JP5652053B2 - Vehicle vibration estimation device and vehicle system vibration control device using the same - Google Patents

Description

  The present invention relates to a vehicle body vibration estimation device for estimating vibration of a vehicle body, for example, pitching vibration and vertical vibration, which is a sprung mass of a vehicle in which wheels are suspended via a suspension device, and vehicle system vibration control using the same. It relates to the device.

  The vehicle body vibration estimation device is useful for vehicle system vibration control using a suspension device and vehicle system vibration control using a braking / driving force. Conventionally, for example, those shown in Patent Documents 1 to 3 are known.

  The vehicle body vibration estimation technique described in Patent Document 1 uses a vehicle body motion model (vehicle model) to estimate the pitching motion and vertical motion of the vehicle body from the braking / driving force based on the operation by the driver.

  In addition, the vehicle body vibration estimation technology described in Patent Documents 2 and 3 estimates the vehicle body vibration from the braking / driving force based on the driver's operation using the vehicle body motion model (vehicle model) as in Patent Document 1. In addition to this, the disturbance torque input to the vehicle body is estimated from the wheel speed fluctuation, and this disturbance torque is also input to the vehicle model, so that the influence of the disturbance can be eliminated and the vehicle body vibration can be estimated more accurately. It is the target.

JP 2004-168148 A JP 2009-127456 A JP 2008-179277 A

  As in the vehicle body vibration estimation technology described in Patent Document 1, when vehicle body vibration is estimated from a braking / driving force based on a driver's operation using a vehicle model, if there is a disturbance input based on road surface unevenness, the vehicle body vibration May not be estimated accurately.

In the vehicle body vibration estimation technology described in Patent Documents 2 and 3, when estimating vehicle vibration from braking / driving force using a vehicle model, the magnitude of disturbance torque is predicted from wheel speed fluctuations, and this disturbance torque is used for vehicle body motion. By inputting it into the model, we are trying to accurately estimate the vehicle vibration while eliminating the influence of disturbance.
However, each wheel speed fluctuation does not necessarily represent the magnitude of the disturbance torque applied to the wheel, and as a result, the magnitude of the disturbance torque predicted from the wheel speed fluctuation is also inaccurate, and the estimation accuracy of the vehicle body vibration based on this Cause the problem that it remains low.

For example, in the vehicle body vibration estimation technique described in Patent Document 3, the torque applied to the wheel is calculated from the product of the wheel load and the wheel rotational angular velocity, but since the wheel load and the wheel mass are different, The calculation result of such torque is not necessarily correct,
The actual situation is that the original aim of accurately estimating the vehicle body vibration while eliminating the influence of disturbances cannot be achieved.

The above-mentioned problem of accuracy in estimating the body vibration related to the prior art is that the vehicle model is determined from parameters such as spring constant and vehicle mass, which change according to deterioration over time and increase / decrease in the number of passengers, that is, torque and force such as braking / driving force and disturbance torque. This is due to the fact that car body vibration is estimated using.
However, without using these torques and forces, and thus without using a vehicle model, for example, when trying to estimate vehicle body vibration from speed information such as wheel speed,
The types of body vibration that can be estimated are limited, and it is not possible to estimate all types of vehicle body vibrations that are to be suppressed during vehicle system vibration control.

  The present invention proposes a vehicle body vibration estimation device capable of providing other types of vehicle body vibrations when the types of vehicle body vibrations that can be estimated are limited. The purpose is to solve the above problems.

For this purpose, the vehicle body vibration estimation apparatus according to the present invention is configured as follows.
First, to explain the vehicle body vibration estimation device that is the premise of the present invention,
Suspended front wheels via a front wheel suspension device is to estimate the vibration of the vehicle body is sprung mass of the vehicle which is suspended the rear wheel via the rear wheel suspension system.

The present invention is directed to such a vehicle body vibration estimation device.
Examples body vibration physical quantity representing the vehicle body vibration, the front wheel of the vehicle body vibration physical quantity detection for detecting wheel speed physical quantity related to the front wheel speed is the wheel speed and the wheel speed physical quantity after related to wheel speed after a wheel speed of the rear wheel, respectively Means,
Using the front wheel speed physical quantity and the rear wheel speed physical quantity detected by the means , the front wheel speed physical quantity, and the correlation between the front wheel longitudinal displacement amount and the vertical displacement amount determined by the geometric characteristics of the front wheel suspension device, In addition, a certain vehicle body vibration state that can be determined from the correlation between the rear wheel front-rear displacement and the vertical displacement determined by the rear wheel speed physical quantity and the geometry characteristics of the rear wheel suspension device. Vehicle body vibration state amount calculating means for calculating the amount;
Vehicle body vibration state quantity complementing means for obtaining another vehicle body vibration state quantity by a cross-productive processing of a certain vehicle body vibration state quantity calculated by the means,
A vehicle body vibration state quantity obtained by the vehicle body vibration state quantity computing means and another vehicle body vibration state quantity obtained by the vehicle body vibration state quantity complementing means are output as vehicle body vibration estimation results. It is what.

The vehicle system vibration control device of the present invention comprises the vehicle body vibration estimation device described above,
A braking / driving force correction amount necessary for reducing a certain vehicle body vibration state quantity calculated by the vehicle body vibration state quantity calculating means and another vehicle body vibration state quantity obtained by the vehicle body vibration state quantity complementing means is calculated. Braking / driving force correction amount calculating means;
There is provided braking / driving force correcting means for correcting the braking / driving force of the vehicle by the braking / driving force correction amount obtained by the means.

According to the above-described vehicle body vibration estimation device of the present invention , the front wheel longitudinal displacement amount and the vertical displacement amount with respect to the vehicle body determined by the front wheel speed physical amount and the rear wheel speed physical amount as the vehicle body vibration physical amount and the geometric characteristics of the front wheel suspension device. Not only a certain vehicle body vibration state quantity calculated from the correlation between the vehicle body and the correlation between the rear wheel longitudinal displacement amount and the vertical displacement amount with respect to the vehicle body, which is determined by the geometry characteristics of the rear wheel suspension device. In order to output another vehicle body vibration state quantity obtained by the cross-sectional processing of the body vibration state quantity to be output as the body vibration estimation result,
Even when the type of a certain vehicle body vibration state quantity calculated from the body vibration physical quantity is limited, another vehicle body vibration state quantity obtained by the microproductive processing of this certain body vibration state quantity is also available. Is added to the estimation result, and as the types of estimated vehicle body vibration state quantities increase, as many types of vehicle body vibrations as possible can be estimated.

In the vehicle system vibration control device of the present invention, the braking / driving force correction amount necessary for reducing one vehicle body vibration state amount and another vehicle body vibration state amount estimated by the vehicle body vibration estimation device is calculated. In order to correct the braking / driving force of the vehicle by this braking / driving force correction amount,
Not only the certain vehicle body vibration state quantity but also the other vehicle body vibration state quantity can be reduced, and various types of vehicle body vibrations can be reduced as much as possible.

1 is a schematic system diagram showing a vehicle body vibration control system for a vehicle including a vehicle body vibration estimation apparatus according to an embodiment of the present invention. FIG. 2 is a functional block diagram of the motor controller in FIG. FIG. 3 is a functional block diagram of the vehicle system vibration control calculation unit in FIG. The vehicle body vibration estimation unit, the vehicle body vibration state amount complementing unit, and the braking / driving torque correction amount calculation unit shown in FIGS. 2 and 3 are executed to calculate the torque correction amount for estimating the vehicle body vibration and suppressing the vehicle body vibration. It is a flowchart which shows a control program. FIG. 5 is a vehicle specification explanatory diagram showing a relationship between a vertical bounce motion Zv and a pitching motion θp at the center of gravity of the vehicle body, a vertical displacement Zf at a position above the front axis of the vehicle body, and a vertical displacement Zr at a position above the rear axis of the vehicle body. FIG. 6 is a characteristic diagram showing a front wheel suspension geometry characteristic showing a relationship between a longitudinal displacement amount and a vertical displacement amount related to a front wheel of the vehicle in FIG. FIG. 6 is a characteristic diagram showing a rear wheel suspension geometry characteristic showing a relationship between a longitudinal displacement amount and a vertical displacement amount relating to a rear wheel of the vehicle in FIG. It is explanatory drawing for demonstrating the motion model of a vehicle. FIG. 5 is a schematic system diagram showing a vehicle body vibration estimation process and a vehicle system vibration control process according to the embodiment shown in FIGS. FIG. 5 is a schematic system diagram showing a vehicle body vibration estimation process and a vehicle body vibration control process according to a modification of the vehicle body vibration estimation device and the vehicle body vibration control system shown in FIGS.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration of Example>
FIG. 1 is a schematic system diagram showing a vehicle system vibration control system for a vehicle including a vehicle body vibration estimation apparatus according to an embodiment of the present invention.
In FIG. 1, 1FL and 1FR indicate left and right front wheels, respectively, and 1RL and 1RR indicate left and right rear wheels, respectively.
The left and right front wheels 1FL and 1FR are steered wheels steered by the steering wheel 2.
The left and right front wheels 1FL and 1FR and the left and right rear wheels 1RL and 1RR are respectively suspended from the vehicle body 3 by a suspension device (not shown), and the vehicle body 3 is positioned above the suspension device and constitutes a sprung mass.

The vehicle in FIG. 1 is a front-wheel drive electric vehicle that can travel by driving left and right front wheels 1FL and 1FR via a transmission 5 including a differential gear device by a motor 4 as a rotating electric machine.
When the motor 4 is controlled, the motor controller 6 converts the electric power of the battery (capacitor) 7 from DC to AC by the inverter 8 and supplies the AC power to the motor 4 under the control of the inverter 8. It is assumed that the motor 4 is controlled so that the torque of 4 matches the motor torque command value tTm.

If the motor torque command value tTm has a negative polarity that requires the motor 4 to perform a regenerative braking action, the motor controller 6 applies a power generation load to the motor 4 via the inverter 8 so that the battery 7 is not overcharged. Give,
At this time, the electric power generated by the regenerative braking action by the motor 4 is AC-DC converted by the inverter 8 to charge the battery 7.

The motor controller 6 performs vehicle body vibration estimation calculation, which will be described in detail later, and performs vehicle body vibration control calculation for determining the motor torque command value tTm so as to suppress the vehicle body vibration that is the estimation result.
For these calculations, the motor controller 6
Wheel speed sensors 11FL, 11FR that individually detect front wheel speeds VwFL, VwFR, which are the peripheral speeds of left and right front wheels 1FL, 1FR, and rear wheel speeds VwRL, VwRR, which are peripheral speeds of left and right rear wheels 1RL, 1RR, are detected individually. The wheel speed sensors 11RL and 11RR
A signal from the accelerator opening sensor 13 for detecting the accelerator opening APO (accelerator pedal depression amount);
A signal from the brake pedal depression force sensor 14 for detecting the brake pedal depression force BRP,
The gear ratio information from the transmission 5 is input.

In this embodiment, as physical quantities representing vehicle body vibration, front wheel speeds VwFL, VwFR (front wheel speed physical quantities) that are the peripheral speeds of the left and right front wheels 1FL, 1FR, and rear wheel speeds VwRL that are the peripheral speeds of the left and right rear wheels 1RL, 1RR. , VwRR (rear wheel speed physical quantity) was used,
Of course, the rotational speed is not limited to these, and may be the rotational speed of any part that rotates together with the left and right front wheels 1FL and 1FR and the left and right rear wheels 1RL and 1RR. Needless to say, speed information other than these may be used.

  Accordingly, the wheel speeds VwFL, VwFR, VwRL, and VwRR correspond to the vehicle body vibration physical quantities in the present invention, and the wheel speed sensors 11FL, 11FR, 11RL, and 11RR respectively constitute the vehicle body vibration physical quantity detection means in the present invention.

  The motor controller 6 estimates the vibration of the vehicle body 3 based on the above input information, and corrects the driver's required torque (described later with the sign of rTd) so as to suppress the estimated vibration of the vehicle body 3. Then, the motor torque command value tTm is determined.

Therefore, the motor controller 6 is generally composed of a vehicle speed calculation unit 20, a required torque calculation unit 21, a vehicle system vibration control calculation unit 22, a motor torque command value calculation unit 23, as generally shown in the block diagram of FIG. , And an adder 24.
The vehicle speed calculation unit 20 includes front wheel speeds VwFL, VwFR and rear wheel speeds VwRL, VwRR detected by wheel speed sensors 11FL, 11FR, 11RL, 11RR (shown as wheel speed sensor group 11 in FIG. 2). The vehicle speed VSP is obtained based on the wheel speed Vw).

  The requested torque calculation unit 21 drives the driver at the current vehicle speed VSP from the vehicle speed VSP obtained by the calculation unit 20 and the accelerator opening APO and the brake pedal depression force BRP detected by the sensors 13 and 14, respectively. The requested torque rTd (positive is driving torque, negative is braking torque) requested by the operation (accelerator opening APO and brake pedal depression force BRP) is calculated by map search or the like.

The vehicle system vibration control calculation unit 22 includes a vehicle body vibration estimation unit 25, a vehicle body vibration state amount complementing unit 26, and a braking / driving torque correction amount calculation unit 27.
The vehicle body vibration estimation unit 25 estimates the vibration of the vehicle body 3 (a certain vehicle body vibration state quantity) from the wheel speed Vw, as will be described in detail later.
The vehicle body vibration state quantity complementing unit 26 calculates another vehicle body vibration (another vehicle body vibration state quantity) as described later from the vehicle body vibration (a certain vehicle body vibration state quantity) estimated by the estimation unit 25.
Accordingly, the vehicle body vibration estimation unit 25 corresponds to the vehicle body vibration state amount calculating means in the present invention, and the vehicle body vibration state amount complementing unit 26 corresponds to the vehicle body vibration state amount complementing means in the present invention.

The vehicle body vibration state amount complementing unit 26 calculates the braking / driving torque correction amount calculation unit for the calculated other body vibration (another body vibration state amount) together with the body vibration (a certain body vibration state amount) from the estimation unit 25. Supply to 27.
The braking / driving torque correction amount calculating unit 27 is provided with a vehicle body vibration (a certain vehicle body vibration state amount) supplied from the vehicle body vibration estimating unit 25 via the vehicle body vibration state amount complementing unit 26, and The braking / driving torque correction amount ΔTd necessary to suppress the vehicle body vibration (another vehicle body vibration state amount) is calculated.
Therefore, the braking / driving torque correction amount calculating unit 27 corresponds to the braking / driving force correction amount calculating means in the present invention.

The adder 24 corrects the driver's required torque rTd obtained by the computing unit 21 by adding the braking / driving torque correction amount ΔTd for suppressing vehicle body vibration obtained by the braking / driving torque correction amount computing unit 27, thereby correcting the vehicle body vibration. A target torque tTd that satisfies the driver's request is obtained while suppressing.
Therefore, the adder 24 constitutes the braking / driving force correcting means in the present invention.
The motor torque command value calculation unit 23 is supplied from other systems 28 such as a behavior control device (VDC) for controlling vehicle behavior and a traction control device (TCS) for preventing drive slip of the driving wheels (front wheels) 1FL and 1FR. In response to the torque request, the target torque tTd is limited or adjusted so as to satisfy the request, thereby obtaining a final motor torque command value tTm for realizing this.

  The motor controller 6 supplies the electric power from the battery 7 to the motor 4 under the control of the inverter 8 according to the motor torque command value tTm obtained as described above, so that the torque of the motor 4 becomes the motor torque command value tTm. The motor 4 is driven and controlled to match.

<Body vibration estimation and vehicle system vibration control>
The vehicle body vibration estimation unit 25, the vehicle body vibration state amount complementing unit 26, and the braking / driving torque correction amount calculation unit 27 inside the vehicle system vibration control calculation unit 22 are configured as shown in the block diagram of FIG. To estimate the vibration of the vehicle body 3 (in this embodiment, the pitch angle θp, the pitch angular velocity dθp, the bounce amount Zp that is the vertical displacement amount, and the bounce velocity dZp that is the vertical displacement velocity), A braking / driving torque correction amount ΔTd necessary to suppress the estimated vehicle body vibration (θp, dθp, Zp, dZp) is calculated.

The vehicle body vibration estimation unit 25 includes an average front wheel speed calculation unit 51 and an average rear wheel speed calculation unit 52, a bounce speed calculation unit 53, a pitch angular speed calculation unit 54, a bandpass filter processing unit 55, as clearly shown in FIG. With 56,
First, in step S61 of FIG. 4, and as shown in FIG. 3, the left and right front wheel speeds VwFL and VwFR and the left and right rear wheel speeds VwRL and VwRR are read by the average front wheel speed calculation unit 51 and the average front wheel speed calculation unit 52, respectively.

  3 calculates the average front wheel speed VwF = (VwFL + VwFR) / 2 from the left and right front wheel speeds VwFL and VwFR and calculates the left and right rear wheels in the average front wheel speed calculation unit 51 and the average rear wheel speed calculation unit 52 (step S62 in FIG. 4). The average rear wheel speed VwR = (VwRL + VwRR) / 2 is calculated from the wheel speeds VwRL and VwRR.

  Next, in the bounce speed calculation unit 53 and the pitch angular speed calculation unit 54 (step S63 in FIG. 4) in FIG. 3, a certain vehicle body vibration state quantity is obtained from the average front wheel speed VwF and the average rear wheel speed VwR as follows. A vertical bounce speed dZv (F) and a pitch angular speed dθp (F) of the vehicle body 3 are obtained.

A method for obtaining the vertical bounce speed dZv (F) and the pitch angular speed dθp (F) of the vehicle body 3 from the average front wheel speed VwF and the average rear wheel speed VwR will be described below.
FIG. 5 shows the vertical bounce motion Zv and pitching motion θp at the center of gravity of the vehicle body 3 and the pitching motion θp at the center of gravity of the vehicle body 3 in a vehicle in which the center-of-gravity point-front axis distance is Lf and 4 schematically shows the relationship between a vertical displacement Zf at a location above the front axis and a vertical displacement Zr at a location above the rear axis of the vehicle body 3.

As shown in this figure, when the vertical displacement Zv and the pitch angle θp are generated in the vehicle body 3, vertical displacements Zf and Zr are also generated in the front shaft upper portion and the rear shaft upper portion of the vehicle body 3, respectively, and these Zv, θp, Zf Therefore, the following relationship is established between Zr.
Zf ＝ Zv ＋ θp ・ Lf (1)
Zr = Zv−θp ・ Lr (2)

Here, when considering the range of motion of the front wheels 1FL, 1FR and the rear wheels 1RL, 1RR in the vertical direction and the front-rear direction with respect to the vehicle body 3, these ranges of motion are the link structures constituting the respective suspension devices, that is, the respective suspensions. It depends on the geometrical constraints depending on the geometry.
Therefore, when the vehicle body 3 and the front wheels 1FL, 1FR are relatively moved in the vertical direction indicated by Zf, the vehicle body 3 and the front wheels 1FL, 1FR are also relatively displaced in the longitudinal direction indicated by Xtf, for example, with the relationship shown in FIG. Also,
When the vehicle body 3 and the rear wheels 1RL and 1RR are relatively moved in the vertical direction indicated by Zr, the vehicle body 3 and the rear wheels 1RL and 1RR are also relatively displaced in the longitudinal direction indicated by Xtr, for example, with the relationship shown in FIG.

  In other words, from the average front wheel speed VwF and the average rear wheel speed VwR including the vehicle body vibration information, the front-rear direction displacement Xtf of the front wheels 1FL, 1FR and the front-rear direction displacement Xtr of the rear wheels 1RL, 1RR representing the vehicle body vibration are obtained and monitored. 6 and 7, the vertical displacements Zf and Zr at the front shaft upper portion and the rear shaft upper portion of the vehicle body 3 can be predicted, respectively.

  The front wheel suspension geometry characteristics in FIG. 6 and the rear wheel suspension geometry characteristics in FIG. 7 are mapped and stored as they are, or modeled in advance, so that the front wheel longitudinal displacement Xtf and the rear wheel longitudinal displacement The prediction of the vertical displacements Zf and Zr at the front shaft upper part and the rear shaft upper part of the vehicle body 3 from Xtr may be made accurately, so that the vertical displacements Zf and Zr can be accurately predicted.

  However, in this example, from the viewpoint of cost, the gradient KgeoF near the balance point (the origin of FIGS. 6 and 7) when the vehicle is stationary on a flat ground and 1G acceleration is applied (in the case of FIG. 6) ) And KgeoR (in the case of FIG. 7), and these KgeoF and KgeoR are used as proportional coefficients.

When these proportional coefficients KgeoF and KgeoR are used, the relationship between the longitudinal displacement Xtf and the vertical displacement Zf related to the front wheel, and the longitudinal displacement Xtr and the vertical displacement Zr related to the rear wheel are respectively expressed by the following relationships: Is established.
Zf ＝ KgeoF ・ Xtf (3)
Zr ＝ KgeoR ・ Xtr (4)

Solving the above four simultaneous equations, the vehicle body that is the basis of vehicle vibration (vertical bounce speed dZv (F), pitch angular velocity dθp (F)) from the front wheel longitudinal displacement Xtf and the rear wheel longitudinal displacement Xtr The following equations can be obtained that are used to calculate the vertical bounce motion Zv and pitching motion θp of 3.
θp = (KgeoF · Xtf−KgeoR · Xtr) / (Lf + Lr) (5)
Zv = (KgeoF / Xtf / Lf + KgeoR / Xtr / Lr) / (Lf + Lr) (6)

Then, by performing time differentiation on the right side of the above equation, the vertical bounce velocity dZv (F) and the pitch angular velocity dθp (F) of the vehicle body 3 can be obtained by the following equations, respectively.
However, “d” on the right side is a differential operator used in a simplified manner.
dθp (F) = (KgeoF · dXtf−KgeoR · dXtr) / (Lf + Lr) (7)
dZv (F) = (KgeoF · dXtf · Lf + KgeoR · dXtr · Lr) / (Lf + Lr) (8)

In calculating the vertical bounce speed dZv (F) and the pitch angular speed dθp (F) of the vehicle body 3 from these equations, the average front wheel speed obtained as described above in the calculation units 51 and 52 in FIG. 3 (step S62 in FIG. 4). From the VwF and the average rear wheel speed VwR, the longitudinal displacement Xtf of the front wheels 1FL, 1FR and the longitudinal displacement Xtr of the rear wheels 1RL, 1RR, which inwardly shake the vehicle body, are determined respectively.
By substituting the time differential values dXtf and dXtr of these longitudinal displacements Xtf and Xtr into the above equations (7) and (8), the vertical bounce velocity dZv (F) and pitch angular velocity which are certain vehicle body vibration state quantities Each dθp (F) can be calculated and estimated.

Next, in the band-pass filter processing unit 55 in FIG. 3 (step S64 in FIG. 4), the vehicle body resonance is calculated from the vertical bounce speed dZv (F) of the vehicle body 3 obtained by the bounce speed calculation unit 53 in FIG. 3 (step S63 in FIG. 4). The vertical bounce speed dZv (F) is passed through a bandpass filter for extracting and extracting only the components near the frequency, and the vertical bounce speed dZv (a certain vibration component near the vehicle body resonance frequency of the vertical bounce speed dZv (F)) Body vibration state quantity).
The reason why only the component near the vehicle body resonance frequency is extracted and extracted from the vertical bounce speed dZv (F) of the vehicle body 3 by the filtering process is that the vertical bounce speed dZv (F) changes the wheel speed due to acceleration / deceleration of the entire vehicle. This is because it is necessary to exclude the noise component from the vertical bounce speed dZv (F) to obtain the vertical bounce speed dZv representing only the vehicle body vibration.

Further, in the band pass filter processing unit 56 in FIG. 3 (step S64 in FIG. 4), the vehicle body resonance frequency is calculated from the pitch angular velocity dθp (F) of the vehicle body 3 obtained by the pitch angular velocity calculation unit 54 in FIG. 3 (step S63 in FIG. 4). This pitch angular velocity dθp (F) is passed through a bandpass filter for extracting and extracting only nearby components, and a pitch angular velocity dθp (a certain vehicle body vibration state quantity) which is a vibration component near the vehicle body resonance frequency of the pitch angular velocity dθp (F). )
The reason for extracting and extracting only the component near the vehicle body resonance frequency from the pitch angular velocity dθp (F) of the vehicle body 3 by filtering is that the pitch angular velocity dθp (F) is caused by wheel speed fluctuations and noise due to acceleration / deceleration of the entire vehicle. This is because it is necessary to exclude these components from the pitch angular velocity dθp (F) to obtain a pitch angular velocity dθp representing only the vehicle body vibration.

Here, considering the vehicle system vibration control for suppressing the vehicle body vibration, it is advantageous to obtain the braking / driving torque correction amount for suppressing the vehicle body vibration by multiplying the vehicle body vibration by a gain. It is necessary to set the gain.
Therefore, the vehicle model illustrated in FIG. 8 that dynamically summarizes the relationship between the braking / driving torque of the vehicle and the vehicle body vibration is used.

The vehicle model 37 in FIG. 8 has the same distance between the center of gravity and the front axis of the wheel base L as Lf, the distance between the center of gravity and the rear axis is Lr, and the front wheel suspension. The spring constant and vibration damping coefficient of the device are Ksf and Cf, respectively, the spring constant and vibration damping coefficient of the rear wheel suspension device are Ksr and Cr, respectively, the mass of the vehicle body 3 is M, and the pitching inertia moment of the vehicle body 3 Is Ip,
When the required torque rTd obtained by the calculation unit 21 in FIG. 2 is given as the braking / driving torque to the left and right front wheels 1FL, 1FR,
The vertical bounce amount Zv and the pitch angle θp at the center of gravity of the vehicle body 3 are shown together with the vertical displacement Zf at the location above the front axis of the vehicle body 3 and the vertical displacement Zr at the location above the rear axis of the vehicle body 3.

In the vehicle model of FIG. 8, the equation of motion relating to the vertical bounce amount Zv and the pitch angle θp is expressed as follows when the differential operator is simply expressed as “d”.
M ・ ddZv ＝ -2Ksf （Zv + Lf ・ θp） -2Cf （dZv + Lf ・ dθp）
-2Ksr (Zv-Lr · θp) -2Cr (dZv-Lr · dθp) (9)
Ip · ddθp = -2Lf {Ksf (Zv + Lf · θp) + Cf (dZv + Lf · dθp)}
+ 2Lr {Ksr (Zv-Lr · θp) + Cr (dZv-Lr · dθp)} + rTd (10)

By converting these equations of motion into a state equation and giving the braking / driving torque rTd as input, the body 3 pitching motion (pitch angle θp and pitch angular velocity dθp) and vertical bounce motion (vertical bounce amount Zv and vertical bounce velocity dZv) ) Can be estimated.
Therefore, these four types of body vibration state quantities (θp, dθp, Zv, dZv) are weighted, and regulators for suppressing the body vibration state quantities (θp, dθp, Zv, dZv) based on these weightings. The gain is designed and used for vehicle system vibration control.

  However, the vehicle body vibration estimation unit 25 in FIGS. 2 and 3 includes the pitch angular velocity dθp and the vertical bounce among the above four types of vehicle body vibration state quantities (pitch angle θp, pitch angular velocity dθp, vertical bounce amount Zv, vertical bounce velocity dZv). Only two types of speed dZv (a certain vehicle body vibration state quantity) can be estimated, and vibration suppression control that actively suppresses the other pitch angle θp and vertical bounce quantity Zv cannot be expected.

Therefore, in this embodiment, in the vehicle body vibration state quantity complementing unit 26 in FIG. 3 (step S65 in FIG. 4), the pitch angle θp and the vertical bounce, which are other vehicle vibration state quantities, are determined from the pitch angular velocity dθp and the vertical bounce velocity dZv. Car body vibration state amount supplement processing for obtaining and supplementing the amount Zv is performed.
For this purpose, integrators 26a and 26b are provided in the vehicle body vibration state quantity complementing unit 26 of FIG. 3, and the vertical bounce speed dZv is obtained by integrating the integrator 26a to obtain the vertical bounce quantity Zv, and the pitch angular speed dθp is integrated by the integrator 26b. Thus, the pitch angle θp is obtained.

  As shown in FIG. 3, the vehicle body vibration state amount complementing unit 26 applies the vertical bounce speed dZv and pitch angular velocity dθp from the vehicle body vibration estimation unit 25 to the braking / driving torque correction amount calculation unit 27 as they are in step S66 of FIG. In addition, the vertical bounce amount Zv and the pitch angle θp obtained by integrating these are directed to the braking / driving torque correction amount calculating unit 27, and the braking / driving torque correction amount calculating unit 27 is subjected to four types of vehicle body vibration x (θp, dθp). , Zv, dZv).

In step S67 of FIG. 4, the braking / driving torque correction amount calculation unit 27 of FIG. 3 calculates the braking / driving torque correction amount ΔTd necessary for suppressing these four types of vehicle body vibration x (θp, dθp, Zv, dZv). Calculate as follows.
That is, the vehicle body vibration x (vertical bounce amount Zv, vertical bounce speed dZv, pitch angle θp, pitch angular speed dθp) is multiplied by a regulator gain Kr indicated by a reference numeral 38 in FIG. The linear sum of the multiplication values is set as a braking / driving torque correction amount ΔTd.

  In this case, the regulator gain Kr is determined by weighting the degree of suppression (reduction) for each of the vertical bounce amount Zv, the vertical bounce speed dZv, the pitch angle θp, and the pitch angular speed dθp.

Also, the regulator gain Kr is a plurality of regulators set by changing the weighting pattern of suppression (reduction) degree for each vertical bounce amount Zv, vertical bounce speed dZv, pitch angle θp, and pitch angular speed dθp, that is, for each type of vehicle body vibration. Composed of gain,
The sum of the integrated values of the plurality of regulator gains, the vertical bounce amount Zv, the vertical bounce velocity dZv, the pitch angle θp, and the pitch angular velocity dθp may be set as the braking / driving torque correction amount ΔTd.

The braking / driving torque correction amount ΔTd obtained as described above by the braking / driving torque correction amount calculation unit 27 (step S67 in FIG. 4) in FIG. 3 is supplied to the adder 24 in FIG.
The adder 24 corrects the driver's required torque rTd obtained by the calculation unit 21 as described above by the braking / driving torque correction amount ΔTd for suppressing vehicle body vibration to satisfy the driver's request while suppressing vehicle body vibration. A target torque tTd is obtained.
The motor torque command value calculation unit 23 in FIG. 2 limits the above target torque tTd so as to meet the torque request from the other system 28, or increases or decreases the final motor torque command value for realizing this. tTm is obtained and contributes to drive control of the motor 4 via the inverter 8.

  The flow of vehicle body vibration estimation and vehicle system vibration control of this embodiment described above is as shown in FIG.

In addition, when integrating the pitch angular velocity dθp and the vertical bounce velocity dZv and obtaining the pitch angle θp and the vertical bounce amount Zv by the vehicle body vibration state quantity complementing unit 26 (step S65 in FIG. 4) in FIG. Since the load becomes large and impractical, and the calculated state quantity diverges,
In practical use, as the integrators 26a and 26b in FIG. 3, a pseudo-integrator represented by the following transfer function G (s) having a time constant T is preferably used.
G (s) = T / (Ts + 1) (11)

A signal measured or estimated on an actual vehicle usually has an offset (0 point deviation) or a noise component, and if such a signal is inadvertently integrated, an integration error may accumulate and control may diverge.
However, when using a quasi-integrator with a time constant T as described above, old information is deleted as needed during quasi-integration based on the time constant. The amount can be avoided from diverging.

In the case of pseudo-integration, if there is an input that continues for a long time that is equal to or longer than the set time constant T, there is a problem that the integration result is shifted.
However, in a vehicle system vibration control system, the steady state component of vibration (mainly the speed component) to be controlled is basically zero, so there is no fear that the integration result will deviate from the true value even when used for a long time.
However, if the integration time is extremely shortened, the influence cannot be ignored, so at least the integration time constant T is set to a value greater than or equal to the vehicle body resonance period, and at least the information for the resonance period can be reliably accumulated. It is desirable to do.

  In addition, when the braking / driving torque correction amount ΔTd for suppressing vehicle body vibration is obtained by the braking / driving torque correction amount calculation unit 27 (step S67 in FIG. 4) of FIG. 3, a plurality of regulator gains Kr1 and Kr2 are obtained as shown in FIG. Prepare the tuning gains G1 and G2 for these regulator gains Kr1 and Kr2. The sum of the integrated values with the tuning gains G1 and G2 may be set as the braking / driving torque correction amount ΔTd.

In this case, there are the following advantages.
In other words, if you try to perform tuning with a tuning gain for each body vibration state quantity, each body vibration state quantity also affects other body vibration state quantities, so finding the optimum value by hand tuning It is very difficult.
By the way, as shown in Fig. 10, a plurality of regulator gains (for example, gain Kr1 that suppresses bounce behavior and gain Kr2 that suppresses pitch behavior) that have some balance are prepared. Since the gains Kr1 and Kr2 can be weighted by the tuning gains G1 and G2, effective gain tuning can be realized.

<Effect of Example>
As described above, according to the vehicle system vibration control device of this embodiment, the motor 4 suppresses the vehicle body vibration x (vertical bounce amount Zv, vertical bounce speed dZv, pitch angle θp, and pitch angular speed dθp). Drive control will be performed to satisfy the torque rTd,
Control of vehicle body vibration x (vertical bounce amount Zv, vertical bounce speed dZv, pitch angle θp, and pitch angle velocity dθp) can improve riding comfort and can also stabilize the vehicle body posture when turning the vehicle. Stability can also be improved.

  By the way, in the above-described vehicle system vibration control, it is necessary to estimate four types of vehicle body vibrations, that is, the vertical bounce amount Zv, the vertical bounce speed dZv, the pitch angle θp, and the pitch angular speed dθp as the vehicle body vibration x.

However, as described above, the vehicle body vibration estimation unit 25 used in this embodiment is deteriorated with time and increased or decreased in number of passengers instead of braking / driving force or disturbance torque that changes according to deterioration with time or increased or decreased number of passengers, as described above. Since the vehicle body vibration is estimated from the speed information such as the wheel speed that does not change due to, for example, only two types of vehicle body vibrations, the vertical bounce speed dZv and the pitch angular speed dθp, can be estimated,
If only the estimation result from the vehicle body vibration estimation unit 25 is used for the vehicle system vibration control, predetermined vibration suppression is performed with respect to the vertical bounce amount Zv and the pitch angle θp, which are vehicle body vibrations other than the vertical bounce speed dZv and the pitch angular speed dθp. I cannot expect the effect.

  However, in the vehicle body vibration estimation apparatus of the present embodiment, the vehicle body vibration state amount complementing unit 26 is provided, and the vertical bounce amount Zv is obtained and complemented by integrating the vertical bounce velocity dZv, and the pitch angle θp is obtained by integrating the pitch angular velocity dθp. The four types of vehicle body vibrations, namely the vertical bounce speed dZv, vertical bounce amount Zv, pitch angular velocity dθp, and pitch angle θp, contribute to the above-mentioned vehicle system vibration control. The vibration suppression effect can be expected.

Further, the integrators 26a and 26b for the integration are quasi-integrators having a predetermined time constant T and having a transfer function G (s) represented by the equation (11).
Old information corresponding to the predetermined time constant T is deleted at any time, and accumulation of integration errors and divergence due to this are prevented, so that the vertical bounce amount Zv and the vertical bounce amount Zv can be accurately calculated.
In addition, in the pseudo-integration, there is a problem that if there is an input that continues for a long time that is equal to or longer than the set time constant T, there is a problem that the integration result shifts. Since the speed information used for estimation basically has no steady component, there is no such concern.

However, since the influence cannot be ignored if the time constant T (integration time) is extremely shortened, at least the integration time constant T is set to a value equal to or greater than the vehicle body resonance period.
For this reason, at least the information corresponding to the resonance period can be reliably accumulated, and there is no possibility that the vertical bounce amount Zv and the vertical bounce amount Zv cannot be calculated due to insufficient information.

In this embodiment, when the vehicle body vibration estimation unit 25 estimates the vertical bounce speed dZv and the pitch angular speed dθp,
The planned correlation illustrated in Figs. 6 and 7 between the longitudinal displacements Xtf, Xtr and the vertical displacements Zf, Zr of the front wheels 1FL, 1FR and rear wheels 1RL, 1RR with respect to the vehicle body 3 (suspension geometry characteristics) Based on the average front wheel speed VwF and the average rear wheel speed VwR, the vertical bounce speed dZv (F) and the pitch angular speed dθp (F) are estimated, and these are passed through the bandpass filter processing units 55 and 56 to detect only the vehicle body vibration. Since the vertical bounce velocity dZv and the pitch angular velocity dθp to be expressed are extracted, the following effects can be obtained.

  In other words, the vertical bounce speed dZv and the pitch angular speed dθp are estimated from the average front wheel speed VwF and average rear wheel speed VwR, which do not change due to deterioration over time or increase or decrease in the number of passengers. Thus, the estimation accuracy can be improved without being influenced by the above, and the effect of the vibration suppression control can be made remarkable.

  Note that the front wheel suspension geometry characteristics in FIG. 6 and the rear wheel suspension geometry characteristics in FIG. 7 are mapped and stored as they are, or modeled in advance, and these maps or models are used to change the front wheel longitudinal displacement Xtf. It is advantageous in terms of the prediction accuracy of the vertical displacements Zf and Zr to predict the vertical displacements Zf and Zr at the front shaft upper part and the rear shaft upper part of the vehicle body 3 from the longitudinal displacement Xtr of the rear wheel and the rear wheel, respectively. , It becomes disadvantageous in terms of cost.

  However, in the present embodiment, considering the general driving, the balance point in the state where the vehicle is stationary on the flat ground and the acceleration of 1G is applied (from the viewpoint that it is not necessary to cover the entire suspension stroke. Linear approximation is performed with the gradients KgeoF (in the case of FIG. 6) and KgeoR (in the case of FIG. 7) near the origin of FIGS. 6 and 7, and these KgeoF and KgeoR are used as proportional coefficients, and these are the front wheel longitudinal displacement Xtf and Since the vertical displacements Zf and Zr at the front shaft upper portion and the rear shaft upper portion of the vehicle body 3 are predicted from the rear wheel longitudinal displacement Xtr, respectively, this is advantageous in terms of cost.

Further, in this embodiment, as the integrators 26a and 26b in the vehicle body vibration state quantity complementing unit 26 in FIG. 3, a pseudo-integral represented by the transfer function G (s) of the above-described equation (11) provided with a predetermined time constant T. In order to obtain the pitch angle θp and the vertical bounce amount Zv by quasi-integrating the pitch angular velocity dθp and the vertical bounce velocity dZv,
The calculation load is not increased unlike the normal integration calculation, and the calculated pitch angle θp and the vertical bounce amount Zv do not diverge.

Further, when using a pseudo-integrator as in this embodiment, old information is deleted at any time during pseudo-integration based on the time constant T, so that accumulation of integration errors can be prevented, and the calculated pitch angle θp and It is possible to avoid the vertical bounce amount Zv from diverging.
Furthermore, since the integration time constant T is set to a value that is at least equal to or greater than the vehicle body resonance period, information for at least the resonance period can be reliably accumulated, and the pitch angle θp and the vertical bounce amount Zv cannot be calculated due to insufficient information. The situation can be avoided.

Further, in this embodiment, when the braking / driving torque correction amount calculating unit 27 of FIG. 3 obtains the braking / driving torque correction amount ΔTd for suppressing the vehicle body vibration, as shown in FIG. 9, the vehicle body vibration x (vertical bounce amount Zv, vertical bounce amount) Speed dZv, pitch angle θp, pitch angular velocity dθp) is multiplied by giving a regulator gain Kr, and the resulting linear sum of multiplication values is used as the braking / driving torque correction amount ΔTd.
The braking / driving torque correction amount ΔTd can be easily obtained and the calculation load can be reduced.

At that time, the regulator gain Kr is determined by weighting the degree of suppression (reduction) for each of the vertical bounce amount Zv, vertical bounce speed dZv, pitch angle θp, and pitch angular speed dθp.
As the degree of freedom in design increases, each vibration state quantity can be balanced as the regulator gain Kr, which is very useful in practice.

The regulator gain Kr is composed of a plurality of regulator gains set by changing the weighting pattern of the suppression (reduction) degree for each of the vertical bounce amount Zv, the vertical bounce speed dZv, the pitch angle θp, and the pitch angular speed dθp,
The same effect can be achieved even if the sum of the integrated values of these regulator gains, the vertical bounce amount Zv, the vertical bounce velocity dZv, the pitch angle θp, and the pitch angular velocity dθp is the braking / driving torque correction amount ΔTd. be able to.

Further, when the braking / driving torque correction amount calculation unit 27 in FIG. 3 obtains the braking / driving torque correction amount ΔTd for suppressing vehicle body vibration, a plurality of regulator gains (gain Kr1 for suppressing bounce behavior, and pitch behavior as shown in FIG. 10). Are prepared, and tuning gains G1 and G2 for these regulator gains Kr1 and Kr2 are set.Up and down bounce amount Zv, up and down bounce speed dZv, pitch angle θp, and pitch angular speed dθp, and multiple regulators When the sum of the integrated values of gains Kr1, Kr2 and tuning gains G1, G2 is set to the braking / driving torque correction amount ΔTd,
When tuning with an actual vehicle, the regulator gains Kr1 and Kr2 can be weighted with the tuning gains G1 and G2, which is advantageous in that effective gain tuning can be realized.

<Other examples>
In the above-described embodiment, the case where the vehicle body vibration estimation device is used for vehicle system vibration control via the braking / driving force operation of the electric vehicle using only the motor 4 as a power source has been described.
It can be used in the same way for a vehicle system vibration control device through engine control of a vehicle mounted with an engine vehicle such as an internal combustion engine as a power source. The same can be applied to a vehicle system vibration control device through operation.

Further, in the illustrated example, the case where the vehicle body vibration state amount complementing unit 26 obtains and complements the vertical bounce amount Zv and the pitch angle θp by integrating the vertical bounce velocity dZv and the pitch angular velocity dθp of the vehicle body 3 has been described.
When the vehicle system vibration control device suppresses the vertical bounce acceleration ddZv and the pitch angular acceleration ddθp, the vehicle body vibration state amount complementing unit 26 includes a differentiator, and the differential of the vertical bounce velocity dZv and the pitch angular velocity dθp of the vehicle body 3 is provided. Thus, the vertical bounce acceleration ddZv and the pitch angular acceleration ddθp may be obtained and used for calculating the braking / driving torque correction amount ΔTd.

In the illustrated example, the vertical bounce speed dZv and the pitch angular speed dθp of the vehicle body 3, and the vertical bounce amount Zv and the pitch angle θp obtained by integrating them are directly used for the calculation of the braking / driving torque correction amount ΔTd. ,
These vertical bounce velocity dZv, pitch angular velocity dθp, vertical bounce amount Zv, and pitch angle θp are subjected to filter processing to remove steady or low frequency components, or filter processing to remove high frequency components, and braking / driving torque It is preferable to use the calculation of the correction amount ΔTd.

  By applying such filter processing, noise and offset in the vertical bounce speed dZv, pitch angular velocity dθp, vertical bounce amount Zv, and pitch angle θp are removed, and these noise and offset are amplified during the subsequent processing. An adverse effect on vibration control can be avoided.

In the illustrated example, the pitch angular velocity dθp and the vertical bounce velocity dZv, which are certain vehicle body vibration state quantities, are calculated from the average front wheel speed VwF and the average rear wheel speed VwR as the vehicle body vibration physical quantities.
A vehicle body vibration state quantity detecting means for directly or indirectly detecting the pitch angular velocity dθp and the vertical bounce speed dZv may be provided, and a detection result by the means may be a certain vehicle body vibration state quantity.

The braking / driving torque correction amount calculation unit 27 multiplies the vehicle body vibration x (vertical bounce velocity dZv, pitch angular velocity dθp, vertical bounce amount Zv and pitch angle θp) by the regulator gain Kr (Kr1, Kr2) as shown in the example in the figure. Not limited to those that calculate braking / driving torque correction amount,
Convert body vibration x (vertical bounce speed dZv, pitch angular speed dθp, vertical bounce amount Zv, and pitch angle θp) into vertical motion physical quantities at any two points on the body 3 (for example, the upper part of the front axis and the upper part of the rear axis). The braking / driving torque correction amount required to reduce at least one of the vehicle vertical movement physical quantities at these two points may be obtained and used for vehicle system vibration control.
The vehicle body vibration x (vertical bounce velocity dZv, pitch angular velocity dθp, vertical bounce amount Zv and pitch angle θp) is converted into the relative vertical movement physical quantities of the front wheels 1FL, 1FR and rear wheels 1RL, 1RR with respect to the vehicle body 3, and these front wheels and A braking / driving force correction amount required to reduce at least one of the vertical physical movements of the rear wheels may be obtained and used for vehicle system vibration control.

1FL, 1FR Left and right front wheels
1RL, 1RR Left and right rear wheels
2 Steering wheel
3 Body (Spring mass)
4 Motor
5 Transmission
6 Motor controller
7 Battery (capacitor)
8 Inverter
11FL, 11FR, 11RL, 11RR Wheel speed sensor (body vibration physical quantity detection means)
13 Accelerator position sensor
14 Brake pedal force sensor
20 Vehicle speed calculator
21 Required torque calculator
22 Vehicle system vibration control calculation section
23 Motor torque command value calculator
24 Adder (braking and driving force correction means)
25 Body vibration estimation unit (body vibration state quantity calculation means)
26 Body vibration state quantity complementing part (body vibration state quantity complementing means)
26a, 26b integrator
27 Braking / driving torque correction amount calculation section (braking / driving force correction amount calculation means)
38 Regulator gain
51 Average front wheel speed calculator
52 Average rear wheel speed calculator
53 Bounce speed calculator
54 Pitch angular velocity calculator
55,56 Bandpass filter processing section

Claims (18)

In the device for estimating the vibration of the vehicle body, which is the sprung mass of a vehicle that has the front wheel suspended through the front wheel suspension device and the rear wheel suspended through the rear wheel suspension device,
Examples body vibration physical quantity representing the vehicle body vibration, the front wheel of the vehicle body vibration physical quantity detection for detecting wheel speed physical quantity related to the front wheel speed is the wheel speed and the wheel speed physical quantity after related to wheel speed after a wheel speed of the rear wheel, respectively Means,
Using the front wheel speed physical quantity and the rear wheel speed physical quantity detected by the means , the front wheel speed physical quantity, and the correlation between the front wheel longitudinal displacement amount and the vertical displacement amount determined by the geometric characteristics of the front wheel suspension device, In addition, a certain vehicle body vibration state that can be determined from the correlation between the rear wheel front-rear displacement and the vertical displacement determined by the rear wheel speed physical quantity and the geometry characteristics of the rear wheel suspension device. Vehicle body vibration state amount calculating means for calculating the amount;
Vehicle body vibration state quantity complementing means for obtaining another vehicle body vibration state quantity by a cross-productive processing of a certain vehicle body vibration state quantity calculated by the means,
A vehicle body vibration state quantity obtained by the vehicle body vibration state quantity computing means and another vehicle body vibration state quantity obtained by the vehicle body vibration state quantity complementing means are output as vehicle body vibration estimation results. A vehicle body vibration estimation device. In the vehicle body vibration estimation device according to claim 1 ,
The vehicle body vibration state quantity complementing means comprises a differentiator, and the differential value of the vehicle body vibration state quantity obtained by differentiating a certain vehicle body vibration state quantity obtained by the vehicle body vibration state quantity calculating means with the differentiator is different from the differential value. The vehicle body vibration estimation apparatus is characterized in that the vehicle body vibration state quantity of the vehicle body is determined. In the vehicle body vibration estimation device according to claim 1 or 2 ,
The vehicle body vibration state quantity complementing means includes an integrator, and an integrated value of the vehicle body vibration state quantity obtained by integrating a certain vehicle body vibration state quantity obtained by the vehicle body vibration state quantity calculating means with the integrator is different from the integrated value. The vehicle body vibration estimation apparatus is characterized in that the vehicle body vibration state quantity of the vehicle body is determined. In the vehicle body vibration estimation device according to claim 3 ,
The integrator is a pseudo-integrator having a predetermined time constant, and a component due to an old input is gradually deleted from the integration result according to the predetermined time constant. Vibration estimation device. In the vehicle body vibration estimation device according to claim 4 ,
The quasi-integrator is a vehicle body vibration estimation apparatus, wherein the predetermined time constant is a value equal to or greater than a vehicle body resonance period, and can accumulate information for at least the resonance period. In the vehicle body vibration estimation device according to any one of claims 1 to 5 ,
It the correlation between the longitudinal direction displacement of the front and rear wheels and vertical displacement, respectively, the geometric constraints determined according to the link structure of the front wheel suspension device and the rear wheel suspension system for said vehicle body A vehicle body vibration estimation device characterized by the above. In the vehicle body vibration estimation device according to any one of claims 1 to 6 ,
The vehicle body vibration state quantity complementing means is the other vehicle body vibration state quantity which is the calculation result of itself, a certain vehicle body vibration state quantity from the vehicle body vibration state quantity computing means, or another vehicle body vibration state quantity. A vehicle body vibration estimation apparatus characterized by applying a filtering process to remove a steady component or a low frequency component to both of a vehicle body vibration state quantity. In the vehicle body vibration estimation device according to any one of claims 1 to 7 ,
The vehicle body vibration state quantity complementing means is the other vehicle body vibration state quantity which is the calculation result of itself, a certain vehicle body vibration state quantity from the vehicle body vibration state quantity computing means, or another vehicle body vibration state quantity. A vehicle body vibration estimation apparatus characterized by applying a filtering process to remove a high-frequency component to both of a vehicle body vibration state quantity. In the vehicle body vibration estimation device according to any one of claims 1 to 5 ,
In place of the vehicle body vibration physical quantity detection means and the vehicle body vibration state quantity calculation means, a vehicle body vibration state quantity detection means for directly or indirectly detecting the certain vehicle body vibration state quantity is provided,
The vehicle body vibration state quantity complementing means, the vehicle body vibration, characterized in that the differential-integral studies processing certain body vibration state quantity detected by the vehicle body vibration state quantity detecting means and requests the said another vehicle body vibration state quantity Estimating device. The vehicle body vibration estimation apparatus according to any one of claims 1 to 9 ,
The vehicle body vibration state quantity calculated by the vehicle body vibration state quantity calculating means is a pitch angular velocity and a vertical bounce velocity.
Another vehicle body vibration state quantity obtained by the vehicle body vibration state quantity complementing means is at least one of pitch angle and pitch angular acceleration and at least one of vertical bounce amount and vertical bounce acceleration. . Comprising the vehicle body vibration estimating device according to any one of claims 1 to 10 ,
A braking / driving force correction amount necessary for reducing a certain vehicle body vibration state quantity calculated by the vehicle body vibration state quantity calculating means and another vehicle body vibration state quantity obtained by the vehicle body vibration state quantity complementing means is calculated. Braking / driving force correction amount calculating means;
A vehicle system vibration control device comprising braking / driving force correcting means for correcting the braking / driving force of the vehicle by a braking / driving force correction amount obtained by the means. In the vehicle system vibration control device according to claim 11 ,
The braking / driving force correction amount calculating means obtains the braking / driving force correction amount by multiplying the certain vehicle body vibration state amount and another vehicle body vibration state amount by a predetermined gain. Control device. In the vehicle system vibration control device according to claim 11 or 12 ,
The braking / driving force correction amount calculation means uses the linear sum of multiplication values obtained by multiplying a certain vehicle body vibration state amount and another vehicle body vibration state amount by a predetermined gain as the braking / driving force correction amount. A vehicle system vibration control device characterized by that. In the vehicle system vibration control device according to claim 13 ,
The vehicle system vibration control device according to claim 1, wherein the predetermined gain is a regulator gain determined by weighting a degree of suppression for each type of the certain vehicle body vibration state amount and another vehicle body vibration state amount. In the vehicle system vibration control device according to claim 14 ,
The predetermined gain is composed of a plurality of regulator gains set by changing a weighting pattern of the degree of suppression with respect to the certain vehicle body vibration state quantity and another vehicle body vibration state quantity,
The braking / driving force correction amount calculation means uses the sum of integrated values of the plurality of regulator gains, the certain vehicle body vibration state amount and another vehicle body vibration state amount as the braking / driving force correction amount. A characteristic vehicle vibration control device. In the vehicle system vibration control device according to claim 13 ,
The predetermined gain is composed of a plurality of regulator gains set by changing a weighting pattern of the degree of suppression with respect to the certain vehicle body vibration state quantity and another vehicle body vibration state quantity,
The braking / driving force correction amount calculating means calculates the braking / driving force as a sum of integrated values of the plurality of regulator gains, a tuning gain for these regulator gains, the certain vehicle body vibration state amount and another vehicle body vibration state amount. A vehicle vibration control device characterized in that it is a correction amount. In the vehicle system vibration control device according to claim 11 ,
The braking / driving force correction amount calculating means converts the certain vehicle body vibration state quantity and another vehicle body vibration state quantity into vertical movement physical quantities at any two points on the vehicle body, and at least the vehicle vertical movement physical quantities at these two points. A vehicle system vibration control device characterized in that a braking / driving force correction amount necessary for reducing one of the two is obtained and used for braking / driving force correction by the braking / driving force correcting means. In the vehicle system vibration control device according to claim 11 ,
The braking / driving force correction amount calculation means converts the certain vehicle body vibration state quantity and another vehicle body vibration state quantity into relative vertical movement physical quantities of the front wheels and the rear wheels with respect to the vehicle body, A vehicle system vibration control device characterized in that a braking / driving force correction amount necessary for reducing at least one of the physical movement quantities is obtained and used for braking / driving force correction by the braking / driving force correcting means.

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