braking torque generated by the friction brake is reduced.
Thus, from the time point t2 to the time point when the output of the braking torque generated by the friction brake is stopped (the time point indicated by “t3” in FIG. 6), the decreasing braking torque and the increasing motor torque are summed. The stop state of the vehicle C is held by the torque. Therefore, from the time point t1 to the time point t3, the vehicle speed is “0”, and the vehicle C is stopped on the traveling road surface L on the ascending slope.
Then, when the motor torque increased from the time point t3 when the output of the braking torque is stopped becomes a size necessary for starting the vehicle C stopped on the climbing road surface L (“t4” in FIG. 6). The vehicle speed starts at a time when the vehicle speed exceeds “0”.

In step S200, the control mode setting unit 40 sets the braking / driving torque control mode to "flat road mode"("flat road mode" shown in the figure). When the braking / driving torque control mode is set to “flat road mode” in step S200, the operation performed using braking / driving force control device 1 proceeds to step S202.
In step S202, the flat road torque calculation unit 46 performs a process of determining whether or not the operation amount of the acceleration / deceleration pedal 22 is within the braking range ("braking range" shown in the figure).

If it is determined in step S202 that the operation amount of the acceleration / deceleration pedal 22 is within the braking range ("Yes" shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S204.
On the other hand, if it is determined in step S202 that the operation amount of the acceleration / deceleration pedal 22 is within the driving range ("No" shown in the figure), the operation performed using the braking / driving force control device 1 proceeds to step S206. To do.

  In step S204, the braking torque command value is decreased from the initial braking torque command value ("braking torque reduction" shown in the figure) by the flat road torque calculation unit 46 in accordance with an increase in the operation amount of the acceleration / deceleration pedal 22. . In step S204, when the braking torque command value is decreased from the initial braking torque command value in accordance with an increase in the operation amount of the acceleration / deceleration pedal 22, the operation performed using the braking / driving force control device 1 proceeds to step S202. .

  In step S206, the flat road torque calculation unit 46 calculates a flat road drive torque command value corresponding to the deviation between the braking / driving force change point operation amount and the operation amount of the acceleration / deceleration pedal 22 ("deviation" shown in the figure). Drive torque calculation)). In step S206, when the flat road driving torque command value corresponding to the deviation between the braking / driving force change point operation amount and the operation amount of the acceleration / deceleration pedal 22 is calculated, the operation performed using the braking / driving force control device 1 ends ( END).

The acceleration / deceleration pedal 22 described above corresponds to a braking / driving force operator.
The accelerator operation amount sensor 2 described above corresponds to an operation element operation amount detection unit.
The pedal operation state calculation unit 26 described above corresponds to an operation element operation speed detection unit.
Further, as described above, in the braking / driving force control method implemented by the operation of the braking / driving force control device 1 of the first embodiment, the operation amount of the acceleration / deceleration pedal 22, the start operation, and the travel when the vehicle C is stopped The slope of the road surface L is detected.

Then, in a state where the start operation by the driver is not detected, the braking force is controlled so as to maintain the stop state of the vehicle C according to the detected gradient. Further, when the start operation by the driver is detected, the driving force is controlled so as to generate the stop-holding required driving torque according to the detected gradient. In addition to this, when the driving force increases to the stop-holding required driving torque, the driving force is generated by adding the driving force corresponding to the operation amount of the acceleration / deceleration pedal 22 to the stop-holding required driving torque, and the generation of the braking force is stopped. The driving force and the braking force are controlled so that
The above-described first embodiment is an example of the present invention, and the present invention is not limited to the above-described first embodiment, and the present invention may be applied to other forms than this embodiment. Various modifications can be made according to the design or the like as long as they do not depart from the technical idea.

(Effects of the first embodiment)
If it is the braking / driving force control device 1 of the first embodiment, the following effects can be obtained.
(1) The braking / driving force control unit 32 controls the braking force so as to maintain the stop state of the vehicle C according to the gradient of the traveling road surface L when the start operation is not detected. Then, when the start operation by the driver is detected, the driving force is controlled so as to generate the stop-holding required driving torque according to the gradient of the traveling road surface L. Further, when the driving force increases to the stop holding required driving torque, the driving force corresponding to the operation amount of the acceleration / deceleration pedal 22 is added to the stopping holding required driving torque, and the generation of the braking force is stopped. , Control the driving force and braking force.

For this reason, when a driver | operator performs start operation, a driving force is controlled so that stop holding required driving torque will generate | occur | produce. When the driving force increases to the stop-holding required driving torque, the driving force corresponding to the operation amount of the acceleration / deceleration pedal 22 is output, and the generation of the braking force is stopped to move the vehicle C in the direction intended by the driver. Can be started.
As a result, it is possible to suppress the movement of the vehicle C in a direction different from the driver's intention when the slope road restarts.
Further, even when the vehicle C is configured such that the creep phenomenon does not occur, such as the vehicle C having only the drive motor 20 as the drive source, the acceleration / deceleration pedal 22 is not depressed greatly when the vehicle restarts on the gradient road. The vehicle C can be started.

(2) When the braking / driving force control unit 32 determines that the gradient of the traveling road surface L is equal to or less than the gradient threshold value and the operation amount of the acceleration / deceleration pedal 22 is within the braking range, the braking force is changed to the braking / driving force change point. The braking force corresponding to the operation amount is decreased by an increase in the operation amount of the acceleration / deceleration pedal 22. In addition to this, when the operation amount of the acceleration / deceleration pedal 22 is within the driving range, a driving force corresponding to the deviation between the braking / driving force change point operation amount and the operation amount detected by the accelerator operation amount sensor 2 is generated. .
For this reason, when the gradient of the road surface L when the vehicle C is stopped is equal to or less than the gradient threshold value, the magnitude of the braking force is controlled within the braking range according to the operation amount of the acceleration / deceleration pedal 22, and within the driving range. It becomes possible to control the magnitude of the driving force.
As a result, the vehicle C can be made to travel only by the operation of the acceleration / deceleration pedal 22 by the driver.

(3) The braking / driving force control unit 32 controls the driving force by using the stop-and-hold required driving torque as the forward torque generated by the driving motor 20 when the gradient of the traveling road surface L is the climbing gradient.
For this reason, even in the case of a vehicle C having a configuration in which no creep phenomenon occurs, such as a vehicle C having only the drive motor 20 as a drive source, backlash in the motor transmission system from the drive motor 20 to the wheels W is reduced. Thus, the traveling road surface L having an ascending slope can be re-started.
As a result, it is possible to reduce the backlash that occurs in the vehicle C when the traveling road surface L having an ascending slope is re-started.

(4) The braking / driving force control unit 32 controls the driving force by using the stop-holding required driving torque as the backward torque generated by the driving motor 20 when the gradient of the traveling road surface L is a downward gradient.
For this reason, even in the case of a vehicle C having a configuration in which no creep phenomenon occurs, such as a vehicle C having only the drive motor 20 as a drive source, backlash in the motor transmission system from the drive motor 20 to the wheels W is reduced. Thus, it becomes possible to re-start the traveling road surface L having a downward slope.
As a result, it is possible to reduce the backlash generated in the vehicle C when the downhill traveling road surface L is re-started.

(5) When the intention estimated by the acceleration intention estimation unit 38 is acceleration in the forward direction, the braking / driving force control unit 32 drives the stop / hold necessary driving torque as the forward direction torque generated by the driving motor 20. Control power.
For this reason, even if the vehicle C has a configuration in which the creep phenomenon does not occur, such as the vehicle C having only the driving motor 20 as a driving source, the wheels W are driven from the driving motor 20 regardless of the gradient of the traveling road surface L. The backlash in the motor transmission system up to can be reduced.
As a result, regardless of the gradient of the traveling road surface L, when a driver who intends to accelerate in the forward direction re-starts the vehicle C on the traveling road surface L, it is possible to reduce the backlash generated on the vehicle C. It becomes possible.

(6) The braking / driving force control unit 32 removes the drive system resonance frequency component generated in the motor transmission system from the drive motor 20 to the wheel W by the drive system resonance frequency component filter unit 48, and the drive torque command value Set.
As a result, it is possible to generate a drive torque from which the drive system resonance frequency component is removed when the gradient road restarts, and the vehicle C can smoothly restart.

(7) The driving torque required for stop holding includes the minimum backlash torque necessary for eliminating backlash in the motor transmission system from the drive motor 20 to the wheels W.
As a result, it is possible to generate a driving torque according to the operation of only the acceleration / deceleration pedal 22 by the driver when there is no backlash in the motor transmission system at the time of re-starting of the gradient road, and the vehicle C is smoothly made. It will be possible to re-start.

(8) In the braking / driving force control method implemented by the operation of the braking / driving force control device 1 of the first embodiment, the stop state of the vehicle C is maintained according to the gradient of the traveling road surface L when the start operation is not detected. The braking force is controlled as follows.
Then, when the start operation is detected, the driving force is controlled so as to generate the stop-holding required driving torque according to the gradient of the traveling road surface L. Furthermore, when the driving force increases to the stop holding required driving torque, the driving force is generated by adding the driving force corresponding to the operation amount of the acceleration / deceleration pedal 22 to the stop holding required driving torque, and the generation of the braking force is stopped. In addition, the driving force and braking force are controlled.

For this reason, when a driver | operator performs start operation, a driving force is controlled so that stop holding required driving torque will generate | occur | produce. When the driving force increases to the stop-holding required driving torque, the driving force corresponding to the operation amount of the acceleration / deceleration pedal 22 is output, and the generation of the braking force is stopped to move the vehicle C in the direction intended by the driver. Can be started.
As a result, it is possible to suppress the movement of the vehicle C in a direction different from the driver's intention when the slope road restarts.
Further, even when the vehicle C is configured such that the creep phenomenon does not occur, such as the vehicle C having only the drive motor 20 as the drive source, the acceleration / deceleration pedal 22 is not depressed greatly when the vehicle restarts on the gradient road. The vehicle C can be started.

(Modification)
(1) In the first embodiment, the road surface gradient detection unit 30 detects the gradient of the traveling road surface L using the vehicle speed of the vehicle C and the acceleration of the vehicle C in the vehicle front-rear direction. However, the present invention is limited to this. is not. That is, for example, the configuration of the vehicle C is configured to include map data including contour data and a GPS (Global Positioning System) capable of acquiring the current position of the vehicle C. Then, the gradient of the traveling road surface L may be detected using the map data and the current position of the vehicle C. Further, for example, the configuration of the vehicle C may be configured to include a camera that can image the vehicle C in the longitudinal direction of the vehicle C, and the gradient of the traveling road surface L may be detected using the captured image.

  DESCRIPTION OF SYMBOLS 1 ... Braking / driving force control apparatus, 2 ... Accelerator operation amount sensor, 4 ... Brake operation amount sensor, 6 ... Vehicle speed sensor, 8 ... G sensor, 10 ... Shift position sensor, 12 ... Braking / driving force controller, 14 ... Brake actuator, DESCRIPTION OF SYMBOLS 16 ... Wheel cylinder, 18 ... Power control unit, 20 ... Drive motor, 22 ... Acceleration / deceleration pedal, 24 ... Brake pedal, 26 ... Pedal operation state calculation part, 28 ... Start operation detection part, 30 ... Road surface gradient detection part , 32 ... braking / driving force control unit, 34 ... driving force calculation unit, 36 ... braking force calculation unit, 38 ... acceleration intention estimation unit, 40 ... control mode setting unit, 42 ... braking / driving torque calculation unit, 44 ... for gradient road Torque calculation unit, 46 ... flat road torque calculation unit, 48 ... drive system resonance frequency component filter unit, C ... vehicle, W ... wheel (left front wheel WFL, right front wheel WFR, left rear wheel WR) , Right rear wheel WRR), L ... the road surface

Claims (8)

A braking / driving force control device that controls at least one of a braking force generated by a friction brake provided in a vehicle and a driving force generated by a driving motor according to an operation amount of a braking / driving force operator,
An operation amount detector for detecting an operation amount of the braking / driving force operator;
A start operation detecting unit for detecting a start operation from the detected operation amount;
A road surface gradient detector that detects the gradient of the traveling road surface when the vehicle is stopped;
A braking / driving force control unit that controls at least one of the braking force and the driving force according to the detected operation amount and the detected gradient;
The braking / driving force control unit detects the start operation by controlling the braking force so as to maintain the stop state of the vehicle in accordance with the detected gradient when the start operation is not detected. The driving force is controlled so as to generate a stop-holding required driving torque for holding the stop state in accordance with the gradient, and when the driving force increases to the stop-holding required driving torque, the stop holding is required. The braking / driving control is characterized in that the driving force and the braking force are controlled so as to generate a driving force that is a sum of driving forces corresponding to the operation amount detected in the driving torque and to stop the generation of the braking force. Force control device.   The braking / driving force control unit, when the detected gradient is equal to or less than a preset gradient threshold, the detected operation amount is within a braking range from an unoperated state to a preset braking / driving force change point operation amount. In this case, the braking force is decreased by an increase in the operation amount detected from the braking force corresponding to the braking / driving force change point operation amount, and the detected operation amount is within a driving range larger than the braking range. 2. The braking / driving force control device according to claim 1, wherein the driving force is generated in accordance with a deviation between the braking / driving force change point operation amount and the detected operation amount.   The braking / driving force control unit controls the driving force when the detected gradient is an ascending gradient, with the stop-and-hold required driving torque being a forward torque generated by the driving motor. The braking / driving force control device according to claim 1 or 2.   The braking / driving force control unit controls the driving force when the detected gradient is a downward gradient, using the stop-and-hold required driving torque as a backward torque generated by the driving motor. The braking / driving force control device according to any one of claims 1 to 3. An operation element operation speed detection unit for detecting an operation speed of the braking / driving force operation element;
An acceleration intention estimation unit that estimates the intention of acceleration in the forward direction by the driver according to the detected operation speed;
When the estimated intention is acceleration in the forward direction, the braking / driving force control unit controls the driving force using the stop / hold required driving torque as the forward direction torque generated by the driving motor. The braking / driving force control device according to any one of claims 1 to 4, wherein the braking / driving force control device is characterized. A drive system resonance frequency component filter for removing a drive system resonance frequency component generated in the motor transmission system from the drive motor to the wheels;
The braking / driving force control unit according to any one of claims 1 to 5, wherein the braking / driving force control unit controls the driving force by removing the drive system resonance frequency component. apparatus.   7. The stop holding required drive torque includes a minimum backlash filling torque necessary to eliminate backlash in a motor transmission system from the drive motor to the wheels. The braking / driving force control device according to claim 1. A braking / driving force control method for controlling at least one of a braking force generated by a friction brake provided in a vehicle and a driving force generated by a driving motor according to an operation amount of a braking / driving force operator,
Detecting an operation amount of the braking / driving force operator, a starting operation, and a gradient of a traveling road surface when the vehicle is stopped;
When the start operation is not detected, the braking force is controlled so as to maintain the stop state of the vehicle according to the detected slope, and when the start operation is detected, the stop state is determined according to the detected slope. When the driving force is controlled so as to generate a stop-holding required driving torque for holding the torque, and further when the driving force increases to the stop-holding-needed driving torque, the operation amount detected in the stop-holding-needed driving torque A braking / driving force control method comprising: controlling the driving force and the braking force so as to generate a driving force that is a sum of the driving forces according to the driving force and stop the generation of the braking force.

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