JP2009143400A - Vibration damping control device for vehicle having openable roof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To modify the way of vibration damping control in response to whether a roof is opened or closed, in the vibration damping control using wheel torque control that is executed for a vehicle whose roof is openable or detachable, and to reduce or exclude the influence of deterioration in the accuracy of the vibration damping control. <P>SOLUTION: A drive control device includes a compensation component determining unit for calculating a compensation component for compensating wheel torque in such a manner as to reduce the vibration displacement of a vehicle body that is predicted using the vehicle's body vibration model. The magnitude of the amplitude of the compensation component is varied in response to whether the roof is opened or closed. The magnitude of the amplitude of the compensation component may be changed by adjusting the control gain of the compensation component when the compensation component is imparted to a wheel torque control means, if the opened or closed state of the roof, set using the body vibration model, is different from the actual opened or closed state of the roof. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vibration damping control device for a vehicle such as an automobile, and more specifically, controls a torque (hereinafter referred to as “wheel torque”) that acts between a vehicle wheel and a grounding road surface. A vibration suppression control device that suppresses body vibration such as pitch and bounce vibrations of the vehicle body, and is mounted on a vehicle ("convertible vehicle" or "open car") that has a roof that can be opened and closed manually or electrically. The present invention relates to a vibration suppression control device.

Vehicle vibrations such as pitch and bounce vibrations while the vehicle is running are generated by braking / driving force (or inertial force) acting on the vehicle body during acceleration / deceleration of the vehicle or other external force acting on the vehicle body. It is reflected in the wheel torque. Therefore, in the field of vehicle vibration suppression control, it has been proposed to adjust the wheel torque through vehicle braking / driving force control to suppress vibration of the vehicle body while the vehicle is running (for example, Patent Documents). 1 and 2). In the vibration suppression control of the vehicle body vibration by the wheel torque or the braking / driving force control, when the fluctuation of the wheel torque due to the acceleration / deceleration request or the turning request of the vehicle is expected, or external force (unevenness or foreign matter on the road surface, A so-called vehicle body when the wheel torque changes due to the action of a dynamic disturbance such as a change in road reaction force or a wind force due to a change in state on the road surface of the vehicle such as a change in gradient or frictional state. Predicts pitch and bounce vibrations generated in the vehicle body and suppresses the predicted vibrations using a motion model of vehicle body vibration that is built on the assumption of a dynamic model of sprung vibration or sprung / unsprung vibration Thus, the torque or braking / driving force of the wheel is adjusted. In the case of this type of vibration suppression control, the generation of vibration energy is suppressed by adjusting the source of the force that generates vibration, rather than by absorbing vibration energy generated as in the case of vibration suppression control by the suspension. Therefore, the vibration damping action is relatively quick and the energy efficiency is good. Further, in the vibration damping control as described above, since the object to be controlled is concentrated on the wheel torque or the braking / driving force of the wheel, the control adjustment is relatively easy.
JP 2004-168148 A JP 2006-69472 A

  By the way, conventionally, in a passenger car or the like, a so-called “convertible” vehicle or “open car”, that is, a vehicle having a configuration in which a roof of a vehicle body can be opened and closed or detached in various forms (for example, Although the names may differ, such as “cabriolet” and “top type” vehicles, it should be understood that all vehicles having such a removable roof are included. In addition, a type having a sunroof in which a part of the roof is opened and a type having a T-bar roof are also included.) Such a “convertible vehicle” or “open car” can provide a feeling of liberation to the vehicle occupant and provide excellent interior ventilation performance by opening all or part of the roof of the vehicle body. Conventionally, in the case of an open car, the roof has a “soft top”, that is, a flexible hood-like structure, and when the roof is opened, the roof is manually folded and accommodated at the rear of the vehicle. However, in recent years, roofs are stored in an electric or automatic manner, and a “hard top”, that is, the whole or a part of a rigid roof made of metal or resin is stored. Possible types of vehicles are also being manufactured and used.

  In a vehicle in which the roof can be opened and closed or detached as described above, the position of the roof in the vehicle moves between the state in which the roof is closed or mounted and the state in which the roof is opened or removed or stored. The position of the center of gravity will be displaced. Then, when executing the vibration suppression control by the wheel torque control, the accuracy of the vibration suppression control may be deteriorated. In vibration suppression control by wheel torque control, as already mentioned, the displacement in the pitch direction around the center of gravity of the vehicle and the displacement in the bounce direction of the center of gravity are predicted based on the sprung vibration of the vehicle body or the sprung / unsprung vibration model. An actuator for calculating the wheel torque compensation amount (a correction amount of the wheel torque) so as to suppress the displacement, and an actuator for executing the wheel torque control by the compensation component, that is, a vehicle drive device such as an engine or a motor, and a braking device Alternatively, it is given as a control command to the steering device. However, if the center of gravity of the vehicle is displaced due to movement of the roof position after the start of use or during operation, the center of gravity assumed by the sprung vibration or sprung / unsprung vibration model is actually Therefore, the displacement prediction in the pitch bounce direction by the model may be inaccurate. Further, when the weight distribution of the vehicle changes due to the movement of the roof position, the magnitude of the inertia moment of the vehicle body used in the model can also change greatly. Thus, the vehicle body vibration model error (modeling error) increases depending on the roof state of the vehicle, and the accuracy of the compensation component for the wheel torque is deteriorated.

  Therefore, the main problem to be solved by the present invention is that in a vehicle in which the roof is openable / closable or removable, that is, in a so-called convertible vehicle, vibration control is performed by wheel torque control. The mode of vibration suppression control is modified depending on whether it is closed or closed, and the influence of deterioration in accuracy of vibration suppression control is reduced or eliminated. In this specification, the state in which the roof is open means that in a convertible type vehicle, the roof is removed and detached, or at a predetermined position (usually at the rear of the rear seat) of the vehicle. The state in which the upper part of the vehicle body is fully opened (open car state) is stored, and in the case of a sunroof type, the skylight is fully opened. And the state where the roof is closed shall mean the state where the roof of the vehicle was mounted or the skylight was closed.

  According to the present invention, there is provided a vibration damping control device for a vehicle that suppresses pitch / bounce vibration of a vehicle by controlling wheel torque generated at a ground contact point between the vehicle wheel and a road surface, and is a roof that can be opened and closed. By changing the contribution of the compensation component in the wheel torque control according to whether the roof is open or closed, it is possible to eliminate the influence of deterioration in vibration control accuracy. A configured vibration damping control device is provided.

  The vibration suppression control device of the present invention includes a compensation component determination unit that calculates a compensation component for compensating for wheel torque so as to reduce the vibration displacement of the vehicle body predicted using the vehicle body vibration model of the vehicle. That is, the vibration suppression control device of the present invention basically has a vehicle body pitch / frequency that can be generated by a driver or a braking / driving request (or turning request) by automatic driving control or a disturbance acting on the vehicle body while the vehicle is running. It is a vibration suppression control device of a type that compensates for wheel torque so as to reduce or cancel body vibration such as bounce. In such a vibration suppression control device, typically, the compensation component calculated by the compensation component determination unit is a required value of drive torque (or vehicle braking) applied to a vehicle drive device such as an engine or a motor. The component causing the vehicle body vibration included in the drive torque request value is reduced or eliminated, or the vehicle body vibration due to the disturbance acting on the vehicle body is reduced. The drive torque is controlled in a direction that cancels out the action of the component (vibration force) that is induced, and the wheel torque at the wheel is compensated.

  However, in a vehicle whose roof can be opened and closed, as described above, the position of the roof in the vehicle differs depending on whether the roof is open or closed. Alternatively, since the mass distribution is different, the vehicle body vibration model for vibration prediction is different. That is, when the vehicle body vibration model assumes that the roof is open, if the roof is closed in an actual vehicle, the accuracy (modeling accuracy) of the vehicle body vibration model is reduced. Conversely, if the body vibration model assumes that the roof is closed, if the roof is opened in an actual vehicle, the modeling accuracy will decrease and the modeling accuracy will decrease. As a result, the accuracy of the vibration suppression control is deteriorated. Of course, the configuration of the vehicle body vibration model may be changed in accordance with whether the roof is open or closed in order to avoid deterioration in accuracy of vibration suppression control (the same day as this application). In that case, it is necessary to incorporate the configuration for that purpose into the vibration damping control device, and accordingly, labor and time are required for designing, assembling and adjusting the vehicle.

  Therefore, in the control device of the present invention, the actual roof state is assumed to be a vehicle body vibration model by changing the amplitude of the compensation component in accordance with whether the roof of the vehicle is open or closed. It is attempted to suppress the influence of the deterioration of the accuracy of the vibration suppression control when it is different from the current state.

  One specific embodiment of changing the magnitude of the amplitude of the compensation component is, for example, compensation in the case where the compensation component is further applied to the wheel torque control means for controlling the wheel torque in the vibration damping control device. A control gain adjustment unit for adjusting the control gain of the component is provided, and the compensation component determination unit uses the vehicle body vibration model of the vehicle in one of the state where the roof of the vehicle is open or closed When the compensation component for compensating the wheel torque is calculated so as to reduce the predicted vibration displacement of the vehicle body, the other state of the state where the vehicle roof is open or closed The control gain adjustment unit may change the control gain. According to such a configuration, only by changing the control gain, the magnitude of the amplitude of the compensation component is adjusted as appropriate, and the influence of the actual roof state being different from the state assumed by the vehicle body vibration model is suppressed. Is possible.

  Regarding the direction of change in the magnitude of the amplitude of the compensation component described above, as one aspect, when the actual roof state is different from the state assumed by the vehicle body vibration model, the amplitude is reduced and vibration suppression control is performed. The effect of the modeling accuracy may be reduced to eliminate the influence of a decrease in modeling accuracy. In this case, in the configuration in which the amplitude of the compensation component is adjusted by adjusting the control gain as described above, the control gain is reduced. At that time, the compensation gain may be reduced by reducing the amplitude of the compensation component to 0 by setting the control gain to 0 or the like, and the compensation of the wheel torque by the compensation component from the compensation component determining unit may be prohibited.

  Alternatively, as another aspect, the compensation component determination unit calculates a compensation component for compensating the wheel torque so as to reduce the vibration displacement of the vehicle body predicted using the vehicle body vibration model in a state where the vehicle roof is opened. When the roof is closed, the control gain is increased, and the compensation component determination unit is predicted using the vehicle body vibration model in the state where the vehicle roof is closed. If the compensation component for compensating the wheel torque is calculated so as to reduce the vibration displacement of the vehicle body, the control gain is reduced when the vehicle roof is in an open state. It may be.

  Considering the height of the center of gravity when the roof of the vehicle is opened and closed, the height of the center of gravity of the vehicle when the roof is opened is compared to the state of being closed, Since there is no mass in the upper part of the vehicle, it becomes low, and displacement in the pitch direction of the vehicle becomes difficult to occur. In other words, the height of the center of gravity of the vehicle in a state where the roof is closed is relatively higher than that in the state in which the roof is opened, and displacement in the pitch direction of the vehicle is likely to occur. Thus, as described above, in the vibration damping control device, when the vehicle body vibration model representing the state in which the roof is opened is set, the control gain is obtained when the actual roof is in the closed state. Thus, it is possible to suppress the tendency that displacement in the pitch direction of the vehicle is likely to occur due to a compensation component having a larger amplitude. On the other hand, when the vehicle body vibration model representing the state in which the roof is closed is set, the control gain is reduced when the actual roof is in the open state (calculated on the assumption that the roof is closed). It is suppressed that the compensation component) is excessive. In the vibration suppression control device, which one of the vehicle body vibration model that represents the state in which the roof is open and the vehicle body vibration model that represents the state in which the roof is closed is determined by, for example, using the vehicle In consideration of the environment and the like, it may be appropriately selected by the manufacturer / seller or user.

  The present invention changes the amplitude of the compensation component by vibration suppression control according to the state of the roof when performing vibration suppression control of vehicle body vibration by wheel torque control in a vehicle having an openable / closable roof. Therefore, an attempt is made to avoid the influence of a decrease in modeling accuracy due to the difference between the roof open / close state set in the vehicle body vibration model for calculating the compensation component and the actual roof open / close state of the vehicle. It can be said that As already mentioned, if the configuration of the vehicle body vibration model is changed in accordance with the actual roof open / close state of the vehicle, the influence of a decrease in modeling accuracy can be avoided, and the control can be performed regardless of the roof open / close state. The vibration control can be executed satisfactorily, but in this case, the configuration of the control device becomes slightly complicated, and it may require labor and cost for vehicle adjustment and the like. On the other hand, in the case of the present invention, it is possible to avoid the influence of a decrease in modeling accuracy only by adjusting the amplitude of the compensation component. That is, the present invention makes it possible to apply vibration suppression control to a vehicle having a roof that can be opened and closed, that is, a so-called convertible vehicle or an open car, at a relatively low cost and with little effort. It can be assumed that the range to which the control can be applied (vehicle type, type, etc.) is expanded.

  Other objects and advantages of the present invention will become apparent from the following description of preferred embodiments of the present invention.

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings. In the figure, the same reference numerals indicate the same parts.

Diagram 1 of the apparatus is a vehicle such as an automobile in which the preferred embodiment of the vibration damping control device is mounted of the present invention is schematically shown. In the figure, a vehicle 10 having left and right front wheels 12FL and 12FR and left and right rear wheels 12RL and 12RR is driven in the normal manner according to the depression of the accelerator pedal 14 by the driver. A drive device 20 that generates torque is mounted. In the illustrated example, as illustrated in FIG. 1, the driving device 20 has a driving torque or a rotational driving force from the engine 22 via the torque converter 24, the automatic transmission 26, the differential gear device 28, and the like. It is configured to be transmitted to the rear wheels 12RL and 12RR. However, the drive device may be an electric drive in which an electric motor is used instead of the engine 22 or a hybrid drive device having both an engine and an electric motor. The vehicle may be a four-wheel drive vehicle or a front wheel drive vehicle. Although not shown for the sake of simplicity, the vehicle 10 controls the braking system device that generates braking force on each wheel in response to the depression of the brake pedal 16 and the steering angle of the front wheels or the front and rear wheels, as in a normal vehicle. A steering device is provided.

  The vehicle 10 shown in the figure is a “convertible vehicle” or “open car” as schematically illustrated in FIG. 2, and is a vehicle in which the roof 10 a can be opened / closed or attached / detached. The roof 10a may be either a soft top or a hard top. Moreover, the attachment / detachment method of the roof 10a may be any type of electric type and manual type. In particular, in the case of the electric type, a switch (not shown) is provided at any position accessible by the driver, and the roof 10a is opened from the closed state (A) by the selection of the switch. A mechanism is provided that automatically moves to or from the open state (B) (in the state (B), typically the roof 10a is folded to the rear seat of the vehicle (not shown). Is stored as shown by the dotted line behind the head). In addition, when the roof is manually attached or detached by the user, a sensor 10b for detecting the presence or absence of the roof may be provided at any part of the vehicle, for example, the upper part of the windshield. (The sensor 10b may be, for example, a contact-type sensor such as a switch that is turned ON / OFF depending on whether the roof is in contact with the switch). In the vehicle 10, the position of the center of gravity Cg of the vehicle is displaced as shown in the figure before and after the roof is attached and detached. As understood from the figure, when the roof is stored in the rear of the vehicle, when the roof moves from the closed state to the open state, the mass of the roof moves from the upper side of the vehicle to the rear side. And it will move downward. Such movement of the center of gravity affects the accuracy of the vehicle body vibration model used in vibration suppression control described later.

  The operation control of the driving device 20 and the operation control of other parts of the vehicle are controlled by the electronic control device 50. The electronic control unit 50 may include a microcomputer having a CPU, a ROM, a RAM, and an input / output port device, which are connected to each other by a bidirectional common bus, and a driving circuit. The electronic control unit 50 includes a signal Vwi (i = FL, FR, RL, RR) representing a wheel speed from a wheel speed sensor 30i (i = FL, FR, RL, RR) mounted on each wheel, a vehicle Signals such as the engine rotation speed ne, the transmission rotation speed no, the accelerator pedal depression amount θa, and the brake pedal depression amount θb are input from sensors provided in these parts (see FIG. 1). Furthermore, in the present embodiment, in order to detect the open / closed / detached state of the roof, on / off information of a switch for selecting the state of the roof operated by the driver, or windshield etc. The output of the switch 10b that detects the presence or absence of a roof may be input to the electronic control unit 50. In addition to the above, various detection signals for obtaining various parameters necessary for various controls to be executed in the vehicle of the present embodiment, for example, each from a load sensor that may be arbitrarily provided on each wheel It should be understood that a signal representing wheel load, engine output shaft torque, etc. may be input.

  The vibration damping control device of the present invention is realized in the electronic control device 50 described above. FIG. 3 shows the internal configuration of an embodiment of such an electronic control device 50 in the form of a control block.

  Referring to FIG. 3, an electronic control unit 50 includes a drive control unit 50a for controlling the operation of the engine, a braking control unit 50b for controlling the operation of a braking unit (not shown), and a known electronic control unit for a vehicle. May include various control devices (not shown). It is understood that the configuration and operation of various control devices such as a drive control device including a vibration suppression control device are realized by processing operations of the CPU and the like in the electronic control device 50 during operation of the vehicle. Should.

  As shown in the figure, the braking control device 50b includes a pulse-type electric power that is sequentially generated every time the wheel rotates by a predetermined amount from the wheel speed sensor 30i (i = FR, FL, RR, RL) of each wheel. The wheel rotational speed ω is calculated by measuring the time interval between arrival of such sequentially input pulse signals, and the wheel radius value r · ω is multiplied by the wheel rotational speed r. Is calculated. Then, the wheel speed value r · ω is transmitted to the drive control device 50a (wheel torque estimator 52c) and used for calculation of the wheel torque estimated value in order to execute vibration suppression control which will be described in detail later. . The calculation from the wheel rotation speed to the wheel speed may be performed by the drive control device 50a. In this case, the wheel rotation speed is given from the braking control device 50b to the drive control device 50a.

  As a basic configuration, the drive control device 50a has a drive torque request value determining unit 51 that determines the engine drive torque request value requested by the driver based on the accelerator pedal depression amount or the accelerator opening θa from the accelerator pedal sensor. A compensation component determining unit 52 that calculates a compensation component for executing vehicle body pitch / bounce vibration damping control by wheel torque (drive torque) control to compensate (correct) the drive torque request value, and the compensation component Based on the drive torque request value compensated by the compensation component calculated by the determination unit, a control command for each part of the engine is generated in an arbitrary known format and a corresponding controller (not shown) is achieved. Control command determination unit 53 to be transmitted to

  In such a basic configuration, the drive torque request value determination unit 51 may determine and output a drive torque request value (before compensation) corresponding to the accelerator opening θa by any known method. . Note that the “accelerator opening” means the amount of depression or operation of the accelerator pedal by the driver of the vehicle, or in the case of a vehicle equipped with an automatic travel control device (not shown). It is an amount that represents the required amount of drive torque or drive output, and represents the required amount of acceleration / deceleration force or braking / driving torque for the vehicle. The unit of the drive torque request value may be basically the drive torque in the engine, but in the case of a gasoline engine, the intake air amount or throttle opening, in the case of a diesel engine, the fuel injection amount, the motor If so, it may be a current value (hereinafter, unless otherwise specified, the unit of the drive torque request value is the drive torque in the engine).

  As shown in the figure, the compensation component determination unit 52 converts the drive torque request value (before compensation) determined by the drive torque request value determination unit 51 into a wheel torque (wheel torque request value), and wheel torque estimation. 52c receives the estimated value of the wheel torque actually acting on the wheel estimated from the wheel speed r · ω, and the vehicle vibration model (required wheel torque request value and estimated value) according to a mode described in detail later. To reduce the vibration component that can cause pitch bounce vibration in the vehicle body at the required wheel torque value and the estimated value, or a model that outputs the vibration displacement in the pitch bounce direction of the vehicle body as input (torque input) A compensation component (K · X) to be canceled is calculated. When the wheel torque Tw is input from the wheel torque estimator 52c, the wheel torque Tw is used to adjust the balance of contribution between the driver-requested wheel torque Tw0 and the estimated wheel torque Tw in the vehicle body vibration model. The feedback control gain (input gain) λin may be multiplied and then input to the compensation component determination unit (multiplier 52d). Still further, the compensation component determination unit may calculate a compensation component for damping pitch / bounce vibration caused by a change in wheel torque generated in the wheel by a driver's brake operation or steering operation. In that case, as indicated by a dotted line in the figure, a wheel torque estimated value estimated based on the brake operation amount or the steering operation amount by the wheel torque estimator 52x is input to the compensation component determination unit, and the wheel The compensation component is calculated in the same manner as the torque request value and the like. The estimation of the change amount of the wheel torque based on the brake operation amount or the steering operation amount may be performed by an arbitrary method.

  Thus, the compensation component (K · X) calculated by the compensation component determination unit 52 is converted into a unit of the drive torque request value (compensation component U), transmitted to the adder a1, and is sent to the adder a1. Thus, the drive torque request value is compensated by superimposing the compensation component on the drive torque request value (before compensation) (in the illustrated example, the compensation component U is subtracted from the drive torque request value). ). When the compensation component (K · X) is output from the compensation component determination unit 52, a multiplier 52f that multiplies the compensation component K · X by the control gain λout to adjust the contribution of the compensation component for an arbitrary purpose. (That is, the compensation component is sent to the adder a1 in the state of λout · K · X). Then, the control command determination unit 53 is experimentally or theoretically determined in advance based on the compensated drive torque request value with reference to the engine speed and / or the engine temperature at that time. Using a map, in a known manner, control commands to drive units (not shown) of each part of the engine are determined and control commands are transmitted to the drive units so as to achieve drive torque. .

  By the way, as already mentioned, in the vehicle 10, the position of the center of gravity Cg changes because the mass of the roof moves between the open state and the closed state. The moment of inertia in the vehicle pitch direction also changes. Since the position of the center of gravity Cg of the vehicle and the moment of inertia of the vehicle are normally used as parameters representing the configuration of the vehicle in the vehicle body vibration model used for calculating the compensation component, the vibration displacement of the vehicle body is accurately predicted. For this purpose, it is preferable to set a vehicle body vibration model in which the position of the center of gravity assumed in accordance with the state of the roof is different in the compensation component determination unit. However, when a configuration for switching the model to be used according to the state of the roof is provided, the configuration and adjustment for that are required.

  Therefore, in order to effectively execute the damping control as much as possible after omitting such a model switching configuration, the vehicle body vibration model actually set in the compensation component determination unit 52 is a long period or The one corresponding to the frequently used state is selected. For example, when the vehicle is used in a relatively dry or warm area, when the roof is assumed to be opened for a long period of time or frequently, the roof is opened. When a vehicle body vibration model that represents the vibration of a vehicle is adopted and the roof is assumed to be closed for a long period of time or at a high frequency, such as when the vehicle is used in a non-arid region or a cold region A model representing the vibration of the vehicle with the roof closed may be employed.

  However, when the vehicle is actually used, both the open state and the closed state are used regardless of the open / closed state of the roof assumed in the vehicle body vibration model. When the actual roof state (center of gravity, moment of inertia) differs from the roof state assumed in the vehicle body vibration model, the accuracy of the calculated compensation component is lowered. Therefore, in addition to the basic configuration described above, in the control device of the present invention, the amplitude of the compensation component passed from the compensation component determination unit 52 to the control command determination 53 is determined according to whether the roof of the vehicle is opened or closed. In order to change the magnitude, a control gain adjustment unit 52e that changes the value of the control gain λout is provided. The control gain adjustment unit 52e receives the roof opening / closing information from the device for controlling opening / closing of the roof (roof opening / closing control) or the roof switch 10b, and the state of the roof assumed in the vehicle body vibration model is the actual roof state. When the difference is different from the above, by adjusting the value of the control gain λout multiplied by the compensation component K · X by the multiplier 52f, the magnitude of the amplitude of the compensation component is changed. The impact of reduced modeling accuracy due to different roof conditions is reduced and preferably eliminated. The manner in which the control gain is adjusted by the control gain adjusting unit will be described in detail later.

Operation of Device Hereinafter, the configuration and operation of vibration suppression control executed by the device illustrated in FIG. 3 will be described in detail. It should be understood that the vibration suppression control device is realized with the compensation component determination unit 52 as a main component in the drive control device in the illustrated example. The pitch / bounce vibration suppression control using the compensation component calculated by the compensation component determination unit 52 may be performed in the following manner.

(Principle of vibration suppression control)
In the vehicle, when the driving device is actuated based on the driving request of the driver and the wheel torque fluctuates, the vertical position of the center of gravity Cg of the vehicle body in the vehicle body 10 as illustrated in FIG. The bounce vibration in the direction (z direction) and the pitch vibration in the pitch direction (θ direction) around the center of gravity of the vehicle body can occur. In addition, if a force or torque (disturbance) acts on wheels due to changes in road surface conditions or wind while the vehicle is running, the disturbance is transmitted to the vehicle, and vibrations in the bounce direction and pitch direction are also generated in the vehicle body. obtain. Therefore, in the pitch bounce vibration damping control exemplified here, a motion model of the pitch bounce vibration of the vehicle body is constructed, and the drive torque request value converted into wheel torque in that model (wheel torque Required value) and / or vehicle body displacement z and θ and their rate of change dz / dt and dθ / dt when the current wheel torque estimation value is input, that is, a state variable of vehicle body vibration is calculated and obtained from the model. The drive torque of the drive device (engine) is adjusted so that the state variable converges to 0, that is, the pitch / bounce vibration is suppressed (the drive torque request value is compensated).

ここに於いて、Ｌｆ、Ｌｒは、それぞれ、重心から前輪軸及び後輪軸までの水平方向距離であり、ｒは、車輪半径であり、ｈは、重心の路面からの高さ（即ち、重心の車高）である。なお、式（１ａ）に於いて、第１、２項は、前輪軸から、第３、４項は、後輪軸からの力の成分であり、式（１ｂ）に於いて、第１項は、前輪軸から、第２項は、後輪軸からの力のモーメント成分である。式（１ｂ）に於ける第３項は、駆動輪に於いて発生する車輪トルクＴが車体の重心周りに与える力のモーメント成分である。 Thus, first, as a dynamic motion model in the bounce direction and the pitch direction of the vehicle body in the vibration suppression control, for example, as shown in FIG. 4B, the vehicle body is a rigid body S having a mass M and a moment of inertia I. It is assumed that the rigid body S is supported by a front wheel suspension having an elastic modulus kf and a damping rate cf, and a rear wheel suspension having an elastic modulus kr and a damping rate cr (vehicle body sprung vibration model). In this case, the motion equation in the bounce direction and the motion equation in the pitch direction of the center of gravity of the vehicle body are expressed as the following Equation 1.

Here, Lf and Lr are respectively horizontal distances from the center of gravity to the front wheel shaft and the rear wheel shaft, r is a wheel radius, and h is the height of the center of gravity from the road surface (that is, the center of gravity of the center of gravity). Vehicle height). In the equation (1a), the first and second terms are components of the force from the front wheel shaft, the third and fourth terms are components of the force from the rear wheel shaft, and in the equation (1b), the first term is From the front wheel shaft, the second term is the moment component of the force from the rear wheel shaft. The third term in the equation (1b) is a moment component of the force that the wheel torque T generated in the drive wheel gives to the periphery of the center of gravity of the vehicle body.

であり、行列Ａの各要素a1-a4及びb1-b4は、それぞれ、式（１ａ）、（１ｂ）のｚ、θ、ｄｚ／ｄｔ、ｄθ／ｄｔの係数をまとめることにより与えられ、
a1=-(kf+kr)/M、a2=-(cf+cr)/M、
a3=-(kf・Lf-kr・Lr)/M、a4=-(cf・Lf-cr・Lr)/M、
b1=-(Lf・kf-Lr・kr)/I、b2=-(Lf・cf-Lr・cr)/I、 …（２ｂ）
b3=-(Lf²・kf+Lr²・kr)/I、b4=-(Lf²・cf+Lr²・cr)/I
である。また、ｕ(t)は、
ｕ(t)＝Ｔ
であり、状態方程式（２ａ）にて表されるシステムの入力である。従って、式（１ｂ）より、行列Ｂの要素p1は、
p1=h/(I・r)
である。 The above formulas (1a) and (1b) are expressed as (linear) as shown in the following formula (2a) with the vehicle body displacements z and θ and their change rates dz / dt and dθ / dt as the state variable vector X (t). It can be rewritten in the form of a system state equation.
dX (t) / dt = A · X (t) + B · u (t) (2a)
Here, X (t), A, and B are respectively

And each element a1-a4 and b1-b4 of the matrix A is given by combining the coefficients of z, θ, dz / dt, dθ / dt in the equations (1a) and (1b), respectively.
a1 =-(kf + kr) / M, a2 =-(cf + cr) / M,
a3 =-(kf ・ Lf-kr ・ Lr) / M, a4 =-(cf ・ Lf-cr ・ Lr) / M,
b1 =-(Lf.kf-Lr.kr) / I, b2 =-(Lf.cf-Lr.cr) / I, (2b)
b3 =-(Lf ²・ kf + Lr ²・ kr) / I, b4 =-(Lf ²・ cf + Lr ²・ cr) / I
It is. U (t) is
u (t) = T
And is an input of the system represented by the state equation (2a). Therefore, from equation (1b), the element p1 of the matrix B is
p1 = h / (I ・ r)
It is.

In the equation of state (2a)
u (t) = − K · X (t) (2c)
Then, the equation of state (2a) is
dX (t) / dt = (A−BK) · X (t) (2d)
It becomes. Accordingly, the initial value X ₀ (t) of X (t) is set as X ₀ (t) = (0,0,0,0) (assuming that there is no vibration before torque is input). ), The gain that converges the magnitude of X (t), that is, the displacement in the bounce direction and the pitch direction and its time change rate, to 0 when the differential equation (2d) of the state variable vector X (t) is solved When K is determined, a torque value u (t) for suppressing pitch bounce vibration is determined. A value obtained by converting the torque value u (t) into an engine drive torque request value is a compensation component given to the engine by vibration suppression control.

The gain K can be determined by using a so-called optimal regulator theory. According to this theory, a quadratic evaluation function J = 1/2 · ∫ (X ^T QX + u ^T Ru) dt (3a)
(Integral range is 0 to ∞)
When the value of is the minimum, the matrix K that minimizes the evaluation function J by the stable convergence of X (t) in the state equation (2a) is
K = R− ¹ · B ^T · P (3b)
It is known to be given by Where P is the Riccati equation
^{-dP / dt = A T P +} PA + Q-PBR -1 B T P
Is the solution. The Riccati equation can be solved by any method known in the field of linear systems, which determines the gain K.

などと置いて、式（３ａ）に於いて、状態ベクトルの成分のうち、特定のもの、例えば、ｄｚ／ｄｔ、ｄθ／ｄｔ、のノルム（大きさ）をその他の成分、例えば、ｚ、θ、のノルムより大きく設定すると、ノルムを大きく設定された成分が相対的に、より安定的に収束されることとなる。また、Ｑの成分の値ｑ１〜ｑ４を大きくすると、過渡特性重視、即ち、状態ベクトルの値が速やかに安定値に収束し、Ｒの値ρを大きくすると、消費エネルギーが低減される。 Q and R in the evaluation function J and Riccati equation are a semi-positive definite symmetric matrix and a positive definite symmetric matrix, respectively, which are arbitrarily set, and are weight matrices of the evaluation function J determined by the system designer. For example, in the case of the motion model considered here, Q and R are

In Equation (3a), a specific one of the components of the state vector, for example, the norm (magnitude) of dz / dt, dθ / dt, and the other components, for example, z, θ If the value is set larger than the norm of, the component having the larger norm is converged relatively stably. Further, when the Q component values q1 to q4 are increased, the transient characteristics are emphasized, that is, the value of the state vector quickly converges to a stable value, and when the R value ρ is increased, the energy consumption is reduced.

ここに於いて、xf、xrは、前輪、後輪のばね下変位量であり、mf、mrは、前輪、後輪のばね下の質量である。式（４ａ）−（４ｂ）は、ｚ、θ、xf、xrとその時間微分値を状態変数ベクトルとして、図４（Ｂ）の場合と同様に、式（２ａ）の如き状態方程式を構成し（ただし、行列Ａは、８行８列、行列Ｂは、８行１列となる。）、最適レギュレータの理論に従って、状態変数ベクトルの大きさを０に収束させるゲイン行列Ｋを決定することができる。 As a dynamic motion model in the bounce direction and the pitch direction of the vehicle body, for example, as shown in FIG. 4C, in addition to the configuration in FIG. 4B, the spring elasticity of the front and rear tires is obtained. A model that takes into account the above (vehicle body sprung / lower vibration model) may be employed. Assuming that the front and rear tires have the elastic moduli ktf and ktr, respectively, as understood from FIG. 4 (C), the motion equation in the bounce direction and the motion equation in the pitch direction of the center of gravity of the vehicle body are The following equation 4 is expressed.

Here, xf and xr are unsprung displacement amounts of the front and rear wheels, and mf and mr are unsprung masses of the front and rear wheels. Equations (4a)-(4b) form a state equation such as Equation (2a), similarly to the case of FIG. 4B, with z, θ, xf, xr and their time differential values as state variable vectors. (However, the matrix A has 8 rows and 8 columns and the matrix B has 8 rows and 1 column.) According to the theory of the optimal regulator, the gain matrix K that converges the magnitude of the state variable vector to 0 can be determined. it can.

(Estimation of wheel torque)
As the torque input T with respect to the motion model in FIGS. 4B and 4C, among the input torques, the wheel torque value Tw that is actually generated and is input as a disturbance action is ideal. However, it is only necessary to provide a torque sensor on each wheel and actually detect it, but it is difficult to provide a torque sensor on each wheel of a normal vehicle. Therefore, in the illustrated example, a wheel torque estimated value estimated by the wheel torque estimator 52c (FIG. 3) from other detectable values in the traveling vehicle is used as the disturbance input of the wheel torque. The wheel torque estimated value Tw is typically obtained by using a wheel rotational speed ω obtained from a wheel speed sensor of a driving wheel or a time derivative of a wheel speed value r · ω,
Tw = M · r ² · dω / dt (5)
Can be estimated. Here, M is the mass of the vehicle, and r is the wheel radius. [If the sum of the driving forces generated at the contact points of the driving wheels on the road surface is equal to the overall driving force MG (G is acceleration) of the vehicle, the wheel torque Tw is
Tw = M · G · r (5a)
Given in The acceleration G of the vehicle is obtained from the differential value of the wheel speed r · ω,
G = r · dω / dt (5b)
Therefore, the wheel torque is estimated as shown in Equation (5). Note that the estimated wheel torque value is not estimated from the wheel speed, but from the rotational speed of the rotating shaft of the drive system operatively connected to the drive wheels, such as the engine rotational speed, the transmission rotational speed, and the turbine rotational speed. It may be. When the rotational speed ne of the output shaft of the engine or motor of the driving device is used, the wheel rotational speed of the driving wheel is
ωe = ne x transmission (transmission) gear ratio x differential (differential gear) gear ratio (6)
Given by. When using the rotational speed no of the output shaft of the transmission,
ωo = no x differential gear ratio (7)
Given by. Then, the estimated value of the wheel rotational speed ω of the drive wheel in Expression (6) or (7) is substituted into Expression (5), and the estimated wheel torque value is calculated.

(Configuration of compensation component determination unit)
The basic configuration of the control process in the compensation component determination unit 52 in FIG. 3 for calculating the compensation component U for the pitch / bounce vibration suppression control is shown in the form of a control block in FIG. Has been. In the control configuration of FIG. 4D, first, the drive torque request value from the drive torque request determination unit 51 is obtained by converting the wheel torque to the wheel torque input end of the motion model (body vibration model). The wheel torque request value Two and the wheel torque (estimated value) Tw currently generated in the wheel are respectively input (further, the wheel corresponding to the brake operation amount or the steering operation amount as indicated by the dotted line in the figure). An estimated torque value may be input.) Next, in the motion model, the state variable vector X (t) is calculated by solving the differential equation (2a) using the torque input value T (= Two + Tw). A value K · X (= −u (t)) obtained by multiplying the state vector X (t) by the gain K determined to converge the state variable vector X (t) to 0 or the minimum value as described above. Is calculated, and K · X is converted into a compensation component U in units of engine drive torque request values. The compensation component calculated in this way is transmitted to the adder a1, and is superposed on the drive torque request value in the adder a1, so that the component corresponding to the value of K · X (t) becomes the drive torque request value. Will be deducted from. The body pitch / bounce vibration system is a resonance system as understood from equations (1a) and (1b), and the value of the state variable vector X (t) is substantially equal to an arbitrary input. Only the frequency components in a band (usually about 1 to 5 Hz) having a certain spectral characteristic with the natural frequency of the system as the center. Accordingly, by subtracting K · X (t) from the drive torque request value as described above, the natural frequency component of the system of the drive torque request value or the currently generated wheel torque, that is, in the vehicle body. Thus, components that cause pitch bounce vibration are reduced or eliminated, and pitch bounce vibration in the vehicle body is suppressed.

(Control gain adjustment)
As understood from FIG. 3 and the related description, in a convertible vehicle, the position of the center of gravity of the vehicle is different between when the roof is open and when the roof is closed. Therefore, as the vehicle body vibration model that is actually set in the compensation component determination unit, a model that is suitable for a long period or a high-frequency use state is selected (matrix operators A, B, K). As calculated using the parameters in the selected state of the open or closed state.) However, when the roof state assumed in the vehicle vibration model is different from the actual roof state, the vehicle vibration is more than when the roof state assumed in the vehicle vibration model is the same as the actual roof state. The model error becomes relatively large, and the accuracy of the vibration suppression control decreases. Therefore, in the present invention, as already mentioned, when the control gain adjustment unit 52e acquires roof opening / closing information and the roof state assumed in the vehicle body vibration model is different from the actual roof state, Then, the control gain λout on the output side of the compensation component determination unit 52 is adjusted, thereby changing the magnitude of the amplitude of the compensation component to try to reduce the influence of the error of the vehicle body vibration model. Hereinafter, a preferable aspect of changing the control gain will be described.

Example 1
If there is no configuration to switch the model to be used according to the state of the roof, the modeling accuracy is different when the roof state assumed in the vehicle vibration model is different from the actual roof state. Will fall. In order to eliminate the influence of such a decrease in accuracy, the control by the compensation component may be interrupted. Specifically, when a model in which the roof is closed (the state shown in FIG. 2A) is set as the vehicle body vibration model, the roof is opened (see FIG. 2B). When the model of the state where the roof is opened (the state of FIG. 2B) is set as the vehicle body vibration model, the roof is closed (FIG. 2A). Then, the control gain adjustment unit sets the control gain λout to λout ← 0
To prevent the compensation component from being given to the control command determination unit. Then, again, when the actual roof state returns to the state assumed by the model, the control gain may be returned to the original value. In the case of a type in which the roof is opened and closed electrically, the control gain setting and return may be gradually changed with time from the start of the movement of the roof to the completion thereof. Thereby, it is possible to avoid a sudden change in the contribution of the vibration suppression control and a sudden change in the attitude of the vehicle accompanying this.

Example 2
Referring again to FIGS. 2A and 2B, when the roof is closed and the roof is opened, as described above, in the latter case, the roof of the upper part of the vehicle is Since it will be removed, the center of gravity of the vehicle will be displaced downward (normally, since the roof is housed rearward of the vehicle, the position of the center of gravity will shift backward). When the position of the center of gravity is lowered, the vehicle body is less likely to change in the pitch direction (qualitatively speaking, the distance from the wheel torque action line (road surface) to the center of gravity is shortened). That is, in the state where the roof is closed and the state where the roof is opened, the amplitude of the vehicle body vibration that can occur in the former state tends to increase.

Thus, when a model in which the roof is closed (the state shown in FIG. 2A) is set as the vehicle body vibration model, when the roof is opened (FIG. 2B), When the compensation component is applied to the control command determination unit 53 with the setting as it is despite the fact that the displacement of the vehicle body in the pitch direction is difficult to occur, the compensation component calculated assuming that the roof is in a closed state It is assumed that the magnitude of the amplitude of can be excessively large. Therefore, when the open / close information of the roof is in the closed state, the control gain adjusting unit 52e sets λout multiplied by the compensation component K · X by the multiplier 52f as λout ← λclose.
And when it is detected that the opening / closing information has changed from the closed state to the open state, the control gain λout is set to λout ← λclose−Δλopen.
Set to. Here, λclose and Δλopen (> 0) are the control gain when the roof is in the closed state and the change amount of the control gain when the roof is changed from the closed state to the open state, respectively, experimentally or theoretically in advance. It may be set to fit the actual vehicle. By changing the control gain, the amplitude of the compensation component given to the control command determination unit 53 as the center of gravity is lowered is reduced, and the magnitude of the compensation component is prevented from becoming excessively large for the actual vehicle state.

On the other hand, when the model of the state where the roof is opened (the state of FIG. 2B) is set as the vehicle body vibration model, when the roof is closed (FIG. 2A) Since the displacement of the vehicle body in the pitch direction is relatively likely to occur, if the compensation component is directly supplied to the control command determination unit 53, the magnitude of the amplitude of the compensation component calculated as the roof is in an open state is insufficient. It can be apt. Therefore, when the roof opening / closing information is in the open state, the control gain adjusting unit 52e sets λout multiplied by the compensation component K · X by the multiplier 52f as λout ← λopen.
And when it is detected that the open / close information has changed from the closed state to the open state, the control gain λout is set to λout ← λopen + Δλclose.
Set to. Here, λopen and Δλclose (> 0) are the control gain when the roof is in the open state and the change amount of the control gain when the roof is changed from the open state to the closed state, respectively, experimentally or theoretically in advance It may be set to fit the actual vehicle. By such a change in the control gain, the amplitude of the compensation component given to the control command determination unit 53 is increased as the height of the center of gravity increases, and a shortage of the compensation component is avoided.

  Instead of the control gain changing method of the above aspect, a control gain λopen when the roof is in an open state and a control gain λclose when the roof is in a closed state are prepared, corresponding to the actual state of the roof. The control gain may be switched. Λopen and λclose may be determined in advance experimentally or theoretically to fit the vehicle. Further, in the case where the roof is opened and closed electrically, the reduction or increase of the control gain may gradually change with time from the start of the movement of the roof to the completion thereof. Thereby, it is possible to avoid a sudden change in the contribution of the vibration suppression control and a sudden change in the attitude of the vehicle accompanying this.

  Although the above description has been made in relation to the embodiment of the present invention, many modifications and changes can be easily made by those skilled in the art, and the present invention is limited to the embodiment exemplified above. It will be apparent that the invention is not limited and applies to various devices without departing from the inventive concept.

  For example, although the wheel torque estimated value in the above embodiment is estimated from the wheel speed, the wheel torque estimated value may be estimated from parameters other than the wheel speed. Further, the vibration suppression control in the above embodiment is a vibration control of pitch bounce vibration using the theory of an optimal regulator assuming a sprung vibration model or a sprung / unsprung vibration model as a motion model. However, the concept of the present invention is that any vehicle body vibration can be controlled by using a vehicle body vibration motion model other than the one introduced here or by a control method other than the optimal regulator, as long as it uses wheel torque. The present invention is also applied to those that perform vibration, and such a case also belongs to the scope of the present invention.

  Further, in the illustrated embodiment, the form in which the roof is attached and detached (the form in which the entire roof is opened and closed) is illustrated, but the present invention is a form in which a skylight is configured on the roof and the skylight is opened and closed. May be applied as well.

FIG. 1 shows a schematic diagram of an automobile in which a preferred embodiment of a vibration damping control device according to the present invention is realized. FIG. 2 is a side view of the vehicle 10 schematically showing a state where the roof is closed or attached (A) and a state where the roof is opened or detached (B). In the state of (B), the roof is removed from above the vehicle and stored behind the vehicle, so that the center of gravity Cg of the vehicle changes relatively rearward and downward compared to the case of (A). FIG. 3 shows the internal configuration of the embodiment of the electronic control device of FIG. 1 in the form of a control block diagram. Various parameters other than those shown in the figure, such as engine temperature, may be input to the drive torque request value determination unit 51 and the control command determination unit 53. FIG. 4A is a diagram illustrating a state variable of vehicle body vibration that is suppressed in the operation of vibration suppression control according to a preferred embodiment of the present invention. FIG. 4B is a diagram for explaining a “sprung vibration model” which is one of the mechanical motion models of the vehicle body vibration assumed in the vibration damping control according to the preferred embodiment of the present invention, and FIG. It is a figure explaining an upper and unsprung vibration model. FIG. 4D is a diagram showing the configuration of the compensation component determination unit in the preferred embodiment of the present invention in the form of a control block diagram.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Car body 10a ... Roof 10b ... Roof contact determination sensor 12FL, FR, RL, RR ... Wheel 14 ... Accelerator pedal 20 ... Drive device 22 ... Diesel engine 22a ... Fuel device 30FL, FR, RL, RR ... Wheel speed sensor 50 ... Electronic control unit 50a ... Drive control unit 50b ... Brake control unit

Claims (4)

  In a vehicle having a roof that can be opened and closed, a vibration damping control device for a vehicle that suppresses pitch bounce vibration of the vehicle by controlling wheel torque generated at a contact point between a wheel and a road surface, A compensation component determining unit for calculating a compensation component for compensating the wheel torque so as to reduce a vehicle body vibration displacement predicted using a vehicle body vibration model of the vehicle, wherein the roof of the vehicle is opened or closed The apparatus is characterized in that the magnitude of the amplitude of the compensation component is changed in accordance with whether the compensation is performed.   The apparatus according to claim 1, further comprising a control gain adjustment unit that adjusts a control gain of the compensation component when the compensation component is supplied to a wheel torque control unit that controls the wheel torque, and the compensation component determination unit includes: Compensating the wheel torque to reduce vehicle body vibration displacement predicted using the vehicle body vibration model of the vehicle in one of the open or closed states of the vehicle The control gain adjustment unit changes the control gain when the roof of the vehicle is in an open state or a closed state. A device characterized by.   3. The apparatus according to claim 2, wherein the compensation component determining unit compensates the wheel torque so as to reduce a vibration displacement of the vehicle body predicted using the vehicle body vibration model in a state where the roof of the vehicle is opened. The control gain is increased when the roof is in a closed state, and the compensation component determining unit closes the roof of the vehicle. The vehicle roof is opened when the compensation component for compensating the wheel torque is calculated to reduce the vibration displacement of the vehicle body predicted using the vehicle body vibration model in the The control gain is reduced when in a controlled state.   The apparatus according to claim 1 or 2, wherein the roof open / close state set in the vehicle body vibration model for calculating the compensation component is different from the actual roof open / close state of the vehicle. The wheel torque compensation by the compensation component from the compensation component determination unit is prohibited.

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