JP5287559B2 - Vehicle vibration control device - Google Patents

Description

  The present invention relates to a vehicle vibration damping control device, and more particularly to a vehicle vibration damping control device that controls a power source mounted on a vehicle and suppresses sprung vibration of the vehicle.

  2. Description of the Related Art Conventionally, as a vehicle vibration suppression control apparatus that suppresses vehicle vibration, a vehicle vibration suppression control apparatus that executes so-called sprung mass vibration suppression control that controls a power source and suppresses vehicle sprung vibration is known. Here, the sprung vibration of the vehicle is, for example, a frequency component (1 to 4 Hz) of the vibration generated in the vehicle body via the suspension due to the input from the road surface to the vehicle wheel. The frequency components that appear prominently differ depending on the vehicle configuration, and many vehicles refer to vibrations with a frequency component in the vicinity of 1.5 Hz). This sprung vibration of the vehicle includes the vehicle pitch direction or bounce direction (vertical direction). Contains ingredients. The sprung mass damping referred to here is to suppress the sprung mass vibration of the vehicle.

  As such a conventional vehicle vibration suppression control device, for example, Patent Document 1 discloses a vehicle stabilization control system. In the vehicle stabilization control system described in Patent Document 1, a current driving force is obtained by adding a running resistance disturbance to an estimated driving shaft torque, and a pitching vibration corresponding to the current driving force is subjected to vibration on a vehicle body spring. Obtained from the state equation and output equation of the model. Then, the vehicle stabilization control system obtains a correction value so that the pitching vibration represented by the output equation quickly becomes 0, corrects the basic required engine torque based on the correction value, and corrects the corrected engine torque. Based on the above, the intake air amount, fuel injection amount, ignition timing, etc. of the engine as the power source are adjusted to control the driving force of the vehicle and suppress the sprung vibration of the vehicle.

JP 2006-69472 A

  By the way, in the vehicle stabilization control system described in Patent Document 1 as described above, for example, depending on the state of a power source such as an engine, cooperation between the above vibration suppression control and other control such as normal engine control is performed. Therefore, it has been desired to execute more appropriate vibration suppression control.

  Therefore, an object of the present invention is to provide a vehicle vibration suppression control device that can appropriately execute vibration suppression control.

In order to achieve the above object, a vehicle vibration damping control device according to the present invention is a vehicle vibration damping control device that executes a vibration damping control that controls a power source mounted in a vehicle and suppresses sprung vibrations of the vehicle. When the power source is operated in the vicinity of the boundary of the different operation regions of the power source, the power source in one of the operation regions when the vibration suppression control is not executed according to the operation region of the power source. There are those changing the mode of the damping control to be operated, the operating region of the power source, Sadamari in accordance with the amount of operation of the power source for adjusting the control amount of at least the damping control, The case where the power source is operated in the vicinity of a boundary between different operating regions of the power source means that the power source is determined based on a driver requested operation amount that is an operation amount of the power source according to a driver requested torque. Point is the first area And the power source of the power source determined based on the final required operation amount that is the sum of the vibration control request operation amount that is the operation amount of the power source according to the control amount of the vibration suppression control and the driver request operation amount. When the operating point is within the second region, or the operating point of the power source determined based on the driver requested operation amount is within the second region, and the power source determined based on the final requested operation amount The operating point of the power source determined based on the driver requested operation amount is within the first region and determined based on the final requested operation amount. When the operating point of the power source falls within the second region, the first region which is one operating region when the operating point of the power source determined based on the final required operation amount does not execute the vibration suppression control To stay inside By restricting the operation amount, the vibration control mode is changed so that the power source is operated in the first region, and the operating point of the power source determined based on the driver requested operation amount is When the operating point of the power source that is within two regions and is determined based on the final required operation amount is within the first region, the operating point of the power source that is determined based on the final required operation amount is the control point. By restricting the operation amount so as to remain within the second region, which is one of the operation regions when vibration control is not executed, the vibration suppression control is performed so that the power source is operated in the second region. A feature is changed .

  Further, in the vehicle vibration suppression control device, when the power source is operated in the vicinity of a boundary between different operation regions of the power source, the power source in one of the operation regions when the vibration suppression control is not executed. The mode of the vibration suppression control may be changed so that is operated.

  In the vehicle vibration suppression control device, an operating region of the power source is determined according to at least an operation amount of the power source for adjusting a control amount of the vibration suppression control, and the power source is the power source of the power source. When driving near the boundary of different driving regions, the vibration control mode may be changed by limiting the operation amount.

  In the vehicle vibration damping control device, the power source includes at least an engine, and different operating regions of the power source have an air-fuel ratio of a mixture of air and fuel combustible in a combustion chamber of the power source. You may comprise so that it may be a different driving | operation area | region.

  In the vehicle vibration damping control device, the operating region in which the power source is different includes a stoichiometric air-fuel ratio operating region in which the air-fuel ratio is a stoichiometric air-fuel ratio, and a lean air-fuel ratio in which the fuel ratio is less than the stoichiometric air-fuel ratio. You may comprise so that it may be a lean air fuel ratio operation area | region which is an air fuel ratio.

  In the vehicle vibration damping control device, the operating region in which the power source is different includes a stoichiometric air-fuel ratio operating region in which the air-fuel ratio is the stoichiometric air-fuel ratio, and a rich air fuel ratio in which the air-fuel ratio is greater than the stoichiometric air-fuel ratio. You may comprise so that it may be a rich air fuel ratio operation area | region which is an air fuel ratio.

  In the vehicle vibration suppression control device, the power source includes at least an engine, and the operation region where the power source is different is a reduced-cylinder operation region where at least one of the plurality of cylinders of the power source is stopped. And an all-cylinder operation region in which all of the plurality of cylinders of the power source are operated.

  In the vehicle vibration damping control device, the power source may include at least an engine, and the operation region where the power source is different may be a region where the intake state of the power source is different.

  In the vehicle vibration suppression control device, the power source may include at least an engine, and the operation region where the power source is different may be a region where the exhaust state of the power source is different.

  In the vehicle vibration suppression control device, the operating region where the power source is different may be configured such that the operating state of the actuator of the power source is different.

  Further, in the vehicle vibration suppression control device, when there are a plurality of combinations of different driving regions of the power source, and when the power source is operated near the boundary of the different driving regions in each combination, the vibration suppression control is performed. You may comprise so that an aspect may be changed.

  Further, the vehicle vibration suppression control device may be configured to change the mode of the vibration suppression control by changing a means for adjusting the control amount of the vibration suppression control for each operation region where the power source is different.

  In the vehicle vibration suppression control device, the power source includes at least an engine, and an operation region in which the power source is different adjusts a supercharging pressure of the intake passage by a supercharger provided in the intake passage. And a throttle that adjusts the control amount of the damping control by adjusting the opening degree of the intake passage by a throttle valve provided in the intake passage. You may comprise so that an adjustment driving | operation area | region may be included.

  In the vehicle vibration damping control device, the power source includes at least an engine, and an operation region in which the power source is different adjusts a lift amount of an intake valve provided in the intake passage by an intake valve variable lift mechanism. A lift adjustment operation region for adjusting the control amount of the vibration suppression control, and a throttle for adjusting the control amount of the vibration suppression control by adjusting the opening of the intake passage by a throttle valve provided in the intake passage You may comprise so that an adjustment driving | operation area | region may be included.

  In the vehicle vibration suppression control device, the power source includes at least an engine and an electric motor, and the operation range in which the power source is different adjusts the control amount of the vibration suppression control by adjusting the output of the engine. The engine adjustment operation region may be configured to include a motor adjustment operation region in which the control amount of the vibration suppression control is adjusted by adjusting the output of the motor.

  Further, in the vehicle vibration suppression control device, when different operation regions of the power source include three or more different operation regions, the means for adjusting the control amount of the vibration suppression control is changed for each of the operation regions. You may comprise so that the aspect of the said vibration suppression control may be changed.

  According to the vehicle vibration suppression control device of the present invention, it is possible to appropriately execute the vibration suppression control.

FIG. 1 is a diagram illustrating a schematic configuration example of a vehicle to which a vehicle vibration control device according to an embodiment of the present invention is applied. FIG. 2 is a schematic diagram showing a functional configuration example of the vehicle vibration damping control device according to the embodiment of the present invention in the form of a control block. FIG. 3 is a diagram illustrating vehicle body vibration state variables that are suppressed in the vehicle vibration damping control device according to the embodiment of the present invention. FIG. 4 is a diagram illustrating an example of a mechanical motion model of vehicle body vibration assumed in the vehicle vibration damping control device according to the embodiment of the present invention. FIG. 5 is a diagram for explaining an example of a dynamic motion model of vehicle body vibration assumed in the vehicle vibration damping control device according to the embodiment of the present invention. FIG. 6 is a diagram illustrating an example of a driving region determination map of the vehicle vibration damping control device according to the embodiment of the present invention. FIG. 7 is a flowchart illustrating an example of cooperative control of the vehicle vibration control device according to the embodiment of the present invention. FIG. 8 is a diagram illustrating another example of the driving region determination map of the vehicle vibration damping control device according to the embodiment of the present invention. FIG. 9 is a diagram illustrating another example of the driving region determination map of the vehicle vibration damping control device according to the embodiment of the present invention. FIG. 10 is a flowchart for explaining another example of the cooperative control of the vehicle vibration control device according to the embodiment of the present invention. FIG. 11 is a diagram illustrating another schematic configuration example of a vehicle to which the vehicle vibration control device according to the embodiment of the present invention is applied.

  Hereinafter, an embodiment of a vehicle vibration control device according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

(Embodiment)
FIG. 1 is a diagram showing a schematic configuration example of a vehicle to which a vehicle vibration suppression control device according to an embodiment of the present invention is applied, and FIG. 2 is a functional configuration example of the vehicle vibration suppression control device according to the embodiment of the present invention. FIG. 3 is a schematic diagram showing the form of a control block, FIG. 3 is a diagram illustrating a state variable of vehicle body vibration suppressed in the vehicle vibration damping control device according to the embodiment of the present invention, and FIGS. FIG. 6 is a diagram for explaining an example of a dynamic motion model of vehicle body vibration assumed in the vehicle vibration damping control device according to the embodiment. FIG. 6 is an example of a driving region determination map of the vehicle vibration damping control device according to the embodiment of the present invention. FIG. 7 is a flowchart illustrating an example of cooperative control of the vehicle vibration suppression control device according to the embodiment of the present invention. FIGS. 8 and 9 are diagrams of the vehicle vibration suppression control device according to the embodiment of the present invention. FIG. 10 is a diagram showing another example of the driving region determination map. FIG. 11 is a flowchart for explaining another example of the cooperative control of the vehicle vibration damping control device according to the embodiment. FIG. 11 is another schematic configuration example of the vehicle to which the vehicle vibration damping control device according to the embodiment of the invention is applied. FIG.

  As shown in FIG. 1, the vehicle vibration suppression control device 1 according to the present embodiment is applied to a vehicle 10 equipped with a power source 21 as a driving power source. The vehicle 10 illustrated in FIG. 1 is described as using a gasoline engine, a diesel engine, an LPG engine, or the like as the power source 21, but a motor or the like as in the vehicle 10A illustrated in FIG. An electric motor such as an electric motor or a motor and an engine may be used in combination, that is, the vehicle vibration suppression control device 1 may be applied to a so-called hybrid vehicle 10A.

  Further, in the vehicle 10 to which the vehicle vibration suppression control device 1 according to the present embodiment is applied, the power source 21 is mounted on the front portion in the forward traveling direction of the vehicle 10, and the driving wheels are the left and right rear wheels 30RL, The rear wheel drive is 30RR. In addition, the mounting position of the power source 21 of the vehicle 10 is not limited to only the front portion, and may be mounted on either the rear portion or the central portion. Further, the drive format of the vehicle 10 is not limited to only the rear wheel drive, and may be any format of front wheel drive and four wheel drive.

  Further, as shown in FIG. 1, the vehicle vibration suppression control device 1 according to the present embodiment is configured by being incorporated in an electronic control unit (ECU) 50 described later, that is, the vehicle vibration suppression control device 1. Although described as being configured by the ECU 50, the present invention is not limited to this. The vehicle damping control device 1 may be configured separately from the ECU 50 and connected to the ECU 50.

  The vehicle vibration damping control device 1 according to the present embodiment performs so-called sprung mass damping control (vibration damping control) that controls the power source 21 and suppresses the sprung vibration of the vehicle 10. Here, the sprung vibration of the vehicle 10 refers to the road surface as the excitation source, and from the road surface to the wheels 30FL and 30FR that are the left and right front wheels of the vehicle 10 and the wheels 30RL and 30RR that are the left and right rear wheels according to the unevenness of the road surface. Of the vibrations generated in the vehicle body of the vehicle 10 via the suspension by input, for example, 1 to 4 Hz (frequency components that appear prominently depending on the vehicle type and vehicle configuration, and many vehicles have a frequency component in the vicinity of 1.5 Hz). This sprung vibration of the vehicle 10 includes components in the pitch direction or the bounce direction (vertical direction) of the vehicle 10 or both. The sprung mass damping referred to here is to suppress the sprung mass vibration of the vehicle 10.

  The vehicle vibration suppression control device 1 receives, for example, 1 to 4 Hz, more specifically, about 1.5 Hz by input from the road surface to the wheels 30FL and 30FR that are the left and right front wheels of the vehicle 10 and the wheels 30RL and 30RR that are the left and right rear wheels. When the vibration of the frequency component of the vehicle 10 in the pitch direction or the bounce direction (up and down direction) occurs, the power source 21 is controlled to output a driving torque (driving force) in an opposite phase to wheels (drive wheels when driving). Adjusts the “wheel torque” acting on the road surface (torque acting between the wheel and the grounded road surface) to suppress the vibration. In other words, the vehicle vibration damping control device 1 controls the power of the power source 21, that is, the driving torque, so that the wheels 30RL and 30RR serving as driving wheels that transmit the driving torque to the road surface have wheel torque that suppresses sprung vibration. Wheel torque control for generating a certain damping torque is performed to suppress the vibration. In the vibration damping control executed by the vehicle vibration damping control device 1, the sprung vibration is suppressed by applying this damping torque to the wheels 30RL and 30RR.

  As a result, the vehicle vibration suppression control device 1 improves the driving stability of the driver, the ride comfort of the occupant, and the like. Further, according to the control of the power generated by the power source 21, that is, the vibration suppression control by the power control, the vibration energy is not suppressed by absorbing the generated vibration energy as in the vibration suppression control by the suspension. Since the generation of vibration energy is suppressed by adjusting the source of the force generating the vibration, there are advantages such that the damping action is relatively quick and the energy efficiency is good. Further, in the vibration suppression control by power control, since the control target is concentrated on the power (drive torque) of the power source, the control adjustment is relatively easy.

  As shown in FIG. 1, the vehicle 10 to which the vehicle vibration suppression control device 1 is applied includes wheels 30FL and 30FR that are left and right front wheels, and wheels 30RL and 30RR that are left and right rear wheels. Further, the vehicle 10 detects an accelerator pedal 60 operated by the driver and a request value by the driver's accelerator operation, that is, an accelerator pedal depression amount θa that is a depression amount of the accelerator pedal 60, and corresponds to the accelerator pedal depression amount θa. An accelerator pedal sensor 70 is provided for outputting the electrical signal to the ECU 50. The vehicle 10 is mounted with a driving device 20 that applies a driving force to the wheels 30RL and 30RR in accordance with an accelerator operation that is a depression operation of the accelerator pedal 60 by the driver in various known modes. In the illustrated example, in the illustrated example, the power (driving torque) generated by the power source 21 is transmitted to the wheels 30RL and 30RR via the transmission (including a torque converter or the like) 22, the differential gear unit 23, and the like. Configured to be transmitted to. Although not shown here, the vehicle 10 is provided with a braking device for generating a braking force on each wheel and a steering device for controlling the steering angle of the front wheels or the front and rear wheels, as in various known vehicles. It is done.

  The operation of the drive device 20 is controlled by an ECU 50 that is also used as the vehicle vibration damping control device 1. The ECU 50 may include various known types of microcomputers and drive circuits having a CPU, ROM, RAM and input / output port devices interconnected by a bidirectional common bus. The ECU 50 receives a signal representing a wheel speed Vwi (i = FL, FR, RL, RR) from a wheel speed sensor 40i (i = FL, FR, RL, RR) mounted on the wheels 30FL, 30FR, 30RL, 30RR. And the engine rotation speed from the sensors provided in each part of the vehicle 10 (the output rotation speed of the power source 21 and, if the power source 21 is a motor, the rotation speed of the motor output shaft) Er, the transmission 22 As parameters corresponding to the output rotation speed Dr, accelerator pedal depression amount θa, and operating environment of the power source 21, if the power source 21 is a gasoline engine, the coolant temperature, intake air temperature, intake air pressure, atmospheric pressure, throttle opening, Fuel injection amount, fuel injection timing, ignition timing, etc. (if power source 21 is a motor, supply current amount, battery storage state SOC (State of Charge)) Etc.), the shift position of the shift position device (not shown) provided on the vehicle 10, the signal of the gear position or the like of the transmission 22 has multiple long as it has a gear transmission 22 is input. In addition to the above, the ECU 50 receives various detection signals for obtaining various parameters necessary for various controls to be executed in the vehicle 10 of the present embodiment.

  As shown in FIG. 2, for example, the ECU 50 controls the operation of the power source 21, particularly the vehicle vibration suppression control that also functions as a drive control device by controlling the power generated by the power source 21 based on the driver request torque Te or the like. The device 1 includes a braking control device 2 that controls the operation of a braking device (not shown). In the present embodiment, the driving force control device is described as being configured to be shared by the vehicle vibration suppression control device 1, but the present invention is not limited to this, and the driving force control device and the ECU 50 are configured separately. The driving force control device may be connected to the ECU 50. Similarly, the brake control device 2 may be individually configured, and the brake control device 2 may be connected to the ECU 50.

  As shown in FIG. 2, the braking control device 2 generates a pulse-type electric signal that is sequentially generated every time the wheels 30FL, 30FR, 30RL, and 30RR rotate by a predetermined amount, and the wheel speed sensors 40FL, 40FR, and 40RL. , 40RR. The braking control device 2 calculates each wheel rotation speed ωi (i = FL, FR, RL, RR) by measuring the time interval at which the sequentially input pulse signals arrive, and adds the wheel radius r to this. Each wheel speed Vwi is calculated by multiplying. In the present embodiment, the braking control device 2 determines the average value r · ω of the wheel speeds VwFL, VwFR, VwRL, and VwRR corresponding to the wheels 30FL, 30FR, 30RL, and 30RR, respectively. Then, it outputs to the vehicle vibration suppression control part 4). The calculation from the wheel rotation speed to the wheel speed may be performed by the vehicle vibration suppression control device 1. In this case, the wheel rotation speed is output from the braking control device 2 to the vehicle vibration suppression control device 1.

  Further, the braking control device 2 performs various known ABS control, automatic braking control such as VSC (Vehicle Stability Control), TRC (Traction Control), that is, frictional force between the wheels 30FL, 30FR, 30RL, 30RR and the road surface. (The vector sum of the longitudinal force and lateral force of the wheels 30FL, 30FR, 30RL, 30RR) is excessively suppressed to exceed the limit, or the frictional force of the wheels 30FL, 30FR, 30RL, 30RR is limited to that limit. The longitudinal force or slip ratio on the wheels may be controlled so as to suppress the deterioration of the behavior of the vehicle 10 caused by exceeding, or the wheels 30FL, 30FR, 30RL, 30RR of ABS control, VSC, TRC may be controlled. Steering control in addition to slip ratio control The may be a VDIM to stabilize the behavior of the vehicle 10 (Vehicle Dynamics Integrated Management), including. In addition, when VDIM is mounted, the braking control apparatus 2 will comprise a part of VDIM.

  Here, the braking control device 2 performs stable control by changing the behavior of the vehicle 10 in the automatic braking control (ABS control, VSC, TRC, VDIM), that is, changing the behavior of the vehicle 10. In order to positively control the power, the power generated by the power source 21 may be controlled. In the present embodiment, the braking control device 2 changes the driver request torque Te, for example, when performing driving force control to change and control the behavior of the vehicle 10 based on automatic braking control. That is, the braking control device 2 also has a function as a vehicle behavior control unit. When changing the driver request torque Te based on the automatic brake control, the braking control device 2 sets a braking torque correction amount that can change the driving torque of the power source 21 so that the behavior of the vehicle 10 becomes a stable behavior. It outputs to the vehicle damping control device 1 that also functions as a drive control device. Here, the braking torque correction amount output from the braking control device 2 to the vehicle damping control device 1 is added to or subtracted from the driver request torque Te calculated by the request torque calculation unit 3a described later. As a result, the driver request torque Te is changed (corrected or corrected) to change and control the behavior of the vehicle 10 based on the braking torque correction amount, and the control command according to the changed final request torque is controlled. The command determination unit 3c outputs the power to the power source 21. The braking control device 2 may calculate the accelerator pedal depression amount θa when controlling the driving torque generated by the power source 21 in order to change and control the behavior of the vehicle 10 based on the automatic braking control. good. In this case, the calculated accelerator pedal depression amount θa is output to the required torque calculation unit 3a of the vehicle vibration control device 1.

  As shown in FIG. 2, the vehicle vibration suppression control device 1 is a drive control device that is driven by the driver based on the accelerator pedal depression amount θa as a value corresponding to the drive request from the driver for the vehicle 10. A driver required torque (torque corresponding to the required driving force) Te that is a driving torque of the power source 21 of the apparatus 20 is determined. The vehicle vibration suppression control device 1 then outputs a control command to the power source 21 based on the final required torque that has been variously changed (corrected or corrected) based on the driver required torque Te. The control command output to the power source 21 of the drive device 20 is used to adjust the drive torque of the power source 21 to be controlled to the final required torque, in other words, the control command acting on the wheels 30RL and 30RR described later. The command includes an operation amount input to the power source 21 in order to adjust the vibration torque. For example, if the power source 21 is a gasoline engine, the operation amount of the power source 21 included in the control command is the throttle opening and ignition timing corresponding to the final required torque, and the final amount if the power source 21 is a diesel engine. The amount of fuel injection according to the required torque, and the amount of current supplied according to the final required torque if the power source 21 is a motor.

  In the vehicle vibration suppression control device 1, vibration suppression is control that suppresses vibration in the pitch direction and bounce direction of the vehicle 10 by controlling the driving torque of the power source 21, that is, control that suppresses sprung vibration. In order to execute the control, the driver requested torque Te that is a driving torque requested by the driver is a damping torque that is a control amount of the damping control, and more specifically, a damping that is a wheel torque required in the damping control. The control command is corrected based on the torque, or the control command corresponding to the driver request torque Te is corrected based on the vibration suppression control command corresponding to the vibration suppression torque, and the control command corresponding to the corrected final request torque is 20 power sources 21 are output.

  As shown in FIG. 2, the vehicle vibration suppression control device 1 of the present embodiment is configured to include a drive control unit 3 and a vehicle vibration suppression control unit 4.

  The drive control unit 3 includes a required torque calculation unit 3a, an adder 3b, and a control command determination unit 3c. The required torque calculator 3a calculates the driver required torque Te based on the accelerator pedal depression amount θa by any known method. The adder 3b uses the driver request torque Te calculated by the request torque calculation unit 3a as a damping torque correction amount Tx corresponding to the damping torque that is the control amount of the damping control calculated by the vehicle damping control unit 4. That is, the driver request torque Te calculated by the request torque calculation unit 3a is corrected based on the vibration damping torque. The control command determination unit 3c generates a control command for the power source 21 corresponding to the final required torque obtained by correcting the driver required torque Te with the correction amount Tx corresponding to the vibration damping torque, and the generated control command is transmitted to the power source 21. This is output to each controller (not shown). That is, the drive control unit 3 converts the accelerator pedal depression amount θa into the driver request torque Te by the request torque calculation unit 3a, and then corrects (corrects) the driver request torque Te by the adder 3b based on the vibration suppression torque. Then, the final required torque is calculated, and this final required torque is converted into a control command to the drive device 20 by the control command determination unit 3c, and this control command is output to the drive device 20.

  The vehicle vibration suppression control unit 4 controls the power source 21 and controls the vibration suppression torque according to the vibration suppression torque, which is a control amount of the vibration suppression control for executing the vibration suppression control for suppressing the sprung vibration of the vehicle 10. Tx is set.

  In the vehicle vibration suppression control unit 4, (1) acquisition of wheel torque of a wheel by a force acting between the road and a road surface, (2) acquisition of a pitch / bounce vibration state quantity, and (3) pitch / bounce vibration. Calculation of the correction amount of the wheel torque that suppresses the state quantity and correction of the required torque or control command based on this are executed. In the present embodiment, the wheel torque of (1) is calculated based on the wheel torque estimated value based on the wheel speed (or the wheel rotation speed of the wheel) as an actual value correlated with the vibration received from the braking control device 2. Although it calculates, it is not restricted to this. As the wheel torque, a wheel torque estimated value may be calculated based on the engine rotation speed, or a sensor that can directly detect the value of the wheel torque while the vehicle 10 is traveling, for example, a wheel torque sensor or a wheel halve. It may be a detected value of wheel torque actually generated in the wheel by a force meter or the like. The pitch / bounce vibration state quantity of (2) is described as being calculated by a motion model of vehicle body vibration of the vehicle 10, but is not limited thereto. As the pitch / bounce vibration state quantity, a detection value by various sensors such as a pitch / bound sensor, a G sensor, and a sensor for detecting a contraction amount of the suspension may be used as an actual measurement value correlated with vibration. That is, in the present embodiment, as will be described later, it will be described that the damping torque is set by feedback control based on the wheel speed of the wheel of the vehicle 10 as at least an actual value correlated with vibration, but not limited thereto, An actual measurement value correlated with vibration may be directly detected by a sensor, and a damping torque for suppressing the vibration may be set based on the actual measurement value correlated with the vibration. The vehicle vibration damping control device 1 of the present embodiment is realized in the processing operations (1) to (3).

  In the vehicle 10, for example, when the driving device 20 is operated based on the driver's accelerator operation, that is, based on the driver's drive request and the wheel torque varies, the vehicle body of the vehicle 10 illustrated in FIG. Bounce vibration (bounce direction vibration) in the vertical direction (z direction) of the center of gravity Cg, and pitch vibration (pitch direction vibration) in the pitch direction (θ direction) around the center of gravity of the vehicle body. Further, when an external force or torque (disturbance) is applied by the input from the road surface to the wheels 30FL, 30FR, 30RL, 30RR of the vehicle 10 according to the unevenness of the road surface while the vehicle 10 is traveling, the disturbance is transmitted to the vehicle 10, Again, pitch / bounce vibration can occur in the car body.

  Therefore, the vehicle vibration suppression control unit 4 constructs a dynamic motion model of the pitch / bounce vibration of the vehicle body of the vehicle 10 and converts the driver request torque Te (according to the driver's drive request) into wheel torque in the model. Value) and the current wheel torque (estimated value), the vehicle body displacement z, θ and the rate of change dz / dt, dθ / dt, that is, the state variable of the vehicle body vibration are calculated from the model. The power control of the power source 21 of the drive device 20 is performed and the drive torque is adjusted so that the obtained state variable converges to 0, that is, the pitch / bounce vibration can be suppressed (that is, the driver requested torque or The control command corresponding to the driver request torque is corrected.)

  As shown in FIG. 2, the vehicle vibration control unit 4 includes a feedforward control unit 4a, a feedback control unit 4b, and a drive torque conversion unit 4c. Here, the vehicle vibration suppression control unit 4 uses both feedback control based on the wheel speed of the wheel of the vehicle 10 and feedforward control based on the driver required torque (required driving force) for the vehicle 10 to perform vibration suppression control. Set the damping torque that is the controlled variable.

  The feedforward control unit 4a has a so-called optimum regulator configuration, and here includes a wheel torque conversion unit 4d, a motion model unit 4e, and an FF secondary regulator unit 4f. In the feedforward control unit 4a, a value (driver required wheel torque Two) obtained by converting the torque request torque Te into the wheel torque by the wheel torque conversion unit 4d is input to the motion model unit 4e of the pitch / bounce vibration of the vehicle body of the vehicle 10. The The feedforward control unit 4a calculates the response of the state variable of the vehicle 10 to the torque input by the motion model unit 4e, and calculates the state variable based on a predetermined gain K described later in the FF secondary regulator unit 4f. The FF vibration damping torque correction amount U · FF is calculated as the correction amount of the driver requested wheel torque Two that converges to the minimum. This FF system damping torque correction amount U · FF is an FF control amount of damping control set in the feedforward control system based on the driver requested torque Te (required driving force) for the power source 21.

  The feedback control unit 4b has a so-called optimal regulator configuration, and includes a wheel torque estimation unit 4g, a motion model unit 4e also used as the feedforward control unit 4a, and an FB secondary regulator unit 4h. Consists of. The feedback control unit 4b calculates a wheel torque estimated value Tw based on an average value r · ω of the wheel speed as described later in the wheel torque estimating unit 4g, and this wheel torque estimated value Tw Input to the model unit 4e. Here, since the motion model unit of the feedforward control unit 4a and the motion model unit of the feedback control unit 4b are the same, they are also used by the motion model unit 4e, but may be provided separately. The feedback control unit 4b calculates the response of the state variable of the vehicle 10 to the torque input by the motion model unit 4e, and minimizes the state variable based on a predetermined gain K described later in the FB secondary regulator unit 4h. As the correction amount of the driver request wheel torque Two that converges to FB, the FB system damping torque correction amount U · FB is calculated. This FB system damping torque correction amount U · FB is a feedback control system corresponding to the fluctuation of the wheel speed based on the external force or torque (disturbance) by the input from the road surface to the wheels 30FL, 30FR, 30RL, 30RR of the vehicle 10 This is the FB control amount of the vibration suppression control set in.

  The vehicle vibration suppression control unit 4 includes an FF system damping torque correction amount U · FF that is an FF control amount by the feedforward control unit 4a and an FB system damping torque correction amount U · FB that is an FB control amount by the feedback control unit 4b. Are added to the adder 4i, and the FF system damping torque correction amount U · FF and the FB system damping torque correction amount U · FB are added by the adder 4i to obtain a total control amount in the damping control. A certain damping torque is calculated. The vehicle damping control unit 4 then corrects the damping torque that is a value obtained by converting the damping torque into a unit of the driving torque of the driving device 20, that is, a unit of the driver request torque Te by the driving torque converting unit 4c. Converted to quantity Tx. And the vehicle damping control part 4 outputs the converted damping torque correction amount Tx to the adder 3b. That is, the vehicle vibration suppression control device 1 corrects the driver request torque Te based on the vibration suppression torque correction amount Tx acquired using the mechanical motion model, and suppresses the sprung vibration on the wheels 30RL and 30RR. The torque is changed to the final required torque (drive torque) that can generate torque (wheel torque).

  Therefore, the vehicle vibration suppression control device 1 includes a driver request torque Te that is a driving torque requested by the driver from the power source 21, and a wheel that is a control amount of the vibration suppression control and is required for the wheels 30RL and 30RR by the vibration suppression control. The final required torque generated by the power source 21 can be adjusted based on the damping torque correction amount Tx corresponding to the damping torque, which is the torque, thereby generating the driver requested wheel torque in the wheels 30RL and 30RR. In addition, a damping torque that suppresses sprung vibration can be generated. In other words, the vehicle vibration suppression control device 1 controls the power generated by the power source 21 mounted on the vehicle 10 to suppress the sprung vibration on the wheels 30RL and 30RR that are drive wheels for transmitting the power. Vibration generated in the vehicle body can be suppressed by executing vibration damping control that generates torque and controlling the output torque (drive torque) of the power source 21 to change the wheel torque of the wheels 30RL and 30RR.

  The vehicle vibration suppression control device 1 corrects the driver request torque Te with the vibration suppression torque correction amount Tx by the adder 3b and changes it to the final request torque (drive torque), and then the control command determination unit 3c. The operation amount of the power source 21 that realizes this final required torque (for example, if the power source 21 is a gasoline engine, the throttle opening and ignition timing according to the final required torque, and if the power source 21 is a diesel engine, the final A fuel injection amount corresponding to a specific required torque, and if the power source 21 is a motor, it is converted into a control command including a supply current amount corresponding to a final required torque, etc., and output to the power source 21 of the drive device 20 However, the present invention is not limited to this. The vehicle vibration damping control device 1 calculates, for example, a control command including an operation amount of the power source 21 that realizes the driver request torque Te and a drive torque corresponding to the vibration damping torque correction amount Tx in the previous stage of the adder 3b. After calculating the vibration suppression control command including the operation amount of the power source 21 to be realized, the operation amount of the power source 21 included in the control command is added to the operation amount of the power source 21 included in the vibration suppression control command by the adder 3b. It may be configured to be modified and changed to a final control command and output to the power source 21 of the drive device 20. Here, the control amount of the vibration suppression control is described as the vibration suppression torque that is the wheel torque required for the wheels 30RL and 30RR in the vibration suppression control. The damping torque correction amount Tx converted into units may be used, or the final requested torque obtained by correcting the driver request torque Te with the damping torque correction amount Tx may be used.

  Here, in the vibration suppression control in the vehicle vibration suppression control device 1, as described above, assuming the dynamic motion model in the pitch direction and the bounce direction of the vehicle body of the vehicle 10, the driver requested wheel torque Two and the wheel torque estimation are performed. A state equation of a state variable in the pitch direction or the bounce direction is configured with each value Tw (disturbance) as an input. Then, from this state equation, the input (vibration torque) for converging the state variables in the pitch direction and the bounce direction to 0 is determined using the theory of the optimal regulator, and the driver required torque Te is based on the obtained vibration damping torque. Is corrected.

  As a dynamic motion model in the bounce direction or pitch direction of the vehicle body of the vehicle 10, for example, as shown in FIG. 4, the vehicle body is regarded as a rigid body S having a mass M and an inertia moment I, and this rigid body S has an elastic modulus kf and damping. It is assumed that the vehicle is supported by a front wheel suspension of a rate cf, a rear wheel suspension of an elastic modulus kr, and a damping rate cr (a vehicle body sprung vibration model). In this case, the motion equation in the bounce direction (the mechanical motion model in the bounce direction) and the motion equation in the pitch direction (the mechanical motion model in the pitch direction) of the center of gravity Cg of the vehicle body are expressed as the following formula 1. be able to.

  In the above formula 1, Lf and Lr are distances from the center of gravity Cg to the front wheel axis and the rear wheel axis, r is a wheel radius, and h is a height of the center of gravity Cg from the road surface. . In Equation (1a), the first and second terms are components of the force from the front wheel shaft, and the third and fourth terms are components of the force from the rear wheel shaft. In Equation (1b), The term is from the front wheel shaft, and the second term is the moment component of the force from the rear wheel shaft. The third term in the formula (1b) is a moment component of the force that the wheel torque T (Two, Tw) generated in the drive wheel gives around the center of gravity of the vehicle body.

The above equations (1a) and (1b) are shown in the following equation (2a), with the displacements z and θ of the vehicle body of the vehicle 10 and their change rates dz / dt and dθ / dt as the state variable vector X (t). Thus, it can be rewritten in the form of a state equation (of a linear system).

dX (t) / dt = A · X (t) + B · u (t) (2a)

であり、行列Ａの各要素ａ１からａ４およびｂ１からｂ４は、それぞれ、上記の式（１ａ）、（１ｂ）に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、
ｂ３＝−（Ｌｆ^２・ｋｆ＋Ｌｒ^２・ｋｒ）／Ｉ、
ｂ４＝−（Ｌｆ^２・ｃｆ＋Ｌｒ^２・ｃｒ）／Ｉ
である。また、ｕ（ｔ）は、
ｕ（ｔ）＝Ｔ
であり、上記の状態方程式（２ａ）にて表されるシステムの入力である。したがって、上記の式（１ｂ）より、行列Ｂの要素ｐ１は、
ｐ１＝ｈ／（Ｉ・ｒ）
である。 In the above formula (2a), X (t), A, and B are respectively

The elements a1 to a4 and b1 to b4 of the matrix A are given by putting together the coefficients of z, θ, dz / dt, dθ / dt in the above 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,
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 above state equation (2a). Therefore, from the above equation (1b), the element p1 of the matrix B is
p1 = h / (I · r)
It is.

In the above state equation (2a),

u (t) = − K · X (t) (2b)

Then, the equation of state (2a) is

dX (t) / dt = (A−BK) · X (t) (2c)

It becomes. Therefore, 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). ), A 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 (2c) of the state variable vector X (t) is solved If K is determined, the damping torque u (t) that suppresses the bounce / pitch vibration is determined.

The gain K can be determined using a so-called optimal regulator theory. According to this theory, a quadratic evaluation function (integral range is 0 to ∞)

J = ∫ (X ^T QX + u ^T Ru) dt (3a)

When the value of is minimized, 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
It is known to be given by Here, P is, Rikatti 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）において、状態ベクトルの成分うち、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の成分の値を大きくすると、過渡特性重視、すなわち、状態ベクトルの値が速やかに安定値に収束し、Ｒの値を大きくすると、消費エネルギーが低減される。ここで、フィードフォワード制御部４ａに対応するゲインＫと、フィードバック制御部４ｂに対応するゲインＫを異ならせても良い。例えば、フィードフォワード制御部４ａに対応するゲインＫは、運転者の加速感に対応するゲイン、フィードバック制御部４ｂに対応するゲインＫは、運転者の手応えや応答性に対応するゲインとしても良い。 Note that Q and R in the evaluation function J and the Riccati equation are respectively a semi-positive definite symmetric matrix and a positive definite symmetric matrix, and are weight matrices of the evaluation function J determined by the system designer. For example, in the case of the motion model here, Q and R are

In Equation (3a), the norm (magnitude) of a particular one of the state vector components, for example, dz / dt, dθ / dt, is the other component, for example, the norm of z, θ. When the value is set larger, the component having the larger norm is converged relatively stably. Further, when the value of the Q component is increased, the transient characteristics are emphasized, that is, the value of the state vector quickly converges to a stable value, and when the value of R is increased, the energy consumption is reduced. Here, the gain K corresponding to the feedforward control unit 4a may be different from the gain K corresponding to the feedback control unit 4b. For example, the gain K corresponding to the feedforward control unit 4a may be a gain corresponding to the driver's feeling of acceleration, and the gain K corresponding to the feedback control unit 4b may be a gain corresponding to the driver's response and responsiveness.

  In the actual sprung mass damping control in the vehicle damping control unit 4, as shown in the block diagram of FIG. 2, the motion model unit 4e uses the torque input value to change the differential equation of the equation (2a). By solving, the state variable vector X (t) is calculated. Next, the gain K determined to converge the state variable vector X (t) to 0 or the minimum value as described above by the FF secondary regulator unit 4f and the FB secondary regulator unit 4h is output from the motion model unit 4e. The value u (t) multiplied by the state vector X (t), that is, the FF system damping torque correction amount U · FF and the FB system damping torque correction amount U · FB are supplied to the power source in the drive torque converter 4c. 21 is converted into the unit of the driver required torque Te, that is, the unit of the driving torque of the power source 21, and the adder 3b corrects the driver required torque Te. The system represented by the equations (1a) and (1b) is a resonant system, and the value of the state variable vector for an arbitrary input is substantially only the natural frequency component of the system. Therefore, by configuring so that the driver required torque Te is corrected by u (t) (converted value thereof), the natural frequency component of the system, that is, the pitch in the vehicle body of the vehicle 10 in the driver required torque Te. / The component causing the bounce vibration is corrected, and the pitch / bounce vibration in the vehicle body of the vehicle 10 is suppressed. When the component of the natural frequency of the system disappears in the driver required torque Te according to the driving request of the driver, the natural frequency of the system is out of the control commands according to the driver required torque Te output to the power source 21. The component is only -u (t), and the vibration due to Tw (disturbance) converges.

  The parameters of the dynamic motion model used in the motion model unit 4e are stored in the vehicle vibration control device 1. The vehicle damping control device 1 stores parameters such as M, I, Lf, Lr, h, r, kf, cf, kr, cr, and the like, and the FF system damping torque correction amounts U / FF and FB This is used when calculating the system damping torque correction amount U · FB.

  As a dynamic motion model in the bounce direction or pitch direction of the vehicle body of the vehicle 10, for example, as shown in FIG. 5, a model that takes into account the spring elasticity of the tires of the front wheels and the rear wheels in addition to the configuration of FIG. 4. (A sprung / lower vibration model of the vehicle body of the vehicle 10) may be employed. Assuming that the tires of the front wheels and the rear wheels have the elastic moduli ktf and ktr, respectively, as understood from FIG. 5, the motion equation in the bounce direction and the motion equation in the pitch direction of the center of gravity Cg of the vehicle body are , Which can be expressed as the following mathematical formula 4.

  In the above equation 4, 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)-(4d) form a state equation as in Equation (2a) as in FIG. 4, using 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 size of the state variable vector to 0 can be determined. The actual vibration suppression control in the vehicle vibration suppression control device 1 is the same as in the case of FIG.

  Here, in the feedback control unit 4b of the vehicle vibration suppression control unit 4 of FIG. 2, for example, the wheel torque input as a disturbance is actually detected by providing a torque sensor on each wheel 30FL, 30FR, 30RL, 30RR. The wheel torque estimated value Tw estimated by the wheel torque estimating unit 4g from other detectable values in the traveling vehicle 10 may be used here.

The estimated wheel torque value Tw is estimated by the following equation (5) using, for example, the average value ω of the wheel rotation speed obtained from the wheel speed sensor corresponding to each wheel or the time derivative of the average value r · ω of the wheel speed. Can be calculated.

Tw = M · r ² · dω / dt (5)

In the above formula (5), M is the mass of the vehicle, and r is the wheel radius. That is, assuming that the sum of the driving forces generated at the ground contact points of the driving wheels is equal to the overall driving force M · G (G is acceleration) of the vehicle 10, the estimated wheel torque value Tw is given by (5a).

Tw = M · G · r (5a)

The acceleration G of the vehicle is given by the following equation (5b) from the differential value of the wheel speed r · ω.

G = r · dω / dt (5b)

Therefore, the wheel torque is estimated as in the above equation (5).

  The vehicle vibration suppression control unit 4 of the present embodiment includes an FF system vibration suppression torque correction amount that is an FF control amount in the feedforward control unit 4a based on a driver request torque Te according to a driver's drive request, and a vehicle The vehicle damping control unit 4 that sets the damping torque based on the FB system damping torque correction amount that is the FB control amount in the feedback control unit 4 b based on the wheel speed of the 10 wheels is based on the operating state of the vehicle 10. Thus, by correcting the FF system damping torque correction amount or the FB system damping torque correction amount, it is possible to realize appropriate damping control according to the driving state of the vehicle 10.

  Here, as described above, the vehicle vibration suppression control unit 4 is basically an independent separate control system, although the feedforward control unit 4a and the feedback control unit 4b also serve as the motion model unit 4e. After calculating the FF system damping torque correction amount and the FB system damping torque correction amount, respectively, the FF system damping torque correction amount and the FB system damping torque correction amount are added to obtain the damping torque. It is set. For this reason, the vehicle vibration suppression control unit 4 performs the FF system damping torque correction amount of the feedforward control unit 4a and the FB system damping torque correction amount of the feedback control unit 4b before the actual damping torque is set. Thus, it is possible to individually perform upper and lower limit guards and to perform corrections. In addition, this makes it easy to block either one of the controls depending on the situation of the vehicle 10.

  The vehicle vibration suppression control unit 4 of this embodiment includes an FF control correction unit 4k and an FF control gain setting unit 4l in the feedforward control unit 4a, and an FB control correction unit 4m and an FB control gain in the feedback control unit 4b. It further includes a setting unit 4n. The vehicle damping control unit 4 corrects the FF system damping torque correction amount by the FF control correcting unit 4k and the FF control gain setting unit 4l, while the FB control correcting unit 4m and the FB control gain setting unit 4n The damping torque correction amount is corrected. That is, the vehicle damping control unit 4 sets the FF control gain according to the state of the vehicle 10 with respect to the FF system damping torque correction amount, and multiplies the FF system damping torque correction amount by the FF control gain. By correcting the system damping torque correction amount, setting the FB control gain according to the state of the vehicle 10 with respect to the FB system damping torque correction amount, and multiplying the FB system damping torque correction amount by this FB control gain, the FB Correct the system damping torque correction amount.

  The FF control correction unit 4k is positioned after the FF secondary regulator unit 4f and before the adder 4i. The FF control damping torque correction amount U / FF is input from the FF secondary regulator unit 4f, and the corrected FF system control unit 4k is corrected. The vibration torque correction amount U · FF is output to the adder 4i. The FF control correction unit 4k multiplies the FF system damping torque correction amount U · FF by the FF control gain K · FF set by the FF control gain setting unit 4l, thereby FF system damping torque correction amount U · FF. -Correct FF based on FF control gain K-FF. Then, the FF control gain setting unit 4 l sets the FF control gain K · FF according to the state of the vehicle 10. In other words, the FF system damping torque correction amount U · FF input from the FF secondary regulator unit 4f to the FF control correction unit 4k is set according to the state of the vehicle 10 by the FF control gain setting unit 4l. Thus, the FF control correction unit 4k performs correction according to the state of the vehicle 10. The FF control correction unit 4k may perform upper and lower limit guards so that the FF system damping torque correction amount U · FF is within a preset upper and lower limit guard value range.

  The FB control correction unit 4m is positioned after the FB secondary regulator unit 4h and before the adder 4i. The FB control damping torque correction amount U / FB is input from the FB secondary regulator unit 4h, and the corrected FB system control unit 4h is corrected. The vibration torque correction amount U · FB is output to the adder 4i. The FB control correction unit 4m multiplies the FB system damping torque correction amount U · FB by the FB control gain K · FB set by the FB control gain setting unit 4n, thereby obtaining the FB system damping torque correction amount U · FB. -Correct FB based on FB control gain K / FB. Then, the FB control gain setting unit 4 n sets the FB control gain K · FB according to the driving state of the vehicle 10. In other words, the FB system damping torque correction amount U / FB input from the FB secondary regulator unit 4h to the FB control correction unit 4m is set to the driving state of the vehicle 10 by the FB control gain setting unit 4n. By setting accordingly, the FB control correction unit 4m corrects the vehicle 10 according to the driving state. The FB control correction unit 4m may perform upper and lower limit guards so that the FB system damping torque correction amount U · FB is within a preset upper and lower limit guard value range.

  By the way, in the vehicle vibration suppression control device 1 configured as described above, for example, depending on the operating region of the power source 21 such as an engine, the above vibration suppression control and other control such as normal engine control are coordinated. It has been desired to perform more appropriate vibration suppression control such as adjusting the contradiction caused by controlling the planned power source 21 to generate the vibration suppression torque.

  Therefore, the vehicle vibration suppression control device 1 according to the present embodiment changes the vibration suppression control mode according to the operation region of the power source 21, for example, to coordinate the vibration suppression control with other control related to the power source 21. As shown, the vibration suppression control is appropriately executed according to the state of the power source 21.

  Specifically, the vehicle vibration damping control device 1 of the present embodiment includes a cooperative control unit 5 as shown in FIG. The cooperative control unit 5 changes the mode of vibration suppression control in accordance with the operation region of the power source 21.

  The cooperative control unit 5 of the present embodiment changes the mode of vibration suppression control when the power source 21 is operated in the vicinity of the boundary of different operating regions of the power source 21. Furthermore, the cooperative control unit 5 controls the power source 21 so that the power source 21 is operated in one operation region when the vibration source control is not executed when the power source 21 is operated in the vicinity of the boundary between different operation regions. By changing the mode of vibration control, coordination between vibration suppression control and other controls is performed, the power source 21 is controlled to adjust the contradiction caused by generating vibration suppression torque, and more appropriate vibration suppression control is executed. ing.

  Here, the operation region of the power source 21 is an operation region determined in accordance with at least the operation amount of the power source 21 for adjusting the control amount of the vibration suppression control. The cooperative control unit 5 is provided, for example, by being connected to the control command determination unit 3c, and restricts the operation amount of the power source 21 when the power source 21 is operated in the vicinity of a boundary between different operation regions. The mode of vibration suppression control is changed so that the power source 21 is operated in one operation region when vibration control is not executed.

  Here, the control amount of the vibration suppression control is a value to be adjusted to a desirable value in order to suppress the sprung vibration of the vehicle 10 in the vibration suppression control by the vehicle vibration suppression control device 1, that is, the sprung vibration of the vehicle 10. It is a value that should be controlled to suppress this. As described above, the control amount of the vibration suppression control of this embodiment is the vibration suppression torque as the wheel torque required for the wheels 30RL and 30RR in the vibration suppression control, but even if it is the vibration suppression torque correction amount Tx. Alternatively, it may be the final required torque obtained by correcting the driver required torque Te with the damping torque correction amount Tx.

  The operation amount of the power source 21 is a value that affects the damping torque (output) that is the control amount of the damping control using the power source 21 by being input to the power source 21 that is the control target. This is a value for adjusting the damping torque, which is the control amount of the damping control, through the power source 21 to be controlled. That is, the operation amount of the power source 21 is for adjusting the damping torque (actual value), which is the control amount of the damping control using the power source 21 that is the control target, to the required damping torque (target value). Is a value input to the power source 21. As described above, the operation amount of the power source 21 for adjusting the damping torque of the present embodiment is, for example, if the power source 21 is a gasoline engine, the throttle opening and ignition timing, and the power source 21 is a diesel engine. If there is a fuel injection amount, and if the power source 21 is a motor, then it is a supply current amount.

  Here, for example, when the power source 21 is a gasoline engine and the operation amount of the power source 21 for adjusting the damping torque is the throttle opening, that is, the operating region of the power source 21 has at least the damping torque. A case will be described in which it is determined according to the throttle opening which is the operation amount of the power source 21 for adjustment.

  Here, the operation region where the power source 21 is different is, for example, an operation region where the air-fuel ratio of the mixture of air and fuel combustible in the combustion chamber of the gasoline engine which is the power source 21 is different. More specifically, the different operation regions of the power source 21 are, for example, a theoretical air-fuel ratio operation region and a rich air-fuel ratio operation region. The stoichiometric air-fuel ratio operating region is an operating region in which the air-fuel ratio of the air-fuel mixture is the stoichiometric air-fuel ratio (stoichiometric), while the rich air-fuel ratio operating region is the amount of fuel increased with respect to oxygen so This is an operation region in which the rich air-fuel ratio is higher in the fuel ratio than the fuel ratio.

  FIG. 6 is a diagram illustrating an example of the driving region determination map. This driving region determination map is a map adapted in advance for each vehicle 10 on which the vehicle vibration suppression control device 1 is mounted, and is stored in a storage unit (not shown). In the operation region determination map of FIG. 6, the horizontal axis is the rotational speed corresponding to the engine rotational speed Er of the engine that is the power source 21, and the vertical axis is the throttle opening that is the operation amount of the power source 21 for adjusting the damping torque. It is a degree. The vertical axis may be an engine load determined according to the throttle opening.

  As illustrated in FIG. 6, the operation of the gasoline engine that constitutes the power source 21 is controlled based on a predetermined operation range corresponding to the engine speed and the throttle opening. In the operation region determination map illustrated in FIG. 6, for example, the first region is a stoichiometric air-fuel ratio operation region, and the second region is a rich air-fuel ratio operation region. That is, in the gasoline engine that constitutes the power source 21, when the combination of the rotational speed and the throttle opening is in the stoichiometric air-fuel ratio operation region of the first region, air-fuel ratio control is executed so that the air-fuel ratio becomes the stoichiometric air-fuel ratio. On the other hand, when the combination of the rotational speed and the throttle opening is in the rich air-fuel ratio operation region of the second region, the air-fuel ratio control is executed so that the air-fuel ratio becomes the rich air-fuel ratio.

  And the cooperation control part 5 can determine whether the motive power source 21 is drive | working in the vicinity of the boundary of a different driving | operation area | region based on the driving | operation area | region determination map of FIG. For example, based on the driving region determination map of FIG. 6, the cooperative control unit 5 determines that the driving point of the power source 21 determined by the combination of the driver requested throttle opening and the current rotational speed is the first region of the theoretical air-fuel ratio driving region. And the operating point of the power source 21 determined by the combination of the sum of the vibration suppression required throttle opening and the driver required throttle opening and the current rotational speed is within the rich air-fuel ratio operating region of the second region Alternatively, the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is in the rich air-fuel ratio operating region of the second region, and the vibration suppression required throttle opening and the driver required throttle open When the operating point of the power source 21 determined by the combination of the sum of the degrees and the current rotational speed is within the stoichiometric air-fuel ratio operating region of the first region, the power source 21 has a boundary between different operating regions. It can be determined to be operating at near.

  Here, the driver requested throttle opening is an operation amount (driver requested operation amount) of the power source 21 according to the driver requested torque Te before being corrected with the damping torque correction amount Tx. The vibration suppression request throttle opening is an operation amount (vibration request operation amount) of the power source 21 corresponding to the vibration suppression torque correction amount Tx. Further, the sum of the vibration control request throttle opening and the driver request throttle opening corresponds to the final request throttle opening (final request operation amount) that is the operation amount of the power source 21 corresponding to the final request torque.

  Then, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is within the theoretical air-fuel ratio operating region of the first region, and the vibration suppression required throttle opening. When the operating point of the power source 21 determined by the combination of the sum of the motor and the driver requested throttle opening and the current rotational speed is within the rich air-fuel ratio operating region of the second region, the vibration suppression requested throttle opening and the driver requested throttle The operating point of the power source 21 determined by the combination of the sum of the opening and the current rotational speed remains within the theoretical air-fuel ratio operating region of the first region, which is one of the operating regions when the vibration suppression control is not executed. The throttle opening as the operation amount is limited and reflected as the final throttle opening. As a result, the vehicle vibration damping control device 1 can appropriately execute the vibration damping control while suppressing the deterioration of the exhaust performance and the fuel consumption of the gasoline engine as the power source 21, and the driver's steering stability. The ride comfort of the occupant can be improved.

  Further, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is in the rich air-fuel ratio operating region of the second region, and the vibration suppression required throttle opening. When the operating point of the power source 21 determined by the combination of the sum of the motor and the driver required throttle opening and the current rotational speed is within the theoretical air-fuel ratio operating region of the first region, the vibration suppression required throttle opening and the driver required throttle The operating point of the power source 21 determined by the combination of the sum of the opening and the current rotational speed remains within the rich air-fuel ratio operating region of the second region, which is one of the operating regions when the vibration suppression control is not executed. The throttle opening as the operation amount is limited and reflected as the final throttle opening. As a result, the vehicle vibration suppression control device 1 is, for example, in a state in which the power source 21 can quickly respond to a further acceleration request in order to satisfy the demand on the running performance of the vehicle 10 and improve the responsiveness. Therefore, it is possible to improve the driving stability of the driver and the ride comfort of the occupant.

  Therefore, the vehicle vibration suppression control device 1 restricts the throttle opening that is the operation amount of the power source 21 and does not execute the vibration suppression control when the power source 21 is operated in the vicinity of the boundary between different operation regions. By changing the mode of the vibration suppression control so that the power source 21 is operated in the operation region, it is possible to achieve coordination between the vibration suppression control and the air-fuel ratio control of the power source 21, and execute the vibration suppression control appropriately. can do.

  Here, when the final throttle opening that is the operation amount of the power source 21 is limited, the cooperative control unit 5 determines the throttle opening that is the sum of the vibration control request throttle opening and the driver request throttle opening. The upper and lower limit guards may be provided for limiting. The cooperative control unit 5 is not limited to this, and changes various control gains when setting the damping torque correction amount Tx to limit the damping torque, the damping torque correction amount Tx, or the damping required throttle opening. Thus, the final throttle opening may be limited, or the final throttle opening may be limited by limiting the driver required throttle opening or the driver required throttle opening. Further, the cooperative control unit 5 restricts the final throttle opening by prohibiting the vibration suppression control itself, that is, by setting the vibration suppression torque correction amount Tx to 0 and the vibration suppression request throttle opening to 0. May be.

  Next, an example of cooperative control of the vehicle vibration suppression control device 1 according to the present embodiment will be described with reference to the flowchart of FIG. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms.

  The cooperative control unit 5 of the vehicle vibration suppression control device 1 determines whether vibration suppression control is being executed based on detection signals and control signals of various sensors, ON / OFF of the vibration suppression control execution flag, and the like. (S100). When the cooperative control unit 5 determines that the vibration suppression control is not being executed (S100: No), the operation amount corresponding to the final required torque included in the control command from the control command determining unit 3c to the power source 21 is finalized. The power source 21 is controlled by reflecting the amount of operation (final throttle opening) (S106), the current control cycle is terminated, and the next control cycle is started. Here, the damping torque correction amount Tx is 0, and the damping required throttle opening is 0.

  When it is determined that the vibration suppression control is being executed (S100: No), the cooperative control unit 5 operates the power source 21 that is determined by a combination of the driver requested throttle opening that is the driver requested operation amount and the current rotation speed. The point is within the theoretical air-fuel ratio operation region of the first region, and the sum of the vibration control request throttle opening that is the vibration control request operation amount and the driver request throttle opening that is the driver request operation amount and the current rotational speed It is determined whether or not the operating point of the power source 21 determined by the combination is within the rich air-fuel ratio operating region of the second region (S102).

  When the cooperative control unit 5 determines that the determination in S102 is Yes (S102: Yes), the sum of the vibration control request throttle opening that is the vibration control request operation amount and the driver request throttle opening that is the driver request operation amount The final required torque included in the control command from the control command determination unit 3c to the power source 21 so that the operating point of the power source 21 determined by the combination with the current rotational speed remains within the theoretical air-fuel ratio operating region of the first region. The throttle opening that is the operation amount corresponding to the upper limit is guarded (S104), this is reflected as the final throttle opening to control the power source 21 (S106), the current control cycle is terminated, and the next control cycle is reached. Transition.

  When the cooperative control unit 5 determines that the determination in S102 is No (S102: No), the operating point of the power source 21 determined by the combination of the driver requested throttle opening that is the driver requested operation amount and the current rotational speed is the first. A combination of the current rotation speed and the sum of the vibration control request throttle opening which is the vibration control request operation amount and the driver request throttle opening which is the driver request operation amount within the rich air-fuel ratio operation region of two regions It is determined whether or not the determined operating point of the power source 21 is within the theoretical air-fuel ratio operating region of the first region (S108).

  When the cooperative control unit 5 determines that the determination in S108 is Yes (S108: Yes), the sum of the vibration control request throttle opening that is the vibration control request operation amount and the driver request throttle opening that is the driver request operation amount The final required torque included in the control command from the control command determination unit 3c to the power source 21 so that the operating point of the power source 21 determined by the combination with the current rotational speed remains in the rich air-fuel ratio operating region of the second region. The throttle opening that is the operation amount corresponding to the lower limit is guarded (S110), and this is reflected as the final throttle opening to control the power source 21 (S106), the current control cycle is terminated, and the next control cycle is reached. Transition.

  If the cooperative control unit 5 determines that the determination in S108 is No (S108: No), the operation amount corresponding to the final required torque included in the control command from the control command determination unit 3c to the power source 21 is used as it is as the final operation amount. The power source 21 is controlled as reflected as (final throttle opening) (S106), the current control cycle is terminated, and the next control cycle is started.

  Note that the different operation regions of the power source 21 described above are not limited to the theoretical air-fuel ratio operation region and the rich air-fuel ratio operation region.

  Different operating regions of the power source 21 may be, for example, a theoretical air-fuel ratio operating region and a lean air-fuel ratio operating region. The stoichiometric air-fuel ratio operating region is an operating region in which the air-fuel ratio of the air-fuel mixture is the stoichiometric air-fuel ratio (stoichiometric), while the lean air-fuel ratio operating region is a fuel that reduces the amount of fuel relative to oxygen and the air-fuel ratio of the air-fuel mixture becomes stoichiometric. This is an operating region where the fuel ratio is a lean air-fuel ratio smaller than the fuel ratio. The lean air-fuel ratio operation region is, for example, a lean burn operation region in which the gasoline engine that forms the power source 21 is operated by lean burn, and by reducing the ratio of fuel to oxygen from the stoichiometric air-fuel ratio. This is an operating area that aims to improve engine combustion efficiency, lower fuel consumption, and improve exhaust performance.

  FIG. 8 is a diagram illustrating another example of the driving region determination map. This driving region determination map is a map adapted in advance for each vehicle 10 on which the vehicle vibration suppression control device 1 is mounted, and is stored in a storage unit (not shown). In the operating region determination map of FIG. 8, the horizontal axis is the rotational speed corresponding to the engine rotational speed Er of the engine that is the power source 21, and the vertical axis is the throttle opening that is the operation amount of the power source 21 for adjusting the damping torque. It is a degree. The vertical axis may be an engine load determined according to the throttle opening.

  In the operation region determination map illustrated in FIG. 8, for example, the first region is a lean air-fuel ratio operation region, and the second region is a stoichiometric air-fuel ratio operation region. That is, in the gasoline engine that constitutes the power source 21, when the combination of the rotational speed and the throttle opening is in the lean air-fuel ratio operation region of the first region, the air-fuel ratio control is executed so that the air-fuel ratio becomes the lean air-fuel ratio. On the other hand, when the combination of the rotational speed and the throttle opening is in the stoichiometric air-fuel ratio operation region of the second region, the air-fuel ratio control is executed so that the air-fuel ratio becomes the stoichiometric air-fuel ratio.

  In this case, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is within the lean air-fuel ratio operating region of the first region, and the vibration suppression required throttle When the operating point of the power source 21 determined by the combination of the sum of the opening and the driver requested throttle opening and the current rotation speed is within the stoichiometric air-fuel ratio operation region of the second region, the vibration suppression requested throttle opening and the driver The operating point of the power source 21 determined by the combination of the sum of the required throttle opening and the current rotational speed remains within the lean air-fuel ratio operating region of the first region, which is one of the operating regions when the vibration suppression control is not executed. As described above, the throttle opening as the operation amount is limited and reflected as the final throttle opening. As a result, the vehicle vibration damping control device 1 can appropriately execute the vibration damping control while suppressing the deterioration of the exhaust performance and the fuel consumption of the gasoline engine as the power source 21, and the driver's steering stability. The ride comfort of the occupant can be improved.

  Further, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is within the theoretical air-fuel ratio operating region of the second region, and the vibration suppression required throttle opening. When the operating point of the power source 21 determined by the combination of the sum of the motor and the driver requested throttle opening and the current rotational speed is within the lean air-fuel ratio operating region of the first region, the vibration suppression requested throttle opening and the driver requested throttle The operating point of the power source 21 determined by the combination of the sum of the opening and the current rotational speed remains within the theoretical air-fuel ratio operating region of the second region, which is one of the operating regions when the vibration suppression control is not executed. The throttle opening as the operation amount is limited and reflected as the final throttle opening. As a result, the vehicle vibration suppression control device 1 is, for example, in a state in which the power source 21 can quickly respond to a further acceleration request in order to satisfy the demand on the running performance of the vehicle 10 and improve the responsiveness. Therefore, it is possible to improve the driving stability of the driver and the ride comfort of the occupant.

  Therefore, the vehicle vibration suppression control device 1 restricts the throttle opening that is the operation amount of the power source 21 and does not execute the vibration suppression control when the power source 21 is operated in the vicinity of the boundary between different operation regions. By changing the mode of the vibration suppression control so that the power source 21 is operated in the operation region, it is possible to achieve coordination between the vibration suppression control and the air-fuel ratio control of the power source 21, and execute the vibration suppression control appropriately. can do.

  Further, the different operation areas of the power source 21 may be, for example, a reduced cylinder operation area and an all cylinder operation area. The reduced-cylinder operation region is a gasoline engine that forms the power source 21 and includes a so-called variable cylinder system that stops at least one of the plurality of cylinders in accordance with the operation condition. This is an operation region in which at least one operation is stopped. The reduced-cylinder operation region is an operation region in which, for example, at least one of the plurality of cylinders is stopped in accordance with the operation condition, thereby reducing fuel consumption and improving exhaust performance in the engine. On the other hand, the all-cylinder operation region is an operation region in which all of the plurality of cylinders of the gasoline engine that constitutes the power source 21 are operated. The all-cylinder operation region is an operation region for ensuring, for example, necessary power performance at the time of starting or acceleration by operating all of the plurality of cylinders. The reduced-cylinder operation region and the all-cylinder operation region are combinations of regions in which the sum of the longitudinal lengths (cylinder axial lengths) of cylinders operating in the gasoline engine that constitutes the power source 21 is different from each other. Is also a corresponding one.

  In this case, for example, in the operation region determination map illustrated in FIG. 8, the first region may be the reduced cylinder operation region and the second region may be the all cylinder operation region. That is, the gasoline engine that constitutes the power source 21 has a variable cylinder so as to stop at least one of the plurality of cylinders when the combination of the rotational speed and the throttle opening is in the reduced-cylinder operation region of the first region. On the other hand, when the combination of the rotational speed and the throttle opening is in the all-cylinder operation region of the second region, the variable cylinder control is performed so that all of the plurality of cylinders are operated.

  In this case, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is within the reduced-cylinder operating region of the first region, and that the vibration suppression required throttle is opened. When the operating point of the power source 21 determined by the combination of the sum of the speed and the driver required throttle opening and the current rotational speed is within the all-cylinder operating region of the second region, the vibration suppression required throttle opening and the driver required throttle The operating point of the power source 21 determined by the combination of the sum of the opening and the current rotational speed stays within the reduced-cylinder operating region of the first region, which is one of the operating regions when the vibration suppression control is not executed. The throttle opening as the operation amount is limited and reflected as the final throttle opening. As a result, the vehicle vibration damping control device 1 can appropriately execute the vibration damping control while suppressing the deterioration of the exhaust performance and the fuel consumption of the gasoline engine as the power source 21, and the driver's steering stability. The ride comfort of the occupant can be improved.

  Further, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver requested throttle opening and the current rotational speed is within the all-cylinder operating region of the second region, When the operating point of the power source 21 determined by the combination of the sum of the driver required throttle opening and the current rotational speed is within the reduced-cylinder operating region of the first region, the vibration suppression required throttle opening and the driver required throttle opening The operation amount is determined so that the operating point of the power source 21 determined by the combination of the sum of and the current rotational speed remains within the all-cylinder operating region of the second region, which is one of the operating regions when the vibration suppression control is not executed. The throttle opening is limited to reflect the final throttle opening. As a result, the vehicle vibration suppression control device 1 is, for example, in a state in which the power source 21 can quickly respond to a further acceleration request in order to satisfy the demand on the running performance of the vehicle 10 and improve the responsiveness. Therefore, it is possible to improve the driving stability of the driver and the ride comfort of the occupant.

  Therefore, the vehicle vibration suppression control device 1 restricts the throttle opening that is the operation amount of the power source 21 and does not execute the vibration suppression control when the power source 21 is operated in the vicinity of the boundary between different operation regions. By changing the mode of the vibration suppression control so that the power source 21 is operated in the operation region, it is possible to achieve coordination between the vibration suppression control and the variable cylinder control of the power source 21, and execute the vibration suppression control appropriately. can do. Further, the vehicle vibration damping control device 1 needs to operate and stop a specific cylinder after properly executing the vibration damping control by coordinating the vibration damping control with the variable cylinder control of the power source 21. It can suppress that it repeats above, It can suppress that what is called NV performance (noise vibration performance) deteriorates.

  In addition, the operation region where the power source 21 is different may be, for example, an operation region where the intake state of the gasoline engine which is the power source 21 is different. More specifically, the operation regions where the power source 21 is different include, for example, an intake flow control valve closing operation region and an intake flow control valve opening operation region as operation regions having different intake states of the gasoline engine. May be. The intake flow control valve closing operation region is a gasoline engine that forms the power source 21 and includes an intake flow control valve (intake fluid valve) provided in the intake passage, and the intake flow control valve is closed. It is an operation area. On the other hand, the intake flow control valve opening operation region is an operation region in which the intake flow control valve is opened.

  Here, the intake flow control valve provided in the intake passage changes the intake flow introduced into the combustion chamber of the engine that forms the power source 21 by being controlled to open and close to generate a vortex flow. The tumble control valve (TCV : Tube Control Valve), swirl control valve (SCV: Swirl Control Valve), etc. are examples. The tumble control valve can relatively strengthen the tumble flow generated in the combustion chamber by relatively reducing the opening degree (in other words, the cross-sectional area of the intake passage through which intake air can pass). The valve can relatively strengthen the swirl flow generated in the combustion chamber by making the opening degree relatively small. The above-described intake flow control valve closing operation region typically has a relatively small opening and increases the strength of the vortex generated in the combustion chamber, thereby improving engine combustion efficiency, fuel efficiency, and exhaust performance. This is an operating area where improvement is achieved.

  In this case, for example, in the operation region determination map illustrated in FIG. 8, the first region may be the intake flow control valve closing operation region, and the second region may be the intake flow control valve opening operation region. That is, in the gasoline engine that constitutes the power source 21, when the combination of the rotational speed and the throttle opening is in the intake flow control valve closing operation region of the first region, the opening of the intake flow control valve is relatively small. On the other hand, when the intake flow control valve opening / closing control is executed as described above, and the combination of the rotational speed and the throttle opening is in the intake flow control valve opening operation region of the second region, the opening of the intake flow control valve is fully opened. Thus, the intake flow control valve opening / closing control is executed.

  In this case, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver requested throttle opening and the current rotational speed is in the first region of the intake flow control valve closing operation region, and When the operating point of the power source 21 determined by the combination of the sum of the vibration demand throttle opening and the driver demand throttle opening and the current rotational speed is within the intake flow control valve opening operation area of the second area, Intake flow in the first region, which is one of the operation regions when the operation point of the power source 21 determined by the combination of the sum of the requested throttle opening and the driver requested throttle opening and the current rotational speed does not execute the vibration suppression control The throttle opening as the operation amount is limited so as to remain in the control valve closing operation region, and is reflected as the final throttle opening. As a result, the vehicle vibration damping control device 1 can appropriately execute the vibration damping control while suppressing the deterioration of the exhaust performance and the fuel consumption of the gasoline engine as the power source 21, and the driver's steering stability. The ride comfort of the occupant can be improved.

  Further, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver requested throttle opening and the current rotational speed is within the second region of the intake flow control valve opening operation region, and the vibration control request When the operating point of the power source 21 determined by the combination of the sum of the throttle opening and the driver requested throttle opening and the current rotational speed is within the first region of the intake flow control valve closing operation region, the vibration suppression request throttle The intake flow control valve in the second region, which is one of the operating regions when the operating point of the power source 21 determined by the combination of the sum of the opening and the driver required throttle opening and the current rotational speed does not execute the vibration suppression control The throttle opening as the operation amount is limited so as to remain in the valve opening operation region, and is reflected as the final throttle opening. As a result, the vehicle vibration suppression control device 1 is, for example, in a state in which the power source 21 can quickly respond to a further acceleration request in order to satisfy the demand on the running performance of the vehicle 10 and improve the responsiveness. Therefore, it is possible to improve the driving stability of the driver and the ride comfort of the occupant.

  Therefore, the vehicle vibration suppression control device 1 restricts the throttle opening that is the operation amount of the power source 21 and does not execute the vibration suppression control when the power source 21 is operated in the vicinity of the boundary between different operation regions. By changing the mode of the vibration suppression control so that the power source 21 is operated in the operation region, the cooperation between the vibration suppression control and the intake flow control valve opening / closing control of the power source 21 can be achieved, and the vibration suppression is appropriately performed. Control can be performed.

  The intake flow control valve closing operation region and the intake flow control valve opening operation region are also operation regions in which the operation state of the intake flow control valve that is an actuator of the power source 21 is different. That is, the operation state of the intake flow control valve in the intake flow control valve closing operation region is an operation state in which the opening degree of the intake flow control valve is set to be relatively small, while the intake flow control valve opening operation is performed. The operating state of the intake flow control valve in the region is an operating state in which the opening degree of the intake flow control valve is set to fully open. In other words, the intake flow control valve that is the actuator of the power source 21 has its operating state in accordance with the throttle opening that is the operation amount of the power source 21 for adjusting the damping torque that is the control amount of the damping control. Can be switched. That is, in this power source 21, the operating point of the power source 21 determined by the combination of the throttle opening and the current rotational speed is from the intake flow control valve closing operation region which is the first region to the intake flow control which is the second region. Each time the valve moves to the valve opening operation region or moves from the intake flow control valve opening operation region which is the second region to the intake flow control valve closing operation region which is the first region, the operating state of the actuator is switched.

  Here, the vehicle vibration damping control device 1 appropriately controls vibration damping by coordinating the vibration damping control and the intake flow control valve opening / closing control that is the actuator drive control of the power source 21 as described above. , The switching of the operation state of the intake flow control valve that is the actuator of the power source 21 more than necessary can be suppressed, so-called hunting can be suppressed, and the number of operations of the intake flow control valve can be suppressed. The device life can be extended and the control power can be reduced.

  Further, the different operation regions of the power source 21 may be, for example, a variable intake control valve closing operation region and a variable intake control valve opening operation region as operation regions having different intake states of the gasoline engine. The variable intake control valve closing operation region is a gasoline engine that constitutes the power source 21, and is equipped with a so-called variable intake system (ACIS: Acoustic Control Induction System) that can change the path, length, volume, and the like of the intake passage. This is an operation region in which the ACIS valve as the variable intake control valve of the variable intake system is closed in the engine. On the other hand, the variable intake control valve opening operation region is an operation region in which the ACIS valve is opened.

  In this variable intake system, the ACIS valve is controlled to open and close, thereby changing the route, length, volume, etc. of the intake passage to stabilize idling according to the state of the engine, etc. It is for raising the filling efficiency of the. In the variable intake system, for example, the opening of the ACIS valve (in other words, the cross-sectional area of the passage through which intake air can pass through the intake passage) is fully opened to fill the intake air into the combustion chamber of the engine that forms the power source 21. Efficiency can be improved.

  FIG. 9 is a diagram illustrating another example of the driving region determination map. This driving region determination map is a map adapted in advance for each vehicle 10 on which the vehicle vibration suppression control device 1 is mounted, and is stored in a storage unit (not shown). In the operation region determination map of FIG. 9, the horizontal axis is the rotational speed corresponding to the engine rotational speed Er of the engine that is the power source 21, and the vertical axis is the throttle opening that is the operation amount of the power source 21 for adjusting the damping torque. It is a degree. The vertical axis may be an engine load determined according to the throttle opening.

  In the operation region determination map illustrated in FIG. 9, for example, the first region is a variable intake control valve closing operation region, and the second region is a variable intake control valve opening operation region. That is, the gasoline engine that constitutes the power source 21 is variable so that the opening of the ACIS valve is fully closed when the combination of the rotational speed and the throttle opening is in the variable intake control valve closing operation region of the first region. While the intake air control is executed, when the combination of the rotation speed and the throttle opening is in the variable intake valve opening operation region of the second region, the variable intake control is executed so that the ACIS valve opening is fully opened. Is done.

  In this case, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver requested throttle opening and the current rotational speed is within the variable intake control valve closing operation region of the first region, and When the operating point of the power source 21 determined by the combination of the sum of the vibration required throttle opening and the driver required throttle opening and the current rotation speed is within the variable intake valve opening operation region of the second region, Variable intake in the first region, which is one of the operating regions when the operating point of the power source 21 determined by the combination of the sum of the required throttle opening and the driver required throttle opening and the current rotational speed does not execute vibration suppression control The throttle opening as the operation amount is limited so as to remain in the control valve closing operation region, and is reflected as the final throttle opening. As a result, the vehicle vibration damping control device 1 can appropriately execute the vibration damping control while suppressing the deterioration of the exhaust performance and the fuel consumption of the gasoline engine as the power source 21, and the driver's steering stability. The ride comfort of the occupant can be improved.

  Further, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is within the variable intake valve opening operation region of the second region, and the vibration control request When the operating point of the power source 21 determined by the combination of the sum of the throttle opening and the driver requested throttle opening and the current rotational speed is within the variable intake control valve closing operation region of the first region, the vibration suppression request throttle The variable intake control valve in the second region, which is one of the operation regions when the operation point of the power source 21 determined by a combination of the sum of the opening and the driver required throttle opening and the current rotational speed does not execute the vibration suppression control The throttle opening as the operation amount is limited so as to remain in the valve opening operation region, and is reflected as the final throttle opening. As a result, the vehicle vibration suppression control device 1 is, for example, in a state in which the power source 21 can quickly respond to a further acceleration request in order to satisfy the demand on the running performance of the vehicle 10 and improve the responsiveness. Therefore, it is possible to improve the driving stability of the driver and the ride comfort of the occupant.

  Therefore, the vehicle vibration suppression control device 1 restricts the throttle opening that is the operation amount of the power source 21 and does not execute the vibration suppression control when the power source 21 is operated in the vicinity of the boundary between different operation regions. By changing the mode of the vibration suppression control so that the power source 21 is operated in the operation region, it is possible to achieve coordination between the vibration suppression control and the variable intake control of the power source 21, and execute the vibration suppression control appropriately. can do.

  In addition, the variable intake control valve closing operation region and the variable intake control valve opening operation region are the same as the intake flow control valve closing operation region and the intake flow control valve opening operation region described above. This is also an operation region where the operating state of the ACIS valve of the variable intake system which is an actuator is different. Here, the vehicle vibration suppression control device 1 appropriately executes the vibration suppression control by coordinating the vibration suppression control and the variable intake control that is the actuator drive control of the power source 21 as described above. In the above, switching of the operating state of the ACIS valve of the variable intake system that is the actuator of the power source 21 more than necessary can be suppressed, so-called hunting can be suppressed, the number of times the ACIS valve can be operated, and the life of the apparatus Can be extended or the control power can be reduced.

  Further, the operation region where the power source 21 is different may be an operation region where the exhaust state of the gasoline engine which is the power source 21 is different, for example. More specifically, the different operation regions of the power source 21 may be, for example, an exhaust cooling promotion operation region and a basic operation region as operation regions having different exhaust states of the gasoline engine. The exhaust cooling promotion operation region is a gasoline engine that constitutes the power source 21 and includes an exhaust cooling system provided in the exhaust passage, and is an operation region in which exhaust cooling of the engine is promoted by the exhaust cooling system. On the other hand, the basic operation region is an operation region in which engine exhaust cooling is not promoted by the exhaust cooling system.

  Here, this exhaust cooling system is, for example, for promoting the exhaust cooling of the engine by changing the route, length, volume, etc. of the exhaust passage by controlling the opening and closing of the exhaust cooling control valve. is there. The exhaust cooling system, for example, changes the exhaust passage route, length, volume, etc. by fully opening the opening of the exhaust cooling control valve (in other words, the cross-sectional area of the exhaust passage through which exhaust gas can pass). The exhaust cooling of the engine that forms the source 21 can be promoted.

  In this case, for example, in the operation region determination map illustrated in FIG. 8, the first region may be a basic operation region and the second region may be an exhaust cooling promotion operation region. In other words, when the combination of the rotational speed and the throttle opening is in the first basic operation region, the gasoline engine constituting the power source 21 does not promote the exhaust cooling of the engine by the exhaust cooling system. On the other hand, when the combination of the rotational speed and the throttle opening is in the exhaust cooling promotion operation region of the second region, the exhaust cooling control is executed so as to promote the exhaust cooling of the engine by the exhaust cooling system.

  In this case, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is within the basic operating area of the first area, and the vibration suppression required throttle opening. When the operating point of the power source 21 determined by the combination of the sum of the engine speed and the driver required throttle opening and the current rotational speed is within the exhaust cooling promotion operating region of the second region, the vibration suppression required throttle opening and the driver required throttle The operation point of the power source 21 determined by the combination of the sum of the opening and the current rotational speed is controlled so as to remain within the basic operation region of the first region, which is one of the operation regions when the vibration suppression control is not executed. The throttle opening as a quantity is limited and reflected as the final throttle opening. As a result, the vehicle vibration damping control device 1 can appropriately execute the vibration damping control while suppressing the deterioration of the exhaust performance and the fuel consumption of the gasoline engine as the power source 21, and the driver's steering stability. The ride comfort of the occupant can be improved.

  Further, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is within the exhaust cooling promotion operating region of the second region, and the vibration suppression required throttle opening. When the operating point of the power source 21 determined by the combination of the sum of the motor and the driver required throttle opening and the current rotational speed is within the basic operating area of the first area, the vibration suppression required throttle opening and the driver required throttle opening So that the operating point of the power source 21 determined by the combination of the sum of and the current rotational speed remains within the exhaust cooling promotion operating region of the second region, which is one of the operating regions when the vibration suppression control is not executed. The throttle opening as a quantity is limited and reflected as the final throttle opening. As a result, the vehicle vibration suppression control device 1 is, for example, in a state in which the power source 21 can quickly respond to a further acceleration request in order to satisfy the demand on the running performance of the vehicle 10 and improve the responsiveness. Therefore, it is possible to improve the driving stability of the driver and the ride comfort of the occupant.

  Therefore, the vehicle vibration suppression control device 1 restricts the throttle opening that is the operation amount of the power source 21 and does not execute the vibration suppression control when the power source 21 is operated in the vicinity of the boundary between different operation regions. By changing the mode of the vibration suppression control so that the power source 21 is operated in the operation region, it is possible to achieve coordination between the vibration suppression control and the exhaust cooling control of the power source 21, and execute the vibration suppression control appropriately. can do.

  Further, the basic operation region and the exhaust cooling promotion operation region are the exhaust of the exhaust cooling system that is the actuator of the power source 21, as in the above-described intake flow control valve closing operation region and intake flow control valve opening operation region. It is also an operating region where the operating state of the cooling control valve is different. Here, the vehicle vibration damping control device 1 appropriately executes the vibration damping control by coordinating the vibration damping control and the exhaust cooling control that is the actuator drive control of the power source 21 as described above. In the above, switching of the operating state of the exhaust cooling control valve of the exhaust cooling system that is the actuator of the power source 21 more than necessary can be suppressed, so-called hunting can be suppressed, and the number of operations of the exhaust cooling control valve can be suppressed. Thus, the life of the apparatus can be extended and the control power can be reduced.

  In addition, the operation areas where the power source 21 is different may be, for example, an EGR (Exhaust Gas Recirculation) operation area and an EGR non-operation area as operation areas where the exhaust state of the engine is different. . The EGR operation operation region is an engine that constitutes the power source 21 and includes an EGR system provided in the exhaust passage, and is an operation region in which the exhaust gas of the engine is recirculated to the intake side by the EGR system. On the other hand, the EGR non-operating operation region is an operation region in which the exhaust gas of the engine is not recirculated to the intake side by the EGR system.

  Here, this EGR system, for example, improves the exhaust performance of the engine and the fuel efficiency by recirculating the exhaust gas to the intake side of the engine through the EGR passage by controlling the opening and closing of the EGR valve. It is for illustration. In the EGR system, for example, the amount of exhaust gas recirculated to the intake side of the engine is increased by relatively increasing the opening of the EGR valve (passage cross-sectional area through which exhaust gas can pass). It is possible to improve performance and fuel consumption.

  In this case, for example, in the operation region determination map illustrated in FIG. 8, the first region may be an EGR operation region and the second region may be an EGR non-operation region. In other words, the engine that constitutes the power source 21 recirculates the exhaust gas of the engine to the intake side by the EGR system when the combination of the rotation speed and the throttle opening is in the EGR operation operation region of the first region. When the EGR control is executed and the combination of the rotation speed and the throttle opening is in the EGR non-operating operation region of the second region, the engine exhaust gas is not recirculated to the intake side by the EGR system. EGR control is executed.

  In this case, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is within the EGR operation operating region of the first region, and that the vibration suppression requesting throttle is opened. When the operating point of the power source 21 determined by the combination of the sum of the speed and the driver requested throttle opening and the current rotational speed is within the EGR non-operating operation region of the second region, the vibration suppression requested throttle opening and the driver request The operating point of the power source 21 determined by the combination of the sum of the throttle opening and the current rotational speed stays within the EGR operating operating region of the first region, which is one operating region when vibration suppression control is not executed. The throttle opening as the operation amount is limited and reflected as the final throttle opening. As a result, the vehicle vibration suppression control device 1 can appropriately execute the vibration suppression control while suppressing the deterioration of the exhaust performance of the engine that is the power source 21 and the deterioration of the fuel consumption. The ride comfort of the occupant can be improved.

  Further, the cooperative control unit 5 determines that the operating point of the power source 21 determined by the combination of the driver required throttle opening and the current rotational speed is in the EGR non-operating operation region of the second region, and the vibration suppression required throttle opening. When the operating point of the power source 21 determined by the combination of the sum of the engine speed and the driver requested throttle opening and the current rotational speed falls within the EGR operation operating area of the first area, the vibration suppression required throttle opening and the driver requested throttle opening So that the operating point of the power source 21 determined by the combination of the sum of degrees and the current rotational speed stays within the EGR non-operating operating region of the second region, which is one operating region when the vibration suppression control is not executed. The throttle opening as the operation amount is limited and reflected as the final throttle opening. As a result, the vehicle vibration suppression control device 1 is, for example, in a state in which the power source 21 can quickly respond to a further acceleration request in order to satisfy the demand on the running performance of the vehicle 10 and improve the responsiveness. Therefore, it is possible to improve the driving stability of the driver and the ride comfort of the occupant.

  Therefore, the vehicle vibration suppression control device 1 restricts the throttle opening that is the operation amount of the power source 21 and does not execute the vibration suppression control when the power source 21 is operated in the vicinity of the boundary between different operation regions. By changing the mode of the vibration suppression control so that the power source 21 is operated in the operation region, it is possible to achieve coordination between the vibration suppression control and the EGR control of the power source 21, and appropriately execute the vibration suppression control. be able to.

  The EGR operating region and the EGR non-operating region are similar to the above-described intake flow control valve closing operation region and intake flow control valve opening operation region, respectively. It is also an operating region where the operating states of the valves are different. Here, the vehicle vibration suppression control device 1 appropriately executes the vibration suppression control by coordinating the vibration suppression control and the EGR control that is the actuator drive control of the power source 21 as described above. Therefore, switching of the operation state of the EGR valve of the EGR system that is the actuator of the power source 21 more than necessary can be suppressed, so-called hunting can be suppressed, the number of operation times of the EGR valve can be suppressed, and the life of the apparatus can be extended. Control power can be reduced.

  It should be noted that the operating state is switched in accordance with the means for varying the exhaust state of the engine that constitutes the power source 21 or the operation amount of the power source 21 for adjusting the control amount (vibration suppression torque) of the vibration suppression control. The actuator of the power source 21 is not limited to the exhaust cooling control valve of the exhaust cooling system or the EGR valve of the EGR system. For example, an exhaust pressure control valve that variably controls the exhaust pressure of the engine or a supercharger in an engine having a supercharger. A wastegate valve that controls the boost pressure by opening and closing a bypass pipe (waistgate) that bypasses the turbine of the engine, an exhaust brake that generates braking force by blocking the exhaust passage and increasing the back pressure applied to the piston of the engine, Bypass that opens and closes the branch exhaust passages, each of which is provided with a catalyst, to guide exhaust gas to any catalyst according to the exhaust temperature Or the like may be used.

  Further, the vehicle vibration damping control device 1 may have a plurality of combinations of different operation regions of the power source 21 as described above. In this case, the power source 21 operates near the boundary of the different operation regions in each combination. In this case, the mode of vibration suppression control may be changed. Even in this case, the vehicle vibration damping control device 1 can coordinate the vibration damping control with other controls related to the power source 21 and appropriately execute the vibration damping control according to the state of the power source 21. it can.

  In the above description, the operating range of the power source 21 is determined in accordance with at least the operation amount of the power source 21 for adjusting the control amount (vibration suppression torque) of the vibration suppression control, and in the above description, the throttle opening. Although described as a thing, it is not restricted to this. The operating range of the power source 21 may be determined simply according to various parameters relating to the state of the power source 21.

  Further, in the above description, the vehicle vibration suppression control device 1 is, as described above, in one operation region when the vibration source control is not performed when the power source 21 is operated in the vicinity of the boundary between different operation regions. Although the description has been made assuming that the mode of vibration suppression control is changed so that the power source 21 is operated, the present invention is not limited to this, and any mode may be used as long as the mode of vibration suppression control is changed according to the operation region of the power source 21.

  For example, the cooperative control unit 5 adjusts the damping torque of the damping control by changing the means for adjusting the damping torque that is the control amount of the damping control for each of the different operation regions of the power source 21. Therefore, the mode of the vibration suppression control may be changed by changing the type of the operation amount of the power source 21. That is, the cooperative control unit 5 may change the mode of vibration suppression control to a mode corresponding to each driving region in different driving regions of the driving source 21.

  In this case, the different operation regions of the power source 21 may include a supercharging adjustment operation region and a throttle adjustment operation region, for example, when the engine forming the power source 21 includes a supercharger and a throttle valve. The supercharging adjustment operation region is an operation for adjusting a damping torque that is a control amount of the damping control by adjusting a supercharging pressure of the intake passage by a supercharger provided in an intake passage of the engine that constitutes the power source 21. It is an area. The throttle adjustment operation region is an operation region in which the damping torque, which is the control amount of the damping control, is adjusted by adjusting the opening degree of the intake passage by a throttle valve provided in the intake passage of the engine that forms the power source 21. .

  With reference to the flowchart of FIG. 10, another example of the cooperative control of the vehicle vibration suppression control device 1 according to the present embodiment will be described. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms.

  The cooperative control unit 5 of the vehicle vibration suppression control device 1 determines whether vibration suppression control is being executed based on detection signals and control signals of various sensors, ON / OFF of the vibration suppression control execution flag, and the like. (S200). When it is determined that the vibration suppression control is not being executed (S200: No), the cooperative control unit 5 ends the current control cycle and shifts to the next control cycle.

  When the cooperative control unit 5 determines that the vibration suppression control is being executed (S200: Yes), for example, whether or not the current operation point of the power source 21 is within the supercharging adjustment operation region that is the first region. Is determined (S202). For example, the cooperative control unit 5 determines whether or not the current operating point of the power source 21 is an operating region in which the damping torque that is the control amount of damping control cannot be adjusted unless the boost pressure is set. It is possible to determine whether or not the current operating point of the power source 21 is within the supercharging adjustment operating region that is the first region.

  Here, an operation region in which the damping torque that is the control amount of damping control cannot be adjusted unless the boost pressure is used is, for example, an operating state in which the opening of the throttle valve is fully open (WOT: Wide Open Throttle). is there. That is, the supercharging adjustment operation region that is the first region and the throttle adjustment operation region that is the second region are operation regions in which a boundary is determined according to the throttle opening of the throttle valve. The supercharging adjustment operation region is an operation region where the opening degree of the throttle valve is close to full open (WOT), and the throttle adjustment operation region of the second region is an operation region where the opening degree of the throttle valve is not more than a predetermined value.

  When it is determined by the cooperative control unit 5 that the current operating point of the power source 21 is within the supercharging adjustment operating region of the first region (S202: Yes), the vehicle vibration suppression control device 1 performs supercharging by the supercharger. The vibration suppression control is executed in the first mode in which the vibration suppression torque is adjusted by adjusting the supply pressure (S204), the current control cycle is terminated, and the process proceeds to the next control cycle. That is, the vehicle vibration suppression control device 1 adjusts the vibration suppression torque when the current operating point of the power source 21 is in the supercharging adjustment operation region of the first region and the vibration suppression control is executed in the first mode. Therefore, the boost pressure is used as the operation amount of the power source 21 to include the operation amount for adjusting the boost pressure in the control command from the control command determining unit 3c to the power source 21.

  The supercharging pressure by the supercharger is, for example, a bypass pipe that controls the opening degree of the nozzle vanes provided in the turbine of the supercharger to adjust the flow rate of exhaust gas introduced into the turbine, or bypasses the turbine ( It can be adjusted by adjusting the opening degree of the wastegate valve provided in the wastegate) or by adjusting the drive of the motor in the case of a supercharger with a so-called motor assist.

  The vehicle vibration damping control device 1 determines that the current operating point of the power source 21 is not within the supercharging adjustment operating region of the first region (S202: No), that is, the power source 21 when the cooperative control unit 5 determines. When the current operating point is within the throttle adjustment operation region of the second region, the vibration suppression control is executed in the second mode of adjusting the vibration suppression torque by adjusting the throttle opening by the throttle valve (S206), End the current control cycle and move to the next control cycle. That is, the vehicle vibration suppression control device 1 is for adjusting the vibration suppression torque when the current operating point of the power source 21 is in the throttle adjustment operation region of the second region and the vibration suppression control is executed in the second mode. The throttle opening is used as the operation amount of the power source 21, and the operation amount for adjusting the throttle opening is included in the control command from the control command determining unit 3c to the power source 21.

  Therefore, the vehicle vibration suppression control device 1 changes the mode of the vibration suppression control by changing the means for adjusting the vibration suppression torque, which is the control amount of the vibration suppression control, for each different operation region of the power source 21. Cooperation with the supercharging control of the power source 21 can be achieved, and the vibration suppression control can be appropriately executed.

  In addition, the supercharging adjustment operation area | region which is the 1st area | region, and the throttle adjustment operation area | region which is the 2nd area | region may be an operation area | region where a boundary is defined according to what is called a turbo lag. In an engine with a turbocharger as described above, it is known that a so-called turbo lag occurs in the response from the opening of the throttle valve to the acceleration of the engine speed. For this reason, the supercharging adjustment operation area which is the first area and the throttle adjustment operation area which is the second area are defined according to the degree of the turbo lag, and are the first area determined according to the degree of the turbo lag. The first mode and the second mode of vibration suppression control may be selectively used based on the supercharging adjustment operation region and the throttle adjustment operation region which is the second region. In some cases, either the first aspect or the second aspect of the vibration suppression control may be an aspect in which the vibration suppression torque that is the control amount of the vibration suppression control is set to 0, that is, an aspect in which the vibration suppression control is prohibited. Good.

  Further, in the case where the mode of the vibration suppression control is changed by changing the means for adjusting the vibration suppression torque, which is the control amount of the vibration suppression control, for each different operation region of the power source 21, the engine that forms the power source 21 is a so-called engine. When the intake valve variable lift mechanism and the throttle valve are provided, different operation areas of the power source 21 may include, for example, a lift adjustment operation area and a throttle adjustment operation area. Then, for example, the cooperative control unit 5 uses the first mode and the second mode of the vibration suppression control properly based on the lift adjustment operation region that is the first region and the throttle adjustment operation region that is the second region. Also good. Here, the intake valve variable lift mechanism adjusts the intake air amount by changing the lift amount of the intake valve provided in the intake passage of the engine and continuously changing the lift amount of the intake valve.

  The lift adjustment operation region is an operation that adjusts the damping torque that is the control amount of the damping control by adjusting the lift amount of the intake valve provided in the intake passage by the intake valve variable lift mechanism of the engine that forms the power source 21. It is an area. The throttle adjustment operation region is an operation region in which the damping torque, which is the control amount of the damping control, is adjusted by adjusting the opening degree of the intake passage by a throttle valve provided in the intake passage of the engine that forms the power source 21. .

  The lift adjustment operation area, which is the first area, and the throttle adjustment operation area, which is the second area, are operation areas whose boundaries are determined according to the engine temperature (cooling water temperature or control oil temperature) of the power source 21, for example. is there. Here, in the lift adjustment operation region of the first region, the engine temperature is relatively high and the viscosity of the control oil of the intake valve variable lift mechanism is relatively low, so that the control accuracy of the lift amount of the intake valve can be sufficiently secured. It is an operation area. On the other hand, in the throttle adjustment operation region of the second region, the engine temperature is relatively low and the viscosity of the control oil of the intake valve variable lift mechanism is relatively high, and the control accuracy of the lift amount of the intake valve cannot be sufficiently secured. For example, this is an operating region in which the control error of the lift amount of the intake valve between the cylinders of the engine tends to increase.

  When the cooperative control unit 5 determines that the current operating point of the power source 21 is within the lift adjustment operation region of the first region, the vehicle vibration suppression control device 1 uses the intake valve variable lift mechanism to lift the intake valve lift amount. The damping control is executed in the first mode in which the damping torque is adjusted by adjusting. That is, the vehicle vibration suppression control device 1 adjusts the vibration suppression torque when the current operating point of the power source 21 is in the lift adjustment operation region of the first region and the vibration suppression control is executed in the first mode. The lift amount of the intake valve is used as the operation amount of the power source 21, and the operation amount for adjusting the lift amount of the intake valve is included in the control command from the control command determining unit 3c to the power source 21.

  On the other hand, when the current operating point of the power source 21 is within the throttle adjustment operation region of the second region, the vehicle vibration suppression control device 1 controls the vibration by adjusting the throttle opening with the throttle valve. The vibration suppression control is executed in the second mode for adjusting the torque. That is, the vehicle vibration suppression control device 1 is for adjusting the vibration suppression torque when the current operating point of the power source 21 is in the throttle adjustment operation region of the second region and the vibration suppression control is executed in the second mode. The throttle opening is used as the operation amount of the power source 21, and the operation amount for adjusting the throttle opening is included in the control command from the control command determining unit 3c to the power source 21.

  Therefore, the vehicle vibration suppression control device 1 changes the mode of the vibration suppression control by changing the means for adjusting the vibration suppression torque, which is the control amount of the vibration suppression control, for each different operation region of the power source 21. Cooperation with the intake valve variable lift control of the power source 21 can be achieved, and the vibration suppression control can be executed appropriately.

  The vehicle damping control device 1 according to the present embodiment may be applied to a hybrid vehicle 10A equipped with a hybrid drive device 20A as shown in FIG. The drive device 20A included in the hybrid vehicle 10A includes at least an engine and an electric motor as the power source 21A.

  The hybrid vehicle 10A mainly operates as a generator by an engine 210, a power split mechanism 220 that splits the engine torque output from the engine 210, and a part of the engine torque split by the power split mechanism 220. 1 motor / generator 231, the second motor / generator 232 that operates mainly as an electric motor using the electric power generated by the first motor / generator 231 and / or the electric power of the battery 241, and the output torque of the power source 21A And a power transmission mechanism 250 that transmits the driving wheels 30RL and 30RR (drive shafts Ds and Ds).

  Further, the hybrid vehicle 10A is provided with an ECU 50 in which the vehicle vibration suppression control device 1 is incorporated. The ECU 50 includes, for example, an electronic control device that controls the operation of the entire vehicle, an electronic control device that controls the operation of the engine 210, an electronic control device that controls the operation of the first motor / generator 231 and the second motor / generator 232, and the like. It is included.

  The engine 210 is a power source 21A, and is an engine such as a gasoline engine, a diesel engine, or an LPG engine, and reciprocates a piston by burning fuel in a combustion chamber, whereby a machine is connected to an output shaft (crankshaft) 211. Power (engine torque) is generated.

  The first and second motor / generators 231 and 232 are a power source 21A, each of which is configured as a well-known synchronous generator motor that can be driven as an electric motor or a generator, and is connected to a battery 241 via an inverter 242. And exchange power. The inverter 242 is controlled by the ECU 50 in which the vehicle vibration suppression control device 1 is incorporated.

  The power split mechanism 220 includes an external gear sun gear, an internal gear ring gear arranged concentrically with the sun gear, a plurality of pinion gears that mesh with the sun gear and mesh with the ring gear, and rotate each of the pinion gears. The planetary carrier has a planetary carrier that can be revolved freely, and the sun gear, the ring gear, and the planetary carrier serve as rotating elements to perform a differential action. A rotating shaft 231a of the first motor / generator 231 is connected to the sun gear. A reduction gear of a power transmission mechanism 250 including a reduction gear, a differential device, and the like is connected to the ring gear via a ring gear shaft. In the power transmission mechanism 250, the rotation shaft 232a of the second motor / generator 232 is connected to the reduction gear, and the drive shafts Ds and Ds of the wheels 30RL and 30RR are connected to the differential gear. An output shaft 211 of the engine 210 is connected to the planetary carrier.

  In the power split mechanism 220, the engine torque is distributed and transmitted to the sun gear and the ring gear via the pinion gear. Part of the engine torque is transmitted to the sun gear, and the remaining engine torque is transmitted to the ring gear. Part of the engine torque that has passed through the sun gear causes the first motor / generator 231 to operate as a generator. At this time, the electric power generated by the first motor / generator 231 is sent to the inverter 242 to charge the battery 241 or supply it to the second motor / generator 232. On the other hand, the remaining engine torque that has passed through the ring gear directly drives the drive shafts Ds and Ds via the power transmission mechanism 250. The power split mechanism 220 can also control the magnitude of the engine torque by adjusting the motor generator torque of the first motor / generator 231.

  The mode of the vibration suppression control is changed by changing the means for adjusting the vibration suppression torque, which is the control amount of the vibration suppression control, for each different operation region of the power source 21A. When two motors / generators 232 are included, the different operation regions of the power source 21A may include, for example, an engine adjustment operation region and an electric motor adjustment operation region. Then, for example, the cooperative control unit 5 uses the first mode and the second mode of vibration suppression control properly based on the engine adjustment operation region that is the first region and the motor adjustment operation region that is the second region. Also good.

  The engine adjustment operation region is an operation region in which the damping torque that is the control amount of the damping control is adjusted by adjusting the output of the engine 210 that constitutes the power source 21A. The electric motor adjustment operation region is an operation region in which the damping torque that is the control amount of the damping control is adjusted by adjusting the output of the second motor / generator 232 that constitutes the power source 21A.

  The engine adjustment operation region, which is the first region, and the motor adjustment operation region, which is the second region, are, for example, storage states (SOC: State) including information such as the charge amount of the battery 241, in other words, the remaining battery capacity (remaining capacity). of charge) and the temperature of the engine 210 of the power source 21A (cooling water temperature, control oil temperature) and the like. Here, the engine adjustment operation region of the first region is an operation region in which, for example, the remaining battery level is relatively low and it is difficult to sufficiently secure the output from the second motor / generator 232. On the other hand, the motor adjustment operation region in the second region is an operation region in which, for example, the temperature of the engine 210 is relatively low and the engine 210 is cold, and it is difficult to sufficiently secure the output control accuracy of the engine 210. .

  When the cooperative control unit 5 determines that the current operating point of the power source 21A is within the engine adjustment operation region, the vehicle vibration suppression control device 1 adjusts the vibration damping torque by adjusting the output of the engine 210. Vibration suppression control is executed in the first mode. That is, the vehicle vibration suppression control device 1 adjusts the vibration suppression torque when the current operating point of the power source 21A is in the engine adjustment operation region of the first region and the vibration suppression control is executed in the first mode. The amount of operation for adjusting the output of the engine 210 as the amount of operation of the power source 21A of the engine, that is, the throttle opening and ignition timing if the engine 210 is a gasoline engine, and the fuel injection amount if the engine 210 is a diesel engine, An operation amount for adjusting the output of the engine 210 is included in the control command from the command determining unit 3c to the engine 210 of the power source 21A.

  On the other hand, the vehicle vibration suppression control device 1 adjusts the output of the second motor / generator 232 when the current operating point of the power source 21A is within the motor adjustment operation region of the second region by the cooperative control unit 5. Vibration suppression control is executed in the second mode in which the vibration suppression torque is adjusted. That is, the vehicle vibration suppression control device 1 is for adjusting the vibration suppression torque when the current operating point of the power source 21A is in the motor adjustment operation region of the second region and the vibration suppression control is executed in the second mode. An operation amount for adjusting the output of the second motor / generator 232 as an operation amount of the power source 21A, that is, a supply current amount or the like is used, and a control command from the control command determination unit 3c to the second motor / generator 232 of the power source 21A Includes an operation amount for adjusting the output of the second motor / generator 232.

  Therefore, the vehicle vibration suppression control device 1 changes the mode of the vibration suppression control by changing the means for adjusting the vibration suppression torque, which is the control amount of the vibration suppression control, for each different operation region of the power source 21A. Cooperation with the normal output control of the power source 21A can be achieved, and the vibration suppression control can be executed appropriately. Note that the boundary between the engine adjustment operation region that is the first region and the motor adjustment operation region that is the second region may be determined according to the vehicle speed, for example.

  This vehicle vibration suppression control device 1 is a case where the mode of vibration suppression control is changed by changing the means for adjusting the vibration suppression torque, which is the control amount of vibration suppression control, for each of the different driving regions of the power sources 21 and 21A. In this case, the different operation areas of the power sources 21 and 21A may include three or more different operation areas. In this case, the means for adjusting the damping torque that is the control amount of the damping control for each of the operation areas. The mode of vibration suppression control may be changed by changing. Even in this case, the vehicle vibration suppression control device 1 cooperates with the vibration suppression control and other controls related to the power sources 21 and 21A, and appropriately performs the vibration suppression control according to the state of the power sources 21 and 21A. Can be executed. In addition, when the power source 21, 21A is operated in the vicinity of a boundary between different operation regions, the vehicle vibration suppression control device 1 operates in the one operation region when the vibration control is not performed. The control for changing the mode of the vibration suppression control and the control for changing the mode of the vibration suppression control by changing the means for adjusting the control amount of the vibration suppression control for each of the different operation regions of the power sources 21 and 21A as appropriate. You may combine.

  According to the vehicle vibration suppression control device 1 according to the embodiment of the present invention described above, the vibration suppression is controlled by controlling the power sources 21 and 21A mounted on the vehicles 10 and 10A and suppressing the sprung vibrations of the vehicles 10 and 10A. In the vehicle vibration damping control device 1 that executes control, the mode of vibration damping control is changed according to the operation region of the power sources 21 and 21A. Therefore, the vehicle vibration suppression control device 1 changes the mode of the vibration suppression control according to the driving range of the power sources 21 and 21A, for example, to coordinate the vibration suppression control with other controls related to the power sources 21 and 21A. Therefore, vibration suppression control can be executed appropriately.

  Furthermore, according to the vehicle vibration suppression control device 1 according to the embodiment of the present invention described above, when the power sources 21 and 21A are operated in the vicinity of the boundary of different operating regions of the power sources 21 and 21A, You may comprise so that the aspect of damping control may be changed so that the motive power sources 21 and 21A may be drive | operated in one operation area | region when not performing damping control. In this case, in the vehicle vibration suppression control device 1, when the power sources 21 and 21A are operated in the vicinity of the boundary between the different operation regions, the power sources 21 and 21A are operated in one operation region when the vibration suppression control is not performed. By changing the mode of the vibration suppression control as described above, for example, it is possible to achieve coordination between the vibration suppression control and other controls related to the power sources 21 and 21A, and appropriately execute the vibration suppression control.

  Furthermore, according to the vehicle vibration suppression control device 1 according to the embodiment of the present invention described above, the operating range of the power sources 21 and 21A is at least the power sources 21 and 21A for adjusting the control amount of the vibration suppression control. The power source 21, 21A for adjusting the control amount of the vibration suppression control when the power source 21, 21A is operated in the vicinity of the boundary of the different operation regions of the power source 21, 21A. It may be configured to change the mode of vibration suppression control by limiting the operation amount. In this case, the vehicle vibration suppression control device 1 determines the amount of operation of the power sources 21 and 21A for adjusting the control amount of the vibration suppression control when the power sources 21 and 21A are operated in the vicinity of the boundary between different operation regions. By restricting and changing the mode of vibration suppression control, for example, it is possible to achieve coordination between the vibration suppression control and other controls related to the power sources 21 and 21A, and to appropriately execute the vibration suppression control.

  Furthermore, according to the vehicle vibration suppression control device 1 according to the embodiment of the present invention described above, vibration suppression is performed by changing the means for adjusting the control amount of the vibration suppression control for each of the different driving regions of the power sources 21 and 21A. You may comprise so that the aspect of control may be changed. In this case, the vehicle vibration suppression control device 1 changes the mode of the vibration suppression control by changing the means for adjusting the vibration suppression torque that is the control amount of the vibration suppression control for each of the different driving regions of the power sources 21 and 21A. Therefore, it is possible to achieve coordination between the vibration suppression control and the other controls related to the power sources 21 and 21A, and appropriately execute the vibration suppression control.

  The vehicle vibration suppression control device according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.

  In the above description, the vehicle vibration damping control device is assumed to perform sprung mass damping control using the theory of an optimal regulator, assuming a sprung or sprung / unsprung motion model as a motion model. However, the vibration control may be performed by using a motion model other than the one described above or by a control method other than the optimal regulator.

  Moreover, although the said embodiment demonstrated the case where motive power control of the motive power sources 21 and 21A was performed based on a driver | operator's drive request, this invention is not limited to this. For example, the vehicle 10 may include an automatic travel control device, and may perform power control based on an automatic travel request torque that is calculated when the power sources 21 and 21A are controlled in the automatic travel control.

  As described above, the vehicle vibration suppression control device according to the present invention can appropriately execute the vibration suppression control, and controls various power sources mounted on the vehicle to suppress the on-spring vibration of the vehicle. It is suitable for use in a vehicle vibration control device.

DESCRIPTION OF SYMBOLS 1 Vehicle damping control apparatus 2 Braking control apparatus 3 Drive control part 4 Vehicle damping control part 5 Cooperative control part 10, 10A Vehicle 20, 20A Drive apparatus 21, 21A Power source 30FL, 30FR, 30RL, 30RR Wheel 50 ECU

Claims (14)

In a vehicle vibration suppression control device that executes a vibration suppression control that controls a power source mounted in a vehicle and suppresses sprung vibrations of the vehicle,
When the power source is operated in the vicinity of the boundary of the different operation regions of the power source, the power source in one of the operation regions when the vibration suppression control is not executed according to the operation region of the power source. Is to change the aspect of the vibration suppression control so that is driven ,
The operating range of the power source is determined according to the operation amount of the power source for adjusting at least the control amount of the vibration suppression control,
The case where the power source is operated in the vicinity of a boundary between different operating regions of the power source means that the power source is determined based on a driver requested operation amount that is an operation amount of the power source according to a driver requested torque. Based on a final required operation amount that is a sum of a vibration control request operation amount that is an operation amount of the power source corresponding to the control amount of the vibration suppression control and the driver request operation amount, the point being in the first region When the operating point of the power source determined in the second region is within the second region, or the operating point of the power source determined based on the driver required operation amount is in the second region and the final required operation amount The operating point of the power source determined based on the first region is within the first region,
When the operating point of the power source determined based on the driver requested operation amount is in the first region, and the operating point of the power source determined based on the final required operation amount is in the second region, By limiting the operation amount so that the operating point of the power source determined based on the final required operation amount remains within the first region which is one of the operation regions when the vibration suppression control is not executed, Change the mode of the vibration suppression control so that the power source is operated in the first region,
When the operating point of the power source determined based on the driver requested operation amount is in the second region, and the operating point of the power source determined based on the final requested operation amount is in the first region, By limiting the operation amount so that the operating point of the power source determined based on the final required operation amount remains within the second region which is one of the operation regions when the vibration suppression control is not executed, The aspect of the vibration suppression control is changed so that the power source is operated in the second region ,
Vehicle vibration control device. The power source includes at least an engine,
The operation region where the power source is different is an operation region where the air-fuel ratio of the mixture of air and fuel combustible in the combustion chamber of the power source is different.
The vehicle vibration damping control device according to claim 1 . The different operating ranges of the power source include a stoichiometric air-fuel ratio operating region in which the air-fuel ratio is a stoichiometric air-fuel ratio, and a lean air-fuel ratio operating region in which the air-fuel ratio is a lean air-fuel ratio in which the proportion of fuel is smaller than the stoichiometric air-fuel ratio. Is,
The vehicle vibration damping control device according to claim 2 . The different operating ranges of the power source include a stoichiometric air-fuel ratio operating region in which the air-fuel ratio is a stoichiometric air-fuel ratio, and a rich air-fuel ratio operating region in which the air-fuel ratio is a rich air-fuel ratio in which the proportion of fuel is greater than the stoichiometric air-fuel ratio. Is,
The vehicle vibration damping control device according to claim 2 . The power source includes at least an engine,
The different operating ranges of the power source include a reduced-cylinder operating region in which operation of at least one of the plurality of cylinders of the power source is stopped and an all-cylinder operating region in which all of the plurality of cylinders of the power source are operated. is there,
Vehicle vibration damping control device according to any one of claims 1 to 4. The power source includes at least an engine,
The operation region where the power source is different is a region where the intake state of the power source is different.
Vehicle vibration damping control device according to any one of claims 1 to 5. The power source includes at least an engine,
The operation region where the power source is different is a region where the exhaust state of the power source is different.
Vehicle vibration damping control device according to any one of claims 1 to 6. The operation region where the power source is different is a region where the operating state of the actuator of the power source is different.
Vehicle vibration damping control device according to any one of claims 1 to 7. When there are a plurality of combinations of different operation regions of the power source, the mode of the vibration suppression control is changed when the power source is operated near the boundary of the different operation regions in each combination.
Vehicle vibration damping control device according to any one of claims 1 to 8. The aspect of the vibration suppression control is changed by changing the means for adjusting the control amount of the vibration suppression control for each operation region of the power source.
The vehicle vibration damping control device according to claim 1 . The power source includes at least an engine,
The different operation regions of the power source include a supercharging adjustment operation region in which a control amount of the vibration suppression control is adjusted by adjusting a supercharging pressure of the intake passage by a supercharger provided in the intake passage, and the intake air A throttle adjustment operation region for adjusting a control amount of the vibration suppression control by adjusting an opening degree of the intake passage by a throttle valve provided in the passage,
The vehicle vibration damping control device according to claim 10 . The power source includes at least an engine,
The different operation areas of the power source include a lift adjustment operation area in which a control amount of the vibration suppression control is adjusted by adjusting a lift amount of the intake valve provided in the intake passage by an intake valve variable lift mechanism, and the intake air A throttle adjustment operation region for adjusting a control amount of the vibration suppression control by adjusting an opening degree of the intake passage by a throttle valve provided in the passage,
The vehicle vibration damping control device according to claim 10 or 11 . The power source includes at least an engine and an electric motor,
The different operation areas of the power source are an engine adjustment operation area in which the control amount of the vibration suppression control is adjusted by adjusting the output of the engine, and a control amount of the vibration suppression control in which the output of the electric motor is adjusted. Including an electric motor adjusting operation area for adjusting,
The vehicle vibration damping control device according to any one of claims 10 to 12 . When the operation region where the power source is different includes three or more different operation regions, the mode of the vibration suppression control is changed by changing means for adjusting the control amount of the vibration suppression control for each of the operation regions.
The vehicle vibration damping control device according to any one of claims 10 to 13 .

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