WO2013122105A1 - Dispositif de commande d'amortissement de véhicule - Google Patents

Dispositif de commande d'amortissement de véhicule Download PDF

Info

Publication number
WO2013122105A1
WO2013122105A1 PCT/JP2013/053404 JP2013053404W WO2013122105A1 WO 2013122105 A1 WO2013122105 A1 WO 2013122105A1 JP 2013053404 W JP2013053404 W JP 2013053404W WO 2013122105 A1 WO2013122105 A1 WO 2013122105A1
Authority
WO
WIPO (PCT)
Prior art keywords
value
vehicle
torque
control device
correction torque
Prior art date
Application number
PCT/JP2013/053404
Other languages
English (en)
Japanese (ja)
Inventor
祥司 川口
裕樹 塩澤
小林　洋介
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2013558707A priority Critical patent/JP5858055B2/ja
Publication of WO2013122105A1 publication Critical patent/WO2013122105A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • B60W2050/0054—Cut-off filters, retarders, delaying means, dead zones, threshold values or cut-off frequency

Definitions

  • the present invention relates to a vehicle system vibration control device that suppresses the sprung behavior of a vehicle body estimated based on input information during traveling by controlling driving torque.
  • a vehicle system vibration control device that removes a drive system resonance frequency with a notch filter (BCF) that is a filter circuit that attenuates only a specific band to a very low level while passing most of the frequency as is is known.
  • BCF notch filter
  • the present invention has been made paying attention to the above problem, and is a vehicle system vibration control capable of preventing the driver from feeling uncomfortable with front / rear G amplification by drive system resonance, regardless of the setting in which the gain of the entire system changes.
  • An object is to provide an apparatus.
  • a vehicle system vibration control device includes a vehicle body vibration estimation unit that estimates a sprung behavior of a vehicle body based on input information during traveling, and an actuator that controls the sprung behavior. It is assumed that a torque command value calculation unit that calculates a correction torque value for correcting the applied drive torque command value is provided.
  • the torque command value calculation unit includes a correction torque value calculation unit that calculates a correction torque value based on the estimation result of the sprung behavior, and a maximum value of the calculated correction torque absolute value.
  • a first limit processing unit for limiting, and a filter processing unit for removing a drive system resonance frequency component from the corrected torque value after the first limit processing.
  • the limit processing for limiting the maximum value of the calculated correction torque absolute value is performed first, and the drive system is calculated from the correction torque value after the limit processing.
  • the resonance frequency component is removed.
  • limit processing is performed prior to filter processing for reducing the gain of the drive system resonance frequency component.
  • the gain can be set for the corrected torque value after the limit process, and there is a concern about interference with body sprung vibration.
  • the output in the drive system resonance frequency region is suppressed. As a result, it is possible to prevent a sense of incongruity given to the driver by front-rear G amplification due to drive system resonance, regardless of the setting in which the gain of the entire system changes.
  • FIG. 1 is an overall system configuration diagram showing an engine vehicle to which a vehicle system vibration control device of Embodiment 1 is applied. It is a control block diagram which shows the control program structure in the engine control module in the engine vehicle system of Example 1. FIG. It is a control block diagram which shows the vehicle system vibration control apparatus in the engine control module of Example 1.
  • FIG. 6 is a schematic diagram showing that the tire is displaced in the front-rear direction when the suspension strokes in the description of the suspension stroke calculation unit of the first embodiment.
  • FIG. 6 is a front wheel tire characteristic diagram showing a suspension stroke and a front-rear direction displacement relationship characteristic in the description of the suspension stroke calculation unit of the first embodiment.
  • FIG. 6 is a rear wheel tire characteristic diagram showing a suspension stroke and a longitudinal displacement relationship characteristic of the rear wheel tire in the description of the suspension stroke calculation unit of the first embodiment. It is a vehicle model figure which shows what represented the vehicle model which has in the vehicle body vibration estimation part of Example 1 graphically.
  • FIG. 3 is a gain block diagram illustrating an internal configuration of a regulator and tuning unit according to the first embodiment. It is a gain function explanatory view showing the function of the regulator gain of the regulator & tuning unit of the first embodiment.
  • FIG. 4 is a drive system resonance frequency characteristic diagram showing resonance frequency characteristics that vary depending on the gear stage of the MT transmission in the description of the bandpass filter of the first embodiment.
  • FIG. 6 is a diagram illustrating a characteristic setting example (b).
  • FIG. 3 is a block diagram illustrating a specific configuration of a nonlinear gain amplification unit according to the first embodiment.
  • FIG. 6 is a correction torque value relationship characteristic diagram illustrating a relationship between a correction torque value before amplification processing and a correction torque value after amplification processing in the nonlinear gain amplification unit according to the first embodiment. It is a flowchart which shows the flow of the vehicle structure vibration control process performed in the engine control module of Example 1.
  • FIG. 3 is a block diagram illustrating a specific configuration of a nonlinear gain amplification unit according to the first embodiment.
  • FIG. 6 is a correction torque value relationship characteristic diagram illustrating a relationship between a correction torque value before amplification processing and a correction torque value after amplification processing in the nonlinear gain amplification unit according to the first embodiment. It is a flowchart which shows the flow of the vehicle structure vibration control process performed in the engine control module of Example 1.
  • FIG. Pitch rate no control
  • pitch rate yaw rate
  • roll representing effects realized during steering in an engine vehicle equipped with the vehicle system vibration control device of the first embodiment
  • time chart which shows each characteristic of a rate.
  • control block diagram which shows the vehicle structure vibration control apparatus in the engine control module by another Example.
  • Example 1 shown in the drawings.
  • the configuration in the first embodiment includes the following: “overall system configuration”, “internal configuration of engine control module”, “input conversion unit configuration of vehicle system vibration control device”, “vehicle body vibration estimation unit configuration of vehicle system vibration control device”, “ The description will be divided into “the torque command value calculation unit configuration of the vehicle system vibration control device”.
  • FIG. 1 is an overall system configuration diagram illustrating an engine vehicle to which the vehicle system vibration control device of the first embodiment is applied.
  • vehicle system vibration control is a control having a function of suppressing vehicle body vibration by appropriately controlling the driving torque by the vehicle actuator (engine 106 in the first embodiment) in accordance with the vibration of the vehicle body.
  • the effect of improving the yaw response at the time of steering, the effect of improving the linearity at the time of steering, and the effect of suppressing the roll behavior are also obtained.
  • the engine vehicle to which the vehicle system vibration control device of the first embodiment is applied is a rear wheel drive vehicle by manual shift, and includes an engine control module (ECM) 101 and an engine 106. Yes.
  • ECM engine control module
  • the engine control module 101 (hereinafter referred to as “ECM101”) performs drive torque control of the engine 106.
  • This ECM101 is connected to the steering wheel 110 and signals from the wheel speed sensors 103FR, 103FL, 103RR, 103RL connected to the left and right front wheels 102FR, 102FL (driven wheel) and the left and right rear wheels 102RR, 102RL (drive wheel).
  • a signal from the steering angle sensor 111 is input.
  • a signal from the brake stroke sensor 104 that detects the driver operation amount to the brake pedal and a signal from the accelerator opening sensor 105 that detects the driver operation amount to the accelerator pedal are input.
  • a torque command value for driving the engine 106 is calculated according to these input signals, and the torque command value is sent to the engine 106.
  • the engine 106 generates a drive torque according to the torque command value from the ECM 101, and the generated drive torque is increased or decreased by the MT transmission 107 according to the shift operation of the driver.
  • the drive torque changed by the MT transmission 107 is further changed by the shaft 108 and the differential gear 109 and transmitted to the left and right rear wheels 102RR and 102RL to drive the vehicle.
  • the vehicle structure vibration control device is configured in the form of a control program in the ECM 101, and FIG. 2 shows a block configuration representing the control program in the ECM 101.
  • FIG. 2 shows a block configuration representing the control program in the ECM 101.
  • the ECM 1101 includes a driver request torque calculation unit 201, a torque command value calculation unit 202, and a vehicle system vibration control device 203.
  • the driver request torque calculation unit 201 inputs the brake operation amount information by the driver from the brake stroke sensor 104 and the accelerator operation amount information by the driver from the accelerator opening sensor 105, and calculates the driver request torque.
  • the torque command value calculation unit 202 includes a torque command value obtained by adding the correction torque value from the vehicle system vibration control device 203 to the driver request torque from the driver request torque calculation unit 201, and other in-vehicle systems (for example, VDC and TCS). Etc.) is input. Based on the input information, a drive torque command value for the engine 106 is calculated.
  • the vehicle system vibration control device 203 has a three-part configuration including an input conversion unit 204, a vehicle body vibration estimation unit 205, and a torque command value calculation unit 206.
  • the input conversion unit 204 inputs driver requested torque, engine speed, wheel speed, and steering angle, and converts these input information into driving torque, vertical force from the road surface, and turning resistance force.
  • the vehicle body vibration estimation unit 205 inputs the driving torque, the vertical force, and the turning resistance force from the input conversion unit 204 to the vehicle model, so that the sprung behavior caused by torque input, the sprung behavior caused by disturbance, and the sprung behavior caused by steering. The behavior is estimated. Based on the sprung behavior estimated by the vehicle body vibration estimating unit 205, the torque command value calculating unit 206 calculates a corrected torque value so as to suppress the sprung behavior.
  • FIG. 3 shows a block configuration showing in detail the interior of the vehicle system vibration control device 203.
  • the configuration of the input conversion unit 204 in the three-part vehicle system vibration control device 203 will be described below with reference to FIGS.
  • the input conversion unit 204 converts the sensing information from the vehicle into an input format (specifically, a dimension of torque or force applied to the vehicle body) to the vehicle model 307 used in the vehicle body vibration estimation unit 205 at the subsequent stage.
  • the input conversion unit 204 includes a drive torque conversion unit 301, a suspension stroke calculation unit 302, a vertical force conversion unit 303, a vehicle body speed estimation unit 304, a turning behavior estimation unit 305, a turning And a resistance force estimation unit 306.
  • the drive torque converter 301 adds the gear ratio to the driver request torque and converts the engine end torque to the drive shaft end torque Tw.
  • the gear ratio is calculated from the ratio between the wheel speed (the average left and right rotational speed of the drive wheel) and the engine speed. This gear ratio is the total gear ratio of the MT transmission 107 and the differential gear 109.
  • the suspension stroke calculation unit 302 calculates the suspension stroke speed and stroke amount based on the wheel speed.
  • the tire also has a displacement in the front-rear direction, and this relationship is determined by the geometry of the vehicle suspension. This is illustrated in FIGS. 5 and 6.
  • FIG. By linearly approximating this relationship and assuming that the coefficient of vertical displacement relative to the longitudinal displacement is KgeoF and KgeoR for the front and rear wheels, respectively, the vertical displacements Zf and Zr of the front and rear wheels are expressed by the following equations with respect to the tire longitudinal positions xtf and xtr. It becomes a relationship.
  • Zf KgeoF xtf
  • Zr KgeoR xtr
  • Differentiating the above equation gives the tire longitudinal velocity and vertical velocity equations, and the suspension stroke speed and stroke amount are calculated using this relationship.
  • the spring coefficient and the damping coefficient are added to the suspension stroke speed and stroke amount calculated by the suspension stroke calculation unit 302, and the sum is taken to obtain the front and rear wheel vertical forces Ff, Fr. Convert to
  • the vehicle body speed estimation unit 304 outputs the wheel speed average value of the driven wheels 102FR and 102FL as the vehicle body speed V in the wheel speed information.
  • the vehicle body speed V from the vehicle body speed estimation unit 304 and the steering angle from the steering angle sensor 111 are input, the tire turning angle ⁇ is calculated from the steering angle, and the well-known turning two-wheel model Is used to calculate the yaw rate ⁇ and the vehicle body side slip angle ⁇ v.
  • the turning resistance estimating unit 306 calculates front and rear wheel slip angles ⁇ f and ⁇ r, which are tire side slip angles, based on the yaw rate ⁇ calculated by the turning behavior estimation unit 305, the vehicle body side slip angle ⁇ v, and the tire turning angle ⁇ ( The following formula). Then, the cornering forces Fyf and Fyr (tire lateral force) are calculated from the product of the front and rear wheel slip angles ⁇ f and ⁇ r and the cornering powers Cpf and Cpr. Further, front and rear wheel turning resistance forces Fcf and Fcr are calculated from the product of the front and rear wheel slip angles ⁇ f and ⁇ r, the cornering forces Fyf and Fyr, and the cornering power change rate.
  • the front and rear wheel slip angles ⁇ f and ⁇ r can be calculated by the following equations.
  • lf and lr are distances from the center of gravity of the vehicle body to the front and rear axles.
  • FIG. 3 shows a block configuration showing in detail the interior of the vehicle system vibration control device 203.
  • the configuration of the vehicle body vibration estimation unit 205 in the three-part vehicle system vibration control device 203 will be described with reference to FIGS. 3 and 7.
  • the vehicle body vibration estimation unit 205 has a vehicle model 307 as shown in FIG.
  • the vehicle model 307 is represented by a vertical motion equation or a pitching motion equation that models a vehicle (vehicle body, front wheel suspension, rear wheel suspension, etc.) on which the system is mounted.
  • the drive shaft end torque Tw, the front and rear wheel vertical forces Ff and Fr, and the front and rear wheel turning resistance forces Fcf and Fcr calculated by the processing in the input conversion unit 204 are input to the vehicle model 307, so that A state quantity to be controlled is calculated.
  • the state quantity of the sprung behavior calculated by the vehicle body vibration estimation unit 205 is ⁇ Spring behavior by torque input Bounce speed ⁇ Bounce amount ⁇ Pitch speed ⁇ Pitch angle ⁇ Spring behavior by disturbance (wheel speed) Bounce speed ⁇ Bounce amount ⁇ Pitch speed ⁇ Pitch angle ⁇ Spring behavior by steering Bounce speed ⁇ Bounce amount The pitch speed and the pitch angle (see FIG. 8).
  • FIG. 3 shows a block configuration showing in detail the interior of the vehicle system vibration control device 203.
  • the configuration of the torque command value calculation unit 206 in the three-part vehicle system vibration control device 203 will be described with reference to FIGS. 3 and 8 to 14.
  • the torque command value calculation unit 206 includes a regulator & tuning unit 308, 309, 310 (corrected torque value calculation unit), a limit processing unit 311 (first limit processing unit), and a bandpass filter 312 (filter processing).
  • a non-linear gain amplifying unit 313 corrected torque value amplifying unit
  • a limit processing unit 314 second limit processing unit
  • an engine torque converting unit 315 includes a regulator & tuning unit 308, 309, 310 (corrected torque value calculation unit), a limit processing unit 311 (first limit processing unit), and a bandpass filter 312 (filter processing).
  • a non-linear gain amplifying unit 313 corrected torque value amplifying unit
  • a limit processing unit 314 second limit processing unit
  • an engine torque converting unit 315 an engine torque converting unit 315.
  • the regulator & tuning unit 308, 309, 310 performs regulator processing on the state quantity to be controlled calculated by the vehicle body vibration estimation unit 205, further accumulates the tuning gain for weighting, and calculates the sum to control it. Calculate the necessary correction torque value.
  • This regulator & tuning unit 308, 309, 310 has "each state quantity representing the sprung behavior due to torque input”, “each state quantity representing the sprung behavior due to disturbance”, and each state representing the sprung behavior due to steering. For each “quantity”, it has a regulator gain and a tuning gain.
  • Trq-dZv gain (bounce speed gain) and Trq-dSp gain (pitch speed gain) with respect to “each state quantity representing sprung behavior by torque input”. And set.
  • Ws-SF gain front-rear balance gain
  • Ws-dSF gain front-rear balance change speed gain
  • Ws-dZv Set the gain (bounce speed gain) and Ws-dSp gain (pitch speed gain).
  • Str-dWf gain front wheel load change speed gain
  • Str-dWr gain (rear wheel load change speed gain)
  • each regulator gain of the regulator & tuning units 308 and 309 contributes to the stabilization of the load, and each regulator gain of the regulator & tuning unit 310 adds the load. Contribute to.
  • the Trq-dZv gain suppresses the bounce speed and the Trq-dSp gain suppresses the pitch speed.
  • Ws-SF gain suppresses longitudinal load change
  • Ws-dSF gain suppresses longitudinal load change
  • Ws-dZv gain suppresses bounce speed
  • Ws-dSp gain suppresses pitch speed.
  • the Str-dWf gain adds the front wheel load
  • the Str-dWr gain suppresses the rear wheel load fluctuation.
  • each state quantity works in an equilibrium state (in this case, the direction in which the vibration stops). Therefore, a value obtained by integrating the negative regulator gain to each state quantity is used as a correction torque value, and this value is added to the drive torque command value.
  • the tuning gain is set for each regulator gain. That is, as shown in FIG. 8, the tuning gain K1 for the Trq-dZv gain, the tuning gain K2 for the Trq-dSp gain, the tuning gain K3 for the Ws-SF gain, and the tuning gain K4, Ws for the Ws-dSF gain.
  • the tuning gains K1 to K6 are set to values in the positive direction for suppressing vibrations and values included in the front and rear G fluctuation range that does not give a sense of incongruity.
  • the tuning gains K7 and K8 are set to values in the negative direction that promotes vibration and within the front-to-back G fluctuation range that does not give a sense of incongruity.
  • the tuning gains K1 to K8 are weight adjustments, so that the initial set value can be changed according to the vehicle to be applied, thereby providing compatibility with the vehicle type. Furthermore, if the tuning gains K1 to K8 can be changed while driving, the control effects that are particularly desired to be realized depending on the driving conditions, etc., by appropriately adjusting the tuning gains K1 to K8 according to driving conditions and driver operating conditions. Can be emphasized.
  • the limit processing unit 311 and the band-pass filter 312 perform drive system resonance countermeasure limit processing and filter processing on the correction torque values calculated by the regulator & tuning units 308, 309, and 310.
  • the limit processing unit 311 performs a maximum value limiting process on the absolute value of the correction torque value as a countermeasure for the drive system resonance for the sum of the values obtained by integrating the tuning gains K1 to K8 (correction torque value). The torque is limited to a range not felt as G variation.
  • the bandpass filter 312 extracts the sprung vibration component of the vehicle body and removes the drive system resonance frequency component so as to suppress the sprung resonance, as a countermeasure for the drive system resonance, similarly to the limit processing unit 311.
  • the drive system resonance frequency varies depending on the gear stage of the MT transmission 107, and as shown in FIG. 10, the low speed gear has a low frequency side and the high speed gear stage has a high frequency side resonance frequency.
  • the bandpass filter 312 installed here sets the gain of the sprung resonance frequency (generally around 1 Hz to 2 Hz) to be 0 dB.
  • the resonance frequency of the low speed gear stage is close to the resonance frequency on the body spring, the control is interrupted when the gear stage is in the gear stage, and the driving torque is not corrected. For example, when the first gear or the second gear is selected, the driving torque is not corrected.
  • a figure envelope dotted line in FIG.
  • the nonlinear gain amplifying unit 313 includes a branching unit 313a, an absolute value converting unit 313b, a gain setting unit 313c, and an integrating unit 313d.
  • the branching unit 313a divides the correction torque value from the bandpass filter 312 into an absolute value converting unit 313b and an integrating unit 313d.
  • the gain setting unit 313c sets the gain based on the input correction torque absolute value and a preset nonlinear gain map.
  • the accumulating unit 313d calculates a corrected torque value after the amplification process based on the product of the corrected torque value before the amplification process and the gain from the gain setting unit 313c.
  • the non-linear gain is defined by a map with the correction torque absolute value before the amplification process as an input, and the product of the output (gain) and the original correction torque value before the amplification process is the output after the non-linear gain process.
  • the non-linear gain map takes the absolute value of the pre-amplification correction torque input on the horizontal axis and takes the gain to be integrated on the vertical axis, which is the largest value at input 0 and is input within the dead zone area of the actuator. The gain value gradually decreases from 0 toward the larger value. When the input exceeds the dead zone of the actuator, the value is close to 1, and the final value on the larger input side is 1 (steady value) (FIG. 12).
  • the limit processing unit 314 performs a final limit process on the corrected torque value output from the nonlinear gain amplification unit 313 after the amplification process.
  • the engine torque conversion unit 315 converts the correction torque value after the limit processing from the limit processing unit 314 into an engine end torque value corresponding to the gear ratio, and outputs this as the final correction torque value.
  • vehicle system vibration control processing operation “vehicle system vibration control processing operation”, “basic system vibration control operation”, “preventing discomfort due to driveline resonance”, and “damping effect in engine vehicle” This will be described separately in “Realization Action”.
  • FIG. 14 is a flowchart showing a vehicle structure vibration control process executed by the engine control module 101 of the first embodiment. Hereinafter, the vehicle system vibration control processing operation will be described based on the flowchart of FIG.
  • step S1401 a process flow that sequentially proceeds from step S1401 to step S1422 is executed every predetermined control cycle.
  • the driver request torque is calculated by the driver request torque calculation unit 201 in step S1401.
  • the drive torque converter 301 adds the gear ratio to the driver request torque, and converts the unit from the engine end torque to the drive shaft end torque Tw.
  • the wheel speed is detected by the wheel speed sensors 103FR, 103FL, 103RR, 103RL.
  • the suspension stroke calculation unit 302 calculates the suspension stroke speed and stroke amount based on the wheel speed.
  • the vertical stroke conversion unit 303 converts the suspension stroke speed and stroke amount into front and rear wheel vertical forces Ff and Fr.
  • the steering angle is detected by the steering angle sensor 111.
  • the vehicle body speed V is calculated by the vehicle body speed estimation unit 304.
  • the turning behavior estimation unit 305 calculates the yaw rate ⁇ and the vehicle body side slip angle ⁇ v.
  • the turning resistance estimating unit 306 calculates front and rear wheel slip angles ⁇ f, ⁇ r (tire slip angles).
  • cornering forces Fyf, Fyr (tire lateral force) are calculated by the turning resistance estimating unit 306.
  • the turning resistance estimation unit 306 calculates front and rear wheel turning resistance forces Fcf and Fcr. The above processing is performed up to the input conversion unit 204.
  • the vehicle body vibration estimation unit 205 calculates a state quantity indicating the sprung behavior of the vehicle body.
  • the tuning gains of the regulator & tuning units 308, 309, 310 are changed according to the vehicle speed.
  • the regulator & tuning unit 308 calculates a correction torque value A that suppresses vibration due to driver torque.
  • the regulator & tuning unit 309 calculates a correction torque value B that suppresses vibration due to disturbance.
  • the regulator & tuning unit 310 calculates a correction torque value C that amplifies front and rear load fluctuations due to steering.
  • a corrected torque value based on the sum of the corrected torque value A, the corrected torque value B, and the corrected torque value C is output.
  • the limit processing unit 311 performs drive system resonance countermeasure limit processing on the correction torque value.
  • the bandpass filter 312 performs a filter process for removing the drive system resonance component on the correction torque value.
  • nonlinear gain processing for amplifying the correction torque value in the vicinity of the positive / negative switching region is performed in the nonlinear gain amplifying unit 313.
  • the limit processing unit 314 performs final limit processing on the corrected torque value after amplification processing.
  • the engine torque conversion unit 315 converts the drive shaft end correction torque value into an engine end correction torque value, which is output as the final correction torque value. This process is repeated every control cycle.
  • the drive torque command value output to the engine 106 is corrected by a correction torque value that stabilizes the load fluctuation during traveling and adds a load to the front wheels during steering, and the front and rear load fluctuation during traveling is stable.
  • the steering response can be improved by actively applying wheel loads to the left and right front wheels 102FR, 102FL during steering.
  • the vehicle system vibration control is a control aimed at stabilizing the load and improving the turning performance by suppressing the change speed of the vehicle body behavior due to torque fluctuation or disturbance by correcting the engine torque. Therefore, as a specific running situation, as shown in FIG. 15 (a), for example, a case where the vehicle starts and accelerates from a stop, enters a constant speed state, and then decelerates and stops.
  • the driving torque rapidly increases, so that a load movement occurs in which the wheel load of the rear wheel increases and the wheel load of the front wheel decreases, and the vehicle body behavior becomes a nose up in which the front side of the vehicle body is lifted.
  • the scene aiming at performance improvement with the vehicle system vibration control of this application and its effect are (a) To obtain a stable linear turning performance with a gentle roll and good linearity in lane changes and scenes such as S-shaped roads. (b) To obtain stable cruising performance of the vehicle due to the lack of correction steering and good pitch damping in scenes such as high-speed cruising. It is.
  • Roll speed suppression improves the linearity of the yaw rate by the above” improvement of steering response "and” suppression of load fluctuation ". Therefore, the lateral G change is gentle in proportion to the yaw rate, the peak value of the roll rate is reduced, and the roll speed is suppressed. That is, “improvement of steering response” and “suppression of load fluctuation” are combined to realize “suppression of roll speed”.
  • the vehicle body vibration control is performed by separating the vibration factors of the vehicle body into those due to steering and those due to other than that. Therefore, at the time of steering, the yaw response is improved by actively promoting the nose-down behavior so that the front wheel load increases, and at the same time, the extra vibration component is suppressed, thereby ensuring the linearity. And since the sudden change of the lateral G is suppressed by performing these controls simultaneously, the effect (a) aimed at by this control that the roll rate can be suppressed can be realized.
  • the maximum value of the calculated absolute value of the corrected torque is limited in the limit processing unit 311. .
  • the next band pass filter 312 a configuration is adopted in which the drive system resonance frequency component is removed from the corrected torque value after the limit processing.
  • the limit processing is performed prior to the filter processing for reducing the gain of the drive system resonance frequency component.
  • the gain setting is applied to the corrected torque value after the limit processing regardless of the large input (driver input or disturbance input) to the vehicle and the tuning gain setting. It can be performed. For this reason, the output in the drive system resonance frequency region in which interference with the vehicle body spring vibration is a concern is suppressed.
  • the filter process for lowering the gain of the drive system resonance frequency component is stopped at the gear stage where the drive system resonance cannot be removed. Specifically, since it is difficult to separate vibrations at a gear stage where the drive system resonance frequency is close to the resonance on the vehicle body spring, the filter processing is stopped to avoid a problem in advance.
  • the engine (internal combustion engine) has a dead zone and a response delay in particular, so it is difficult to achieve the desired effect as it is. Further, as a method for solving the response delay, there is a phase advance process using a filter. However, when the phase advance process is adopted, the high frequency component is amplified and the waveform of the control command value itself is greatly changed. As a result, interference with drive system resonance occurs. In addition, the phase advance process using a filter cannot solve the dead band and accuracy problems.
  • a configuration is adopted in which the correction amount is amplified in a region where the sign of the correction torque value switches, and the drive torque command value is corrected by the amplified correction torque value.
  • a processing configuration according to an order is adopted in which after the filter process is performed as a drive system resonance elimination measure, an amplification process is performed to amplify a correction torque value in a region where the sign of the command value is switched. Therefore, the amplification effect of the correction torque value is not erased by the filtering process, the poor controllability due to the response delay of the actuator (engine 106) and the dead zone, and the driver in the front and rear G amplification by the drive system resonance. Achieving both a sense of incongruity is achieved.
  • FIG. 20 is a time chart showing the characteristics when steering from straight running in time series, and the vehicle system vibration control effect will be described based on FIG.
  • the pitch rate is suppressed as compared to the case without control, and the riding comfort is improved by the stable traveling performance of the vehicle. I understand that.
  • the steering transition region after time t1 as shown by the arrow F in FIG.
  • a vehicle body vibration estimation unit 205 that estimates the sprung behavior of the vehicle body based on input information during travel, and a correction that corrects a drive torque command value applied to the actuator (engine 106) when controlling the sprung behavior.
  • a vehicle system vibration control device including a torque command value calculation unit 206 that calculates a torque value
  • the torque command value calculation unit 206 calculates a correction torque value based on the estimation result of the sprung behavior (regulator & tuning unit 308, 309, 310), and calculates the maximum value of the calculated correction torque absolute value.
  • a first limit processing unit (limit processing unit 311) for limiting, and a filter processing unit (bandpass filter 312) for removing drive system resonance frequency components from the corrected torque value after the first limit processing (FIG. 3). ). For this reason, it is possible to prevent a sense of incongruity given to the driver by the front-rear G amplification by the drive system resonance, regardless of the setting in which the gain of the entire system changes.
  • the vehicle body vibration estimation unit 206 includes a vehicle model 307, and a sprung behavior caused by a steering input (front and rear wheel turning resistance forces Fcf, Fcr) to the vehicle model 307 and an input other than the steering input ( Estimate separately the sprung behavior due to the drive shaft end torque Tw and the front and rear wheel vertical forces Ff, Fr),
  • the correction torque value calculation unit (regulator & tuning unit 308, 309, 310) calculates a correction torque value for controlling the load based on the respective sprung behavior estimated by the vehicle body vibration estimation unit 206 (FIG. 9). For this reason, in addition to the effect of (1), it is possible to realize both the steering stability by suppressing the roll rate during turning and the behavioral stability by suppressing the pitch rate during straight traveling.
  • the first limit processing unit (limit processing unit 311) feels that the maximum value of the corrected torque absolute value calculated by the correction torque value calculating unit (regulator & tuning unit 308, 309, 310) is the front and rear G variation.
  • the torque is limited to a range that does not exist (FIG. 3). For this reason, in addition to the effect of (1) or (2), it is possible to prevent a sense of incongruity given to the driver due to front and rear G fluctuations due to execution of vehicle system vibration control.
  • the filter processing unit extracts the sprung vibration component of the vehicle body and removes the drive system resonance frequency component so as to suppress the gain of the sprung resonance frequency (FIG. 11). Therefore, in addition to the effects (1) to (3), it is possible to suppress the sprung vibration of the vehicle body due to the interference with the drive system resonance.
  • the drive system includes a transmission (MT transmission 107) having a plurality of gear stages and having different drive system resonance frequencies depending on the selection of the gear stage.
  • the filter processing unit (bandpass filter 312) does not remove the drive system resonance frequency component when traveling with the drive system resonance frequency selected to be close to the resonance frequency on the body spring. (FIG. 11). For this reason, in addition to the effect (4), it is possible to avoid in advance amplification of vibration when selecting a gear stage that cannot remove the drive system resonance frequency component.
  • the torque command value calculation unit 206 amplifies the correction torque absolute value when the correction torque value after the filter processing by the filter processing unit (bandpass filter 312) is in a region where the sign changes.
  • a correction torque value amplifying unit (nonlinear gain amplifying unit 313) that corrects the drive torque command value with the amplified value is provided (FIG. 12). For this reason, in addition to the effects of (1) to (5), the control delay due to the response delay of the actuator (engine 106) and the dead zone is eliminated, and the driver feels uncomfortable with front and rear G amplification due to drive system resonance. Coexistence can be achieved.
  • the correction torque value amplifying unit (non-linear gain amplifying unit 313) amplifies the correction torque absolute value and calculates the correction torque before the amplification process calculated by the correction torque value calculation unit (regulator & tuning unit 308, 309, 310). Among the values, it is performed in the dead zone region of the actuator resolution across the positive / negative switching position (FIG. 12). For this reason, in addition to the effect of (6), by amplifying the drive torque command value that disappears in the dead zone, the control effect can be realized in the dead zone region of the actuator resolution where the effect could not be obtained.
  • the maximum correction torque value limiting process is performed after the filter processing unit (bandpass filter 312) and before or after the correction torque value amplification unit (nonlinear gain amplification unit 313).
  • a two-limit processing unit (limit processing unit 314) was added (FIG. 3). For this reason, in addition to the effect of (6) or (7), even when the correction torque value is amplified by the drive system resonance frequency component removal processing, amplification of the correction torque value can be suppressed.
  • a non-linear gain amplifying unit 313 ⁇ a limit processing unit 314 ⁇ an engine torque converting unit 315 is arranged on the subsequent stage side of the bandpass filter 312 and an amplifying process using a non-linear gain is performed before the gear ratio converting process. Indicated. However, as shown in FIG. 21, a limit processing unit 314 ⁇ engine torque converting unit 315 ⁇ nonlinear gain amplifying unit 313 (corrected torque value amplifying unit) is arranged on the downstream side of the bandpass filter 312 to perform gear ratio conversion processing. An example of performing amplification processing with a non-linear gain later is also possible.
  • the gear ratio conversion process is performed after the amplification process, the increased torque amplification may be buried in the engine torque dead zone associated with the gear ratio conversion. Note that the amount of torque amplification raised by the non-linear gain in the example shown in FIG. 21 is not more than the limiter of the operation region lowest gear ratio.
  • Example 1 an example in which the engine 106 is used as an actuator is shown.
  • an actuator such as a motor as a power source, a continuously variable transmission, a friction clutch, etc., is provided in the drive system and can control the drive torque transmitted to the drive wheels by an external command. It ’s fine.
  • the vehicle body vibration estimation unit may be an example in which estimation is performed using one or a plurality of equations of motion corresponding to a vehicle model.
  • the example of the non-linear gain amplifying unit 313 that acquires the corrected torque value after the amplification processing using the non-linear gain characteristic is shown as the correction torque value amplifying unit.
  • the corrected torque value amplifying unit may be an example in which the corrected torque value after the amplification process is acquired by an arithmetic expression corresponding to the nonlinear gain characteristic.
  • the vehicle body vibration estimation unit 206 a sprung behavior by a steering input (front and rear wheel turning resistance forces Fcf, Fcr) and an input other than the steering input (drive shaft end torque Tw, front and rear wheels) as the vehicle model 307
  • a steering input front and rear wheel turning resistance forces Fcf, Fcr
  • an input other than the steering input drive shaft end torque Tw, front and rear wheels
  • the vehicle body vibration estimation unit may estimate the sprung behavior only for the driver input and the disturbance input without estimating the sprung behavior due to the steering input.
  • the transmission may be an example of an automatic transmission that automatically changes the transmission gear stage.
  • Example 1 shows an example in which the vehicle system vibration control device of the present invention is applied to an engine vehicle.
  • the vehicle system vibration control device of the present invention can be applied to a hybrid vehicle, an electric vehicle, and the like by changing the amplification amount of the correction torque value according to the response performance.
  • the amplification amount of the correction torque value may be switched between an engine travel mode and a motor travel mode with different actuators (power sources).

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention aborde le problème sur le moyen d'empêcher la sensation étrange que ressent le conducteur due à une force-G amplifiée dans la direction avant-arrière attribuable à la résonance de la chaîne de transmission sans qu'il soit nécessaire d'utiliser un réglage qui modifie le gain du système dans son ensemble. Le dispositif de commande d'amortissement d'un véhicule est pourvu d'une unité d'estimation de l'amortissement d'un véhicule, (205) qui estime le comportement de suspension ci-dessus d'un véhicule sur la base d'informations d'entrée pendant le déplacement, et une unité de calcul de la valeur de commande du couple (206) qui calcule une valeur de couple corrigée, qui corrige la valeur de commande de couple d'entraînement appliquée au moteur (106) lorsque le comportement de suspension ci-dessus est commandé. Ladite unité de calcul de valeur de commande de couple (206) comprend les opérations suivantes : régulateur et unités de syntonisation (308, 309, 310) qui calculent des valeurs de couple corrigées sur la base des résultats qui consistent à estimer le comportement de suspension ci-dessus ; une unité de traitement limite (311) qui limite la valeur maximale de la valeur absolue calculée pour la valeur de couple corrigée ; (312) et un filtre passe-bande, qui supprime la composante de la fréquence de résonance de la transmission à partir de la valeur de couple corrigée après un traitement de la limite.
PCT/JP2013/053404 2012-02-16 2013-02-13 Dispositif de commande d'amortissement de véhicule WO2013122105A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2013558707A JP5858055B2 (ja) 2012-02-16 2013-02-13 車体制振制御装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012-031646 2012-02-16
JP2012031646 2012-02-16

Publications (1)

Publication Number Publication Date
WO2013122105A1 true WO2013122105A1 (fr) 2013-08-22

Family

ID=48984214

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/053404 WO2013122105A1 (fr) 2012-02-16 2013-02-13 Dispositif de commande d'amortissement de véhicule

Country Status (2)

Country Link
JP (1) JP5858055B2 (fr)
WO (1) WO2013122105A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015105042A (ja) * 2013-11-29 2015-06-08 トヨタ自動車株式会社 車両の車体振動制御装置
RU2637079C2 (ru) * 2015-03-21 2017-11-29 Тойота Дзидося Кабусики Кайся Устройство управления колебаниями и система управления колебаниями
JP2020023228A (ja) * 2018-08-06 2020-02-13 トヨタ自動車株式会社 トルク制御装置
WO2023188438A1 (fr) * 2022-04-01 2023-10-05 日産自動車株式会社 Procédé et dispositif de commande de démarrage d'un système de production d'énergie

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101876089B1 (ko) * 2016-12-12 2018-07-06 현대자동차주식회사 토크선택 제어방식 전기구동 모터 출력토크 결정방법 및 환경차량

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH082234A (ja) * 1994-06-17 1996-01-09 Toyota Motor Corp 車体傾斜角算出装置
JP2006069472A (ja) * 2004-09-06 2006-03-16 Denso Corp 車両安定化制御システム
JP2010132254A (ja) * 2008-10-31 2010-06-17 Toyota Motor Corp 車両のバネ上制振制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4835480B2 (ja) * 2007-03-19 2011-12-14 トヨタ自動車株式会社 車両の制振制御装置
JP2009241818A (ja) * 2008-03-31 2009-10-22 Toyota Motor Corp 車両の駆動力制御装置
WO2010082303A1 (fr) * 2009-01-13 2010-07-22 トヨタ自動車株式会社 Dispositif de commande de véhicule

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH082234A (ja) * 1994-06-17 1996-01-09 Toyota Motor Corp 車体傾斜角算出装置
JP2006069472A (ja) * 2004-09-06 2006-03-16 Denso Corp 車両安定化制御システム
JP2010132254A (ja) * 2008-10-31 2010-06-17 Toyota Motor Corp 車両のバネ上制振制御装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015105042A (ja) * 2013-11-29 2015-06-08 トヨタ自動車株式会社 車両の車体振動制御装置
RU2637079C2 (ru) * 2015-03-21 2017-11-29 Тойота Дзидося Кабусики Кайся Устройство управления колебаниями и система управления колебаниями
JP2020023228A (ja) * 2018-08-06 2020-02-13 トヨタ自動車株式会社 トルク制御装置
JP7006532B2 (ja) 2018-08-06 2022-01-24 トヨタ自動車株式会社 トルク制御装置
WO2023188438A1 (fr) * 2022-04-01 2023-10-05 日産自動車株式会社 Procédé et dispositif de commande de démarrage d'un système de production d'énergie

Also Published As

Publication number Publication date
JPWO2013122105A1 (ja) 2015-05-18
JP5858055B2 (ja) 2016-02-10

Similar Documents

Publication Publication Date Title
JP5716846B2 (ja) 車体制振制御装置
JP5858055B2 (ja) 車体制振制御装置
WO2013011572A1 (fr) Appareil de commande de véhicule
JP5929584B2 (ja) 車体制振制御装置
JP6010985B2 (ja) 車体制振制御装置
JP6024185B2 (ja) 車体制振制御装置
JP5935550B2 (ja) 車体制振制御装置
JP5970942B2 (ja) 車体制振制御装置
JP3788266B2 (ja) 車両用走行制御装置
JP5983000B2 (ja) 車体制振制御装置
JP4626550B2 (ja) 車両の旋回挙動制御装置
JP2013179728A (ja) 車体制振制御装置
JP6004195B2 (ja) 車両の車体振動制御装置
JP2013203097A (ja) 車体制振制御装置
JP5679067B2 (ja) 車両制御装置
JP5929579B2 (ja) 車体制振制御装置
JP6028383B2 (ja) 車体制振制御装置
JP6019829B2 (ja) 車体制振制御装置
JP6201306B2 (ja) 車両の制駆動力制御装置
JP6186709B2 (ja) 車両の制駆動力制御装置
JP6010984B2 (ja) 車体制振制御装置
JP5942643B2 (ja) 車体制振制御装置
JP6028423B2 (ja) 車体制振制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13749001

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2013558707

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13749001

Country of ref document: EP

Kind code of ref document: A1