Vehicle control device and vehicle control method

Abstract

A control device (10) comprising: a first calculation unit (11) that calculates a first sum-corresponding value corresponding to the sum of left and right required torques, and a first difference-corresponding value corresponding to the difference between the left and right required torques; a first control unit (13) that outputs a first command torque through FF control in which the first sum-corresponding value and the first difference-corresponding value are used; an estimation unit (14) that, on the basis of the first command torque, estimates an estimated sum speed corresponding to the sum of estimated speeds of left and right drive sources (2), and an estimated difference speed corresponding to the difference between the two estimated speeds; a second calculation unit (15) that calculates a second sum-corresponding value corresponding to the sum of the actual speeds of the left and right drive sources (2), and a second difference-corresponding value corresponding to the difference between the two actual speeds; a second control unit (16) that outputs a second command torque through FB control that is based on the deviation between the second sum-corresponding value and the estimated sum speed, and the deviation between the second difference-corresponding value and the estimated difference speed; and a third control unit (17) that uses the first and second command torques to control the output of the left and right drive sources (2).

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device and a vehicle control method for controlling a drive source mounted on a vehicle. [Background technology]

[0002] Conventionally, in a vehicle equipped with multiple drive sources, a method has been known in which a vehicle model that models the behavior of the drive force transmission system is used to control the operating state of each drive source while suppressing vibration in the drive force transmission system (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-103249 Summary of the Invention [Problem to be solved by the invention]

[0004] The behavior (e.g., vibration) of the drivetrain differs when the vehicle is traveling straight and when it is turning. Therefore, it is necessary to develop separate controls for the vehicle traveling straight and when it is turning. Developing separate controls for the left and right drivetrains can lead to a complex control configuration. Furthermore, the vehicle's driving state can be a complex state that combines a straight-line state (translational motion) and a turning state (yaw motion), making it difficult to improve controllability. For example, when performing control to suppress vibration on one of the left and right axles, the control (output) also affects the other axle. Therefore, a decoupling mechanism is required to prevent mutual influence, complicating the control configuration. In other words, it is difficult to appropriately suppress vibration on each of the left and right axles, given the different vibration characteristics when traveling straight and when turning.

[0005] However, when the vibration suppression control is implemented as feedforward control, there is a possibility that vibrations that cannot be suppressed by the feedforward control will be transmitted to the axle. To address this issue, a method of combining feedforward control and feedback control to enhance the vibration suppression effect can be considered. However, when using both feedforward control and feedback control, if the two controls interfere with each other, it becomes difficult to achieve the target output of each.

[0006] One of the objects of the present invention has been devised in light of the above-mentioned problems, and is to provide a vehicle control device and a vehicle control method that are simple in configuration and can suppress vibrations of the left and right axles without interfering with each other while also preventing control interference between feedforward control and feedback control. In addition to this object, another object of the present invention is to achieve effects derived from the configurations shown in the "Mode for Carrying Out the Invention" described below, which are effects that cannot be obtained with conventional technologies. [Means for solving the problem]

[0007] The disclosed vehicle control device and control method can be realized as the aspects or specific examples disclosed below, and solve at least some of the above problems. The disclosed vehicle control device is a vehicle control device that includes a left drive system including a left axle and left wheels to which power from a left drive source is transmitted, and a right drive system including a right axle and right wheels to which power from a right drive source is transmitted, and that includes a detection unit that detects the actual speed of the left drive system or the left drive source and the actual speed of the right drive system or the right drive source, respectively, and includes a first calculation unit that calculates a first sum equivalent value that corresponds to the sum of a left required torque that is a torque required for the left drive system or the left drive source and a right required torque that is a torque required for the right drive system or the right drive source, and calculates a first difference equivalent value that corresponds to the difference between the left required torque and the right required torque, and a control unit that controls the left drive source and the right drive source by feedforward control using the first sum equivalent value and the first difference equivalent value. an estimation unit that estimates, based on the first command torque, an estimated sum speed that corresponds to the sum of the estimated speed of the left drive source and the estimated speed of the right drive source, and an estimated differential speed that corresponds to the difference between the two estimated speeds; a second calculation unit that calculates a second sum equivalent value that corresponds to the sum of the two actual speeds and a second difference equivalent value that corresponds to the difference between the two actual speeds; a second control unit that outputs a second command torque to control the left drive source and the right drive source by feedback control based on the deviation between the second sum equivalent value and the estimated sum speed, or the deviation between the second difference equivalent value and the estimated differential speed; and a third control unit that controls the outputs of the left drive source and the right drive source using the first command torque and the second command torque.

[0008] The disclosed vehicle control method is a control method for a vehicle that includes a left drive system including a left axle and left wheels to which power from a left drive source is transmitted, and a right drive system including a right axle and right wheels to which power from a right drive source is transmitted, and that is equipped with a detection unit that detects the actual speed of the left drive system or the left drive source and the actual speed of the right drive system or the right drive source, respectively, and that calculates a first sum equivalent value that corresponds to the sum of a left required torque that is a torque required for the left drive system or the left drive source and a right required torque that is a torque required for the right drive system or the right drive source, and calculates a first difference equivalent value that corresponds to the difference between the left required torque and the right required torque, and performs feedforward control using the first sum equivalent value and the first difference equivalent value to: A first command torque for controlling the left drive source and the right drive source is output, and an estimated sum speed corresponding to the sum of the estimated speed of the left drive source and the estimated speed of the right drive source and an estimated differential speed corresponding to the difference between the two estimated speeds are estimated based on the first command torque, a second sum equivalent value corresponding to the sum of the two actual speeds and a second difference equivalent value corresponding to the difference between the two actual speeds are calculated, and a second command torque for controlling the left drive source and the right drive source is output by feedback control based on the deviation between the second sum equivalent value and the estimated sum speed and the deviation between the second difference equivalent value and the estimated differential speed, and the outputs of the left drive source and the right drive source are controlled using the first command torque and the second command torque. [Effects of the Invention]

[0009] According to the disclosed vehicle control device and vehicle control method, it is possible to suppress vibrations of the left and right axles without interfering with each other, while also preventing control interference between feedforward control and feedback control, with a simple configuration. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 2 is a block diagram showing the configuration of a control device and a vehicle. [Figure 2] 1 is a schematic diagram showing an example of the structure of a vehicle drive system. [Figure 3] FIG. 3 is a velocity diagram of a power distribution mechanism of a vehicle having the structure shown in FIG. 2. [Figure 4] FIG. 2 is a block diagram showing a vehicle control method. [Figure 5] 1 is a schematic diagram illustrating the structure of a left drive train and a right drive train of a vehicle. FIG. [Figure 6] (A) is a schematic diagram of the first sum model and the second sum model, and (B) is a schematic diagram of the first difference model and the second difference model. [Figure 7] FIG. 5 is a diagram illustrating an example of the third sum model of FIG. 4. [Figure 8] FIG. 5 is a diagram illustrating an example of a third difference model in FIG. 4. [Figure 9] 1A and 1B are schematic diagrams illustrating the relationship between the frequency band and responsiveness of a bandpass filter. [Figure 10] (A) and (B) are examples of the results of simulating vibration components when a vehicle turns. DETAILED DESCRIPTION OF THE INVENTION

[0011] The types of vehicles for which the disclosed vehicle control device and vehicle control method can be used include, for example, engine vehicles (gasoline vehicles, diesel vehicles), electric vehicles, and hybrid vehicles, which run by driving left and right wheels (left and right drive wheels) using at least one drive source (internal combustion engine or motor), and preferably run by driving left and right wheels (left and right drive wheels) using multiple drive sources. Here, one of the multiple drive sources is referred to as the left drive source, and the other drive source is referred to as the right drive source. Also, of the left and right wheels, one located on the left side of the vehicle is referred to as the left wheel, and the other is referred to as the right wheel. The disclosed vehicle control device and vehicle control method can be used to control a vehicle equipped with a left drive system including a left axle and left wheels to which power is transmitted from the left drive source, and a right drive system including a right axle and right wheels to which power is transmitted from the right drive source.

[0012] The layout of each of the left and right drive sources may or may not be set to correspond to the left-right direction defined based on the vehicle's direction of travel. Furthermore, the left and right drive systems may operate independently of each other, or may be connected to each other via a transmission mechanism or a power distribution mechanism. The disclosed vehicle control device and vehicle control method can be used to control in-wheel motor vehicles in which the left and right wheels are driven by individual motors, as well as torque vectoring vehicles in which the left and right wheels can transmit driving force or torque to each other. [Example]

[0013] [1. Configuration] A control device 10 according to an embodiment is mounted on a vehicle 1 shown in FIG. 1. The vehicle 1 includes left and right wheels 5 (wheels) arranged side by side in the vehicle width direction, a power distribution mechanism 3 (differential mechanism) that applies a torque difference to the left and right wheels 5, and a pair of motors 2 connected to the power distribution mechanism 3. In the drawings of the embodiment, the letters L and R added to the numeral symbols indicate the location of the element associated with the symbol (whether it is on the left or right side of the vehicle 1). For example, 5L indicates one of the left and right wheels 5 (the left wheel) located on the left side of the vehicle 1, and 5R indicates the other (the right wheel) located on the right side. The positions of the left and right wheels 5 in the longitudinal direction do not matter, and they may be the front or rear wheels of the vehicle 1.

[0014] The motor 2 (drive source) has the function of driving at least either the front wheels or the rear wheels of the vehicle 1, and can also have the function of driving all four wheels. Of the pair of motors 2, one located on the left side is the left motor 2L (left drive source), and the other located on the right side is the right motor 2R (right drive source). The left motor 2L and the right motor 2R operate independently of each other and can individually output drive forces of different magnitudes. These motors 2 are connected to the power distribution mechanism 3 via a pair of speed reduction mechanisms that are separately provided from each other.

[0015] The vehicle 1 is equipped with a power distribution mechanism 3 that amplifies the torque difference between the pair of motors 2 and distributes it to each of the left and right wheels 5. The power distribution mechanism 3 in this embodiment is a differential mechanism with a yaw control function (AYC (Active Yaw Control) function) and is interposed between the axle 4 (left axle 4L) connected to the left wheel 5L and the axle 4 (right axle 4R) connected to the right wheel 5R. The yaw control function actively controls the distribution ratio of the driving force (driving torque) between the left and right wheels 5 to adjust the yaw moment and stabilize the posture of the vehicle 1. The power distribution mechanism 3 includes a planetary gear mechanism, a differential gear mechanism, and the like. A vehicle drive system including the pair of motors 2 and the power distribution mechanism 3 is also called a DM-AYC (Dual Motor AYC) system.

[0016] As shown in FIG. 2, the power distribution mechanism 3 includes a pair of speed reduction mechanisms (gear trains surrounded by dashed lines in FIG. 2) and a transmission mechanism (gear trains surrounded by dashed lines in FIG. 2) that reduce the rotational speed of the motor 2. The speed reduction mechanism is a mechanism that increases the torque (driving force) output from the motor 2 by reducing the torque. The reduction ratio G of the speed reduction mechanism is set appropriately depending on the output characteristics and performance of the motor 2. If the torque performance of the motor 2 is sufficiently high, the speed reduction mechanism may be omitted. The transmission mechanism is a mechanism that amplifies the difference in torque transmitted to each of the left and right wheels 5.

[0017] The transmission mechanism of the power distribution mechanism 3 shown in FIG. 2 includes a pair of planetary gear mechanisms. These planetary gear mechanisms have a structure in which the rotation axes of the planetary gears provided on each carrier are connected to each other. Each carrier supports the planetary gear so that it can rotate and so that the planetary gear can revolve between a sun gear and a ring gear. Driving forces transmitted from the left and right motors 2 are input to the ring gear and sun gear of one planetary gear mechanism. Driving forces transmitted to the left and right wheels 5 are extracted from the sun gear and carrier of the other planetary gear mechanism. Note that the structure of the power distribution mechanism 3 shown in FIG. 2 is merely one example for achieving yaw control, and other known structures may also be used.

[0018] In addition, J in Fig. 2 M is the motor inertia (moment of inertia of motor 2), D M is the motor viscosity (viscosity of motor 2), J w represents the wheel inertia (moment of inertia of the left and right wheels 5). LM is the left motor input torque (left motor command torque), T Lm is the left motor input torque after deceleration by the reduction mechanism, ω LM is the left motor angular velocity, ω Lm is the angular velocity of the left motor after deceleration by the reduction mechanism, T Lin is the torque on the left drive side, T Lds is the left axle torque, T LL is the left wheel load torque, ω Lds is the left driving side angular velocity, ω LL is the left wheel angular velocity. Similarly, for the parameters of the right drivetrain, T RM is the right motor input torque (right motor command torque), T Rm is the right motor input torque after deceleration by the reduction mechanism, ω RM is the right motor angular velocity, ω Rm is the angular velocity of the right motor after deceleration by the reduction mechanism, T Rin is the right drive torque, T Rds is the right axle torque, T RL is the right wheel load torque, ω Rds is the right drive side angular velocity, ω RL is the right wheel angular velocity.

[0019] Fig. 3 is a speed diagram of the power distribution mechanism 3. b1 and b2 shown in Figs. 2 and 3 represent torque difference amplification factors (deceleration rate, differential reduction ratio) determined according to the structure of the gears built into the power distribution mechanism 3. The torque difference amplification factor related to power transmission from the left motor 2L to the right wheel 5R is b1, and the torque difference amplification factor related to power transmission from the left motor 2L to the left wheel 5L is b1+1. Furthermore, the torque difference amplification factor related to power transmission from the right motor 2R to the left wheel 5L is b2, and the torque difference amplification factor related to power transmission from the right motor 2R to the right wheel 5R is b2+1.

[0020] As shown in FIG. 1, each of the pair of motors 2 is electrically connected to a battery 7 via an inverter 6 (6L, 6R). The inverter 6 is a converter (DC-AC inverter) that converts between power (DC power) of a DC circuit on the battery 7 side and power (AC power) of an AC circuit on the motor 2 side. The battery 7 is, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is a secondary battery that can supply high-voltage DC current of several hundred volts. When the motor 2 is powered, the DC power is converted to AC power by the inverter 6 and supplied to the motor 2. When the motor 2 is generating power, the generated power is converted to DC power by the inverter 6 and charged into the battery 7. The operating state of the inverter 6 is controlled by a control device 10.

[0021] The control device 10 is one of the electronic control units (ECU) mounted on the vehicle 1. The control device 10 has a function of controlling the output of each of the left motor 2L (left drive source), and the right motor 2R, in the vehicle 1 which is equipped with a left drive system including a left axle 4L and a left wheel 5L to which power is transmitted from a left motor 2L (left drive source), and a right drive system including a right axle 4R and a right wheel 5R to which power is transmitted from a right motor 2R (right drive source).

[0022] The control device 10 incorporates a processor (central processing unit), memory (main memory), storage device, interface device, etc. (not shown), which are communicably connected to one another via an internal bus. The contents of the decisions and controls performed by the control device 10 are recorded and saved in the memory as firmware or application programs, and when the programs are executed, the contents of the programs are expanded in the memory space and executed by the processor.

[0023] The control device 10 is connected to an accelerator opening sensor 21, a brake sensor 22, a steering angle sensor 23, a resolver 24, and a wheel speed sensor 25. The accelerator opening sensor 21 is a sensor that detects the amount of depression of the accelerator pedal (accelerator opening) and the depression speed. The brake sensor 22 is a sensor that detects the amount of depression of the brake pedal (brake pedal stroke) and the depression speed. The steering angle sensor 23 is a sensor that detects the steering angle of the left and right wheels 5 (actual steering angle or steering angle of the steering wheel).

[0024] The resolvers 24 (24L, 24R) are sensors (detectors) that detect the actual angular velocity of the motors 2, and are individually provided for each of the pair of motors 2. The resolvers 24 output information about the rotation angle of the motors 2 as two-phase AC voltages. The actual angular velocity of the motors 2 is determined from changes in these AC voltages over time. The wheel speed sensors 25 (25L, 25R) are sensors (detectors) that detect the actual angular velocity of the axles 4. The control device 10 controls the output of the pair of motors 2 (2L, 2R) by controlling the operating state of the inverters 6 (6L, 6R) based on the information detected by the various sensors 21 to 25. Note that instead of the resolvers 24, other sensors (detectors such as hall sensors or encoders) with different internal structures or operating principles may be used to detect the actual angular velocity of the motors 2.

[0025] The vehicle 1 is provided with a detection unit that detects the actual speed of the left drivetrain or left motor 2L (hereinafter referred to as "left actual speed") and the actual speed of the right drivetrain or right motor 2R (hereinafter referred to as "right actual speed"). The actual speeds referred to here include, for example, the actual angular speed of the axle 4, the actual angular speeds and actual wheel speeds of the left and right wheels 5, the actual angular speed of the motor 2, and the angular speed after the actual angular speed of the motor 2 has been decelerated by a deceleration mechanism (post-deceleration angular speed). The detection unit is a device, equipment, or sensor that can detect the actual speeds, such as the resolver 24 or wheel speed sensor 25 described above.

[0026] [2. Control device] 4 is a block diagram showing control (vibration suppression control using a control method according to an embodiment) performed by the control device 10. In this control, vibrations in the left and right drivetrains are separated into vibrations when the vehicle 1 travels straight and vibrations when the vehicle 1 turns, with the former being separated as sum mode vibrations and the latter as difference mode vibrations. Torques for suppressing vibrations in the sum mode and difference mode are then obtained, and the obtained torques are converted back to left and right representations before being output (commanded) to the left motor 2L and the right motor 2R.

[0027] The storage device of the control device 10 of this embodiment stores two sum models used in the sum mode and two difference models used in the difference mode. That is, in the control method of this embodiment, first, a sum model and a difference model are prepared. The sum model is a model that models the motion states of the left and right drive trains when the vehicle 1 is traveling straight, and the difference model is a model that models the motion states of the left and right drive trains when the vehicle 1 is turning. The sum model and the difference model are models related to vibration suppression.

[0028] Generally, the vehicle 1 generates different vibrations when traveling straight and when turning, and the resonance frequencies are also different. Although it depends on the type of vehicle 1, as an example, the resonance frequency when traveling straight is about 6 Hz, while the resonance frequency when turning is lower, for example, about 2 Hz. In this way, in order to effectively suppress the different vibrations when the vehicle 1 is traveling in a straight-line state (translational motion) and when turning (yaw motion), and to prevent the control (output) for suppressing vibrations from interfering with each other on the left and right, the vehicle is separated into the above two modes, and two types of models are provided for use in each mode. In other words, the sum model and the difference model are models used to activate vibration suppression control in the straight-line state and the turning state, respectively, for the different resonance frequencies when traveling straight and when turning.

[0029] Furthermore, this control is a cooperative control that combines feedforward control (hereinafter referred to as "FF control") and feedback control (hereinafter referred to as "FB control"), and exhibits a higher vibration suppression effect. In FF control, a command torque (hereinafter referred to as "first command torque") is output to control the left motor 2L and the right motor 2R based on the left required torque, which is the torque required for the left drivetrain or left motor 2L, and the right required torque, which is the torque required for the right drivetrain or right motor 2R. The first command torque output here is a torque command value for suppressing vibrations in the left drivetrain (mainly the left axle 4L) and the right drivetrain (mainly the right axle 4R). In FF control, the motor 2 may be intentionally oscillated to suppress vibrations in the axle 4 (to prevent the axle 4 from vibrating).

[0030] The left required torque is, for example, the required torque T of the left axle 4L. Lds-ref (Hereinafter, "Left axle required torque T Lds-ref The right axle required torque is, for example, the required torque T Rds-ref (Hereinafter, "Right axle required torque T Rds-ref In this embodiment, these axle required torques T Lds-ref ,T Rds-ref are used as the left and right required torques.

[0031] On the other hand, FB control is a control that suppresses vibration of the motor 2 regardless of vibration of the axle 4, and aims to further suppress vibration by removing vibration components that could not be completely suppressed by FF control. However, as mentioned above, FF control may intentionally shake (vibrate) the motor 2 to prevent vibration of the axle 4. When implementing such FF control, if FB control is implemented without taking FF control into consideration, the FF control and FB control may interfere with each other, and the vibration components intentionally generated by FF control may also be removed.

[0032] Therefore, in the FB control of this control, a command torque (hereinafter referred to as a "second command torque") is output to control the left motor 2L and the right motor 2R based on the deviation between the speed (angular velocity) estimated based on the output of the FF control (i.e., the first command torque) and the actual speed of the motor 2. The second command torque output here is a torque command value for removing vibration components that could not be completely removed by the FF control. The first command torque obtained by the FF control and the second command torque obtained by the FB control are then used to control the outputs of the left motor 2L and the right motor 2R. In other words, by using the result (output) of the FF control in the FB control, it is possible to prevent even the vibration components intentionally caused by the FF control from being removed.

[0033] The above sum model and difference model are used in estimating speed based on the output of FF control. Hereinafter, the sum model and difference model used in estimation will be referred to as the first sum model and first difference model. The above sum model and difference model are also used in both FF control and FB control. Hereinafter, the sum model and difference model used in FF control will be referred to as the second sum model and second difference model, and the sum model and difference model used in FB control will be referred to as the third sum model and third difference model.

[0034] As shown in FIG. 4, the second sum model is based on the first sum equivalent value (for example, the sum required torque T Sds-ref ) is applied to control the motor 2 when the vehicle 1 is traveling straight (specifically, to suppress vibrations in the left and right drive trains), and a sum first command torque T Sin The second difference model outputs (derives) the first difference equivalent value (for example, the differential required torque T Dds-ref ) is applied to control the motor 2 when the vehicle 1 turns (specifically, to suppress vibrations in the left and right drive trains), DinThe first sum equivalent value is a general term for a value equivalent to the sum of the left required torque and the right required torque. The first sum equivalent value includes not only the simple sum, but also a value obtained by multiplying the sum by a predetermined coefficient and half the sum (arithmetic mean value). Furthermore, the first difference equivalent value is a general term for a value equivalent to the difference between the left required torque and the right required torque. The first difference equivalent value includes not only the simple difference, but also a value obtained by multiplying the difference by a predetermined coefficient.

[0035] Step A1 in FIG. 4 corresponds to a step (conversion step) of calculating a first sum equivalent value corresponding to the sum of the left required torque and the right required torque. The first sum equivalent value calculated in this step is applied to the second sum model in step A2 in FIG. 4. In the second sum model, FF control is performed, and as a result, the above-mentioned sum first command torque T Sin is obtained. In step A1 in FIG. 4, a first difference equivalent value corresponding to the difference between the left required torque and the right required torque is also calculated. The first difference equivalent value calculated in this process is applied to the second difference model in step A3 in FIG. 4. FF control is also performed in the second difference model, and as a result, the above-mentioned first differential command torque T Din is obtained.

[0036] Step B1 in FIG. 4 is the sum of the left actual velocity and the right actual velocity (for example, two actual angular velocities ω LM ,ω RM The second sum equivalent value ω SM This corresponds to the step of calculating the second sum equivalent value ω SM The actual left speed (for example, the actual angular speed ω of the left motor 2L) LM ) and the right actual speed (for example, the actual angular speed ω of the right motor 2R) RM ) and is the general term for the value equivalent to the sum of the motor angular velocity ω SM " Also called. The second sum equivalent value ω SM The second sum equivalent value ω is not just a simple sum, but also includes a value obtained by multiplying the sum by a predetermined coefficient and half the sum (arithmetic mean value). SM is applied to the third sum model in step B2 in FIG.

[0037] In step B1 in FIG. 4, the difference between the left actual velocity and the right actual velocity (for example, two actual angular velocities ω LM ,ω RM The second difference equivalent value ω DM The second difference equivalent value ω DM The actual left speed (for example, the actual angular speed ω of the left motor 2L) LM ) and the right actual speed (for example, the actual angular speed ω of the right motor 2R) RM ) is the general term for the value corresponding to the difference between the motor angular velocity ω DM " Also called. Second difference equivalent value ω DM The second difference equivalent value ω calculated in this step includes not only a simple difference but also a value obtained by multiplying the difference by a predetermined coefficient. DM is applied to the third difference model in step B3 in FIG.

[0038] The first sum model calculates the first command torque (specifically, the sum first command torque T Sin ) is applied to obtain an estimated sum velocity (e.g., estimated sum angular velocity ω) corresponding to the sum of the estimated velocity (e.g., estimated angular velocity) of the left motor 2L and the estimated velocity (e.g., estimated angular velocity) of the right motor 2R. Ses ) is output (derived). The first differential model outputs (derives) the first command torque (specifically, the differential first command torque T Din ) is applied to obtain an estimated differential speed (for example, an estimated differential angular speed ω Des ) is output (derived).

[0039] In step C1 in FIG. 4, the sum first command torque T Sin Based on the estimated sum velocity (e.g., estimated sum angular velocity ω Ses ) is derived (estimated). In step C2 in FIG. 4, the differential first command torque T Din Based on the estimated differential velocity (e.g., estimated differential angular velocity ω Des In steps C1 and C2, the estimated speed of the left motor 2L and the estimated speed of the right motor 2R are not estimated, but the sum first command torque T Sin The estimated sum speed is estimated from the difference first command torque T DinThe estimated differential velocity is estimated from the estimated sum velocity. The estimated sum velocity is applied to the third sum model in step B2 in FIG. 4, and the estimated differential velocity is applied to the third difference model in step B3 in FIG. 4. Hereinafter, the estimated sum velocity will be referred to as the estimated sum angular velocity ω Ses is estimated, and the estimated differential angular velocity ω Des The following example illustrates a case where the following is estimated:

[0040] The third sum model is the second sum equivalent value ω SM and the estimated sum angular velocity ω Ses and are applied to generate a sum second command torque T for controlling the motor 2 when the vehicle 1 is traveling straight (specifically, for suppressing vibrations in the left and right drive trains). SV In the third sum model, the second sum equivalent value ω SM and the estimated sum angular velocity ω Ses The feedback control is performed based on the deviation of the second command torque T SV Similarly, the third difference model is obtained as the second difference equivalent value ω DM and the estimated differential angular velocity ω Des is applied to generate a differential second command torque T for controlling the motor 2 when the vehicle 1 turns (specifically, for suppressing vibrations in the left and right drive trains). DV In the third difference model, the second difference equivalent value ω DM and the estimated differential angular velocity ω Des FB control is performed based on the deviation of the second command torque T DV is obtained.

[0041] Step D1 in FIG. 4 is an inverse conversion process from the sum and difference representation (straight ahead and turning) back to left and right. In step D1, the sum first command torque T Sin and the sum of the second indicated torque T output from the third sum model SV The sum of the torques (hereinafter referred to as "total torque") is input, and the differential first command torque T Din and the difference second indicated torque T output from the third difference model DVThat is, in step D1, the left command torque T output to the left motor 2L is calculated from the total sum torque obtained from the two sum models and the total difference torque obtained from the two difference models. LM and the right command torque T output to the right motor 2R RM is calculated.

[0042] In this way, the vibration suppression control of this embodiment is divided into a sum mode and a difference mode in the FF control and the FB control, and a sum model and a difference model that are independent of each other are used in each mode. Sin and the sum of the second indicated torque T SV and differential first command torque T Din and the difference second indicated torque T DV It is easy to give different properties to each.

[0043] Next, a specific configuration for implementing the above control will be described. As shown in Fig. 1, a control device 10 is provided therein with a first calculation unit 11, a storage unit 12, a first control unit 13, an estimation unit 14, a second calculation unit 15, a second control unit 16, and a third control unit 17. These elements are shown by conveniently classifying the functions of the control device 10. These elements may be written as independent programs for realizing the functions of each element. Alternatively, multiple elements may be combined and written as a single composite program.

[0044] The first calculation unit 11 calculates the above-mentioned first sum equivalent value and first difference equivalent value. The first calculation unit 11 of this embodiment calculates the torque required for the left drivetrain or the left motor 2L as a "left required torque" and the torque required for the right drivetrain or the right motor 2R as a "right required torque" based on the driver's operation (for example, accelerator operation, brake operation, steering operation, etc.). The first calculation unit 11 then calculates the left required torque (for example, left axle required torque T Lds-ref ) and the corresponding right demand torque (e.g., right axle demand torque T Dds-ref) and calculates a first sum equivalent value and a first difference equivalent value. The left required torque and the right required torque may be calculated by calculation means other than the first calculation unit 11, or may be calculated by an electronic control device other than the control device 10 (for example, a host ECU of the control device 10). Furthermore, the method of calculating these required torques is not particularly limited, and they may be calculated based on vehicle speed information in addition to the driver operation described above.

[0045] In this embodiment, the first sum equivalent value is the sum required torque T Sds-ref is calculated, and the differential torque requirement T Dds-ref The following is an example of a case where the left axle required torque T Lds-ref and right axle required torque T Rds-ref The left axle required torque T Lds-ref and right axle required torque T Rds-ref The calculation formula is shown below when half of the difference is used as the first difference equivalent value.

[0046]

number

[0047] The storage unit 12 stores the above-mentioned models (e.g., first sum model 26, second sum model 30, first difference model 27, second difference model 40, third sum model 50, and third difference model 60) used in the sum mode and difference mode. Each of the models 26, 27, 30, 40, 50, and 60 is an example. In describing the first sum model 26 and the second sum model 30 and the first difference model 27 and the second difference model 40, the schematic structures of the left and right drive trains of the vehicle 1 will first be described, followed by the description of the third sum model 50 and the third difference model 60.

[0048] FIG. 5 is a schematic diagram showing the structure of the left and right drive trains of the vehicle 1. Each of the left axle 4L and the right axle 4R has a spring (axle stiffness K s ) and damper (axle viscous D s ) can be considered as a structure in which J in Figure 5 is connected in parallel. LMis the inertia of the power distribution mechanism 3 side (drive side) for the left axle 4L, J Lw is the inertia of the left wheel 5L (load side) relative to the left axle 4L, J RM is the inertia of the power distribution mechanism 3 side (drive side) for the right axle 4R, J Rw is the inertia of the right wheel 5R (load side) relative to the right axle 4R. Also, in FIG. 5, the left driving side angular velocity ω Lds Derivative value of (left driving side angular acceleration), left wheel angular velocity ω LL The differential value (left wheel angular acceleration), right drive side angular velocity ω Rds Differential value (right drive side angular acceleration), right wheel angular velocity ω RL The differential value (right wheel angular acceleration) is also shown.

[0049] Based on the above schematic diagram, the configurations of first sum model 26 and second sum model 30 are modeled as the configuration shown in Fig. 6(A), and the configurations of first difference model 27 and second difference model 40 are modeled as the configuration shown in Fig. 6(B). First sum model 26 is used to estimate the speed (e.g., angular velocity) of vehicle 1 when traveling straight, and first difference model 27 is used to estimate the speed (e.g., angular velocity) of vehicle 1 when turning. Second sum model 30 is applied to vibration suppression control for axle 4 and left and right wheels 5 related to straight traveling of vehicle 1, and second difference model 40 is applied to vibration suppression control for axle 4 and left and right wheels 5 related to turning of vehicle 1.

[0050] In this embodiment, the second sum model 30 is given a characteristic that makes it difficult for resonance to occur when traveling straight (a characteristic that does not include a resonance frequency component when traveling straight), and the second difference model 40 is given a characteristic that makes it difficult for resonance to occur when turning (a characteristic that does not include a resonance frequency component when turning). In this way, by controlling the resonance frequencies of the second sum model 30 and the second difference model 40 differently, it is possible to suppress vibration in all driving conditions. Note that in this embodiment, the first sum model 26, the first difference model 27, the second sum model 30, and the second difference model 40 are all two-inertia system models, but each may be configured as a multi-inertia system model consisting of three or more moments of inertia and spring dampers.

[0051] As shown in FIG. 6A, the first sum model 26 and the second sum model 30 are SM and stiffness K s and viscosity D s The spring damper is designed with the load side inertia (sum mode wheel nominal inertia) J SL The drive inertia J SM is the inertia J of the drive source (left drive source and right drive source) M For example, J SM =G 2 J M In addition, the load inertia J SL is calculated based on the vehicle weight M (wheel equivalent).

[0052] In addition, the drive side inertia J SM and load inertia J SL In addition, the drive side viscosity D SM and load side viscosity D SL The driving side viscosity D SM is the viscosity D of the driving source (left driving source and right driving source) M It is calculated based on, for example, D SM =G 2 D M In addition, T in FIG. Sin is the sum first command torque (sum mode drive side torque), T Sds is the sum mode axle torque, T SL is the sum mode wheel load torque, ω Sds is the sum mode driver angular velocity, ω SL is the sum mode wheel angular velocity. The first sum model 26 and the second sum model 30 may be expressed by a relational expression including a transfer function that represents the input / output characteristics of the two-inertia system. The equations of motion related to the first sum model 26 and the first sum model 30 are shown below.

[0053]

number

[0054] As shown in FIG. 6B, the first difference model 27 and the second difference model 40 are equivalent inertia of the driving side inertia J DM and stiffness Ks and viscosity D s The spring damper is designed with the load side inertia (differential mode wheel nominal inertia) J DL The drive inertia J DM is the inertia J of the drive source (left drive source and right drive source) M and the torque difference amplification factor (b1, b2, etc.) of the power distribution mechanism 3, DM =(2b1+1) 2 G 2 J M In addition, the load inertia J DL is calculated based on the yaw inertia of the vehicle 1 (wheel equivalent).

[0055] In addition, the drive side inertia J DM and load inertia J DL In addition, the drive side viscosity D DM and load side viscosity D DL The driving side viscosity D DM is the viscosity D of the driving source (left driving source and right driving source) M and torque difference amplification factor (b1, b2, etc.), for example, D DM =(2b1+1) 2 G 2 D M In addition, T in FIG. Din is the differential first indicated torque (differential mode drive side torque), T Dds is the differential mode axle torque, T DL is the differential mode wheel load side torque, ω Dds is the differential mode driver angular velocity, ω DL is the difference mode wheel angular velocity. The first difference model 27 and the second difference model 40 may also be expressed by a relational expression including a transfer function that represents the input / output characteristics of the two-inertia system. The equations of motion related to the first difference model 27 and the second difference model 40 are shown below.

[0056]

number

[0057] 7 and 8 are block diagrams showing examples of the third sum model 50 and the third difference model 60 of this embodiment. Both the third sum model 50 and the third difference model 60 include a bandpass filter (hereinafter referred to as "BPF") that extracts vibration components. The BPF extracts resonant frequency components as vibration components to be suppressed, and the vibration components to be extracted are determined by the BPF of the third sum model 50 and the BPF of the third difference model 60.

[0058] As shown in FIG. 7, the third sum model 50 calculates the resonance frequency RF of the left and right drive trains when the vehicle 1 is traveling straight. S The first predetermined range includes, for example, a resonance frequency RF S ±1 Hz (i.e., RF S -1" or higher and "RF S +1 or less). In this case, for example, the resonance frequency RF S is 6 Hz, the sum mode frequency band of the first predetermined range is 5 Hz to 7 Hz.

[0059] The third sum model 50 has the second sum equivalent value ω SM BPF51 extracts the vibration component from the second sum equivalent value ω SM The third sum model 50 is provided with a BPF 52 that extracts a vibration component from the differential value of the sum mode angular velocity ω . The sum mode frequency bands of the two BPFs 51 and 52 may be the same or different. Ses BPF58 extracts a predetermined vibration component from the estimated sum angular velocity ω Ses The frequency bands of the two BPFs 58 and 59 may be the same or different from each other.

[0060] In the third sum model 50, a deviation is calculated by subtracting the vibration component extracted by BPF 58 from the vibration component extracted by BPF 51, and a deviation is calculated by subtracting the vibration component extracted by BPF 59 from the vibration component extracted by BPF 52. The third sum model 50 is provided with first multiplication units 53 and 54 that multiply these deviations by gains to convert them into torques, second multiplication units 55 and 56 that convert the converted torques into torques for vibration suppression, and an addition unit 57 that adds together the two torques for vibration suppression. That is, the third sum model 50 includes FB control consisting of P control (proportional BPF control) and D control (differential BPF control). The torque output from the addition unit 57 is used as the sum second command torque T SV is.

[0061] 8 is configured in the same manner as the third sum model 50. That is, the third difference model 60 calculates the resonance frequency RF of the left and right drive trains when the vehicle 1 turns. C The second predetermined range includes, for example, a resonant frequency RF C ±1 Hz (i.e., RF C -1" or higher and "RF C +1" or less). In this case, for example, the resonant frequency RF C If the difference mode frequency band of the second predetermined range is 2 Hz, the difference mode frequency band of the second predetermined range will be 1 Hz to 3 Hz. Note that the first predetermined range and the second predetermined range do not necessarily have to be the same.

[0062] As shown by the solid black arrows in FIG. 9, the sum mode frequency band (sum mode BPF band) and the difference mode frequency band (difference mode BPF band) are set so as not to overlap with each other. The BPF bands shown by the white arrows in FIG. 9 are comparative examples, and are frequency bands set when conventional vibration suppression control is performed, that is, when vibration suppression control is performed on each of the left and right sides. As shown by the white arrows, the vibration (RF S Vibration during turning (RF C If you want to set a BPF to suppress the high-frequency components (near the center of the signal), you need to use a BPF with a wide frequency band.

[0063] Here, as shown by the "impact on responsiveness" on the horizontal axis in Figure 9, it is known that the lower the resonant frequency, the greater the impact on responsiveness (especially acceleration responsiveness). Therefore, if the frequency band of the BPF is set wide, as in the past, there is a problem that responsiveness (especially acceleration responsiveness when starting or accelerating) decreases. In contrast, in the present method, as indicated by the black arrows, the sum-mode frequency band (sum-mode BPF band) and the difference-mode frequency band (difference-mode BPF band) are set so that they do not overlap with each other. This separates and extracts vibrations during straight traveling and turning, and since the frequency band can be set to a minimum, the impact on responsiveness is reduced. Furthermore, since the vehicle 1 typically accelerates while traveling straight and not while turning, setting the sum-mode frequency band, which extracts vibrations during straight traveling, to the higher resonant frequency side improves acceleration responsiveness.

[0064] As shown in FIG. 8, the third difference model 60 includes a second difference equivalent value ω DM BPF61 extracts the vibration component from the second difference equivalent value ω DM The third difference model 60 is provided with a BPF 62 that extracts a vibration component from the differential value of the estimated differential angular velocity ω estimated by the estimator 14. The difference mode frequency bands of the two BPFs 61 and 62 may be the same or different. Des BPF68 extracts a predetermined vibration component from the estimated differential angular velocity ω Des The frequency bands of the two BPFs 68 and 69 may be the same or different.

[0065] In the third difference model 60, a deviation is calculated by subtracting the vibration component extracted by BPF 68 from the vibration component extracted by BPF 61, and a deviation is calculated by subtracting the vibration component extracted by BPF 69 from the vibration component extracted by BPF 62. The third difference model 60 is provided with first multiplication units 63 and 64 that multiply these deviations by gains to convert them into torques, second multiplication units 65 and 66 that convert the converted torques into torques for vibration suppression, and an addition unit 67 that adds together the two torques for vibration suppression. In other words, the third difference model 60 also includes FB control consisting of P control (proportional BPF control) and D control (differential BPF control). The torque output from the addition unit 67 is the differential second command torque T DV is.

[0066] The first control unit 13 controls the left motor 2L and the right motor 2R (more specifically, for suppressing vibrations in the left drive train and the right drive train) by FF control using the first sum equivalent value and the first difference equivalent value. Sin and differential first indicated torque T Din In the FF control, the first control unit 13 of this embodiment uses the second sum model and the second difference model stored in the storage unit 12. For example, the first control unit 13 applies the first sum equivalent value T calculated by the first calculation unit 11 to the second sum model 30. Sds-ref By applying the above sum, the first indicated torque T Sin Similarly, the first control unit 13 inputs the first difference equivalent value T calculated by the first calculation unit 11 into the second difference model 40. Dds-ref By applying the above difference, the first indicated torque T Din These first torque instructions T Sin ,T Din is transmitted to the third control unit 17.

[0067] The estimation unit 14 estimates the first command torque T Sin ,T Din Based on the above estimated sum angular velocity ω Ses and estimated differential angular velocity ω Des That is, the estimation unit 14 estimates the output of the FF control (first command torque TSin ,T Din ) is input, and the target value of FB control (estimated sum angular velocity ω Ses and estimated differential angular velocity ω Des In this estimation, the estimation unit 14 of this embodiment uses a first sum model 26 and a first difference model 27 stored in the storage unit 12. For example, the estimation unit 14 applies the sum first command torque T Sin (First command torque based on the first sum equivalent value) is applied to estimate the sum angular velocity ω Ses Similarly, the estimation unit 14 inputs the differential first command torque T Din The estimated differential angular velocity ω Des Get.

[0068] Furthermore, the estimation unit 14 may take into consideration the driver's request of the vehicle 1 or the acceleration state of the vehicle 1 when making this estimation. Examples of the driver's request include a steering wheel angle and an accelerator operation. Examples of the acceleration state include longitudinal acceleration (longitudinal G) and lateral acceleration (lateral G). The estimation unit 14 may take into consideration either the driver's request or the acceleration state, or both. Parameters of the driver's request (e.g., steering wheel angle) and the acceleration state (longitudinal G, lateral G) are incorporated into the first sum model 26 and the first difference model 27, for example, to realize estimation that takes these into consideration.

[0069] The second calculation unit 15 calculates the second sum equivalent value ω SM and the second difference equivalent value ω DM The second calculation unit 15 of this embodiment calculates the detected value (actual angular velocity ω LM ) and the corresponding detected value of the right resolver 24R (actual angular velocity ω RM ) and based on the second sum equivalent value ω SM and the second difference equivalent value ω DM The two actual angular velocities ω are calculated as follows: LM ,ω RM Half of the sum is the sum equivalent value (sum mode motor angular velocity ω SM ) and two real angular velocities ωLM ,ω RM Half the difference is the difference equivalent value (difference mode motor angular velocity ω DM ) is shown below.

[0070]

number

[0071] The second control unit 16 calculates a second sum equivalent value ω SM and the estimated sum angular velocity ω Ses Deviation from, or second difference equivalent value ω DM and the estimated differential angular velocity ω Des The left motor 2L and the right motor 2R are controlled by FB control based on the deviation between the left motor 2L and the right motor 2R (more specifically, to remove vibration components that could not be suppressed by FF control). SV and the difference second indicated torque T DV The second control unit 16 may use both the sum deviation and the difference deviation, or may use only one of them.

[0072] In the FB control, the second control unit 16 of this embodiment uses the third sum model or the third difference model stored in the storage unit 12. For example, the second control unit 16 applies the second sum equivalent value ω calculated by the second calculation unit 15 to the third sum model 50. SM and the estimated sum angular velocity ω estimated by the estimation unit 14 Ses By applying the above sum, the second indicated torque T SV Similarly, the second control unit 16 inputs the second difference equivalent value ω calculated by the second calculation unit 15 into the third difference model 60. DM and the estimated differential angular velocity ω estimated by the estimation unit 14 Des By applying the difference between the second torque T DV Get.

[0073] Since the above models 50 and 60 include D control, the second control unit 16 controls the second sum equivalent value ω SM The differential value or second difference equivalent value ω DMThe second control unit 16 may use both the third sum model and the third difference model, or may use only one of them. SV ,T DV is transmitted to the third control unit 17.

[0074] The third control unit 17 calculates the first command torque (sum of the first command torque T Sin and differential first indicated torque T Din ) and the second command torque (sum of the second command torque T SV and the difference second indicated torque T DV ) to control the outputs of the left motor 2L and the right motor 2R. Specifically, the third control unit 17 controls the outputs of the left motor 2L and the right motor 2R by using the sum of the first command torque T Sin and the sum of the second indicated torque T SV The total sum torque and the difference first indicated torque T Din and the difference second indicated torque T DV The total differential torque and the left indicated torque T LM and right indicated torque T RM Here, in accordance with the calculation method in each calculation unit 11, 15, half of the value obtained by subtracting the total difference torque from the total sum torque is calculated as the left command torque T LM The right command torque T is output as half of the sum of the total sum torque and the total difference torque. RM is output as

[0075] In this way, in this control, the output of the FF control is taken into consideration in the FB control, so the FF control and the FB control do not interfere with each other. As an example, the results of simulating the vibration components when the vehicle 1 turns are shown in Figures 10(A) and (B). In the FF control, as shown in Figure 10(A), the command torque difference (thin solid line) is intentionally made to oscillate at the rising time t1 and the falling time t2 of the required torque difference (thick solid line), so that the actual torque difference (dashed line) accurately follows the required torque difference.

[0076] Even in such a case, in the FB control of this control, as described above, the estimated differential angular velocity ω is calculated from the output of the FF control (i.e., the command torque difference). Des is obtained and its vibration component (thick solid line) is extracted. In addition, two actual angular velocities ω LM ,ω RM The second difference equivalent value ω based on DM The vibration component (thin solid line) is also extracted, and the differential second indicated torque T DV As shown in FIG. 10(B), according to this control, the thick solid line and the thin solid line almost coincide with each other at the rising time t1 and the falling time t2 of the required torque difference (thick solid line) (i.e., the deviation between the two vibration components is almost zero), so the vibration component intentionally generated by the FF control is not removed by the FB control. On the other hand, the component where the thick solid line and the thin solid line deviate from each other between the rising time t1 and the falling time t2 is removed by the FB control.

[0077] [3. Specific examples of models, etc.] As described above, the first sum model, the first difference model, the second sum model, and the second difference model may be expressed by relational expressions including transfer functions that represent the input / output characteristics of a two-inertia system. An example of the transfer functions of the first sum model, the first difference model, the second sum model, and the second difference model that can be set in a vehicle 1 equipped with a power distribution mechanism 3 will be described below. Regarding the derivation of the first sum model, the first difference model, the second sum model, and the second difference model, the power distribution mechanism 3 may be expressed mathematically as follows using a vector expression:

[0078]

number

[0079] Using the above formula, the equations of motion (sum and difference) for the driving side are formulated for the left and right sides, as follows. Z in the formula 11 is the reduction ratio from the left drive source (left motor 2L) to the left axle (left axle 4L), Z 22 is the reduction ratio from the right drive source (right motor 2R) to the right axle (right axle 4R), Z c is the reduction ratio applied to the shafts on the opposite sides from the left and right drive sources.

[0080]

number

[0081] By applying a matrix to both sides of the above equation to convert to sum-difference mode, we obtain the following equation:

number

[0082] Here, if b1=b2=b, then Z 11 -Z c =Z 22 -Z c =|Z|,Z 11 +Z c =Z 22 +Z c = 1, the formula can be transformed as follows to obtain the equation of motion for motor 2 corresponding to the sum and difference modes. In this way, by decomposing the equation of motion on the drive side into each of the sum and difference modes, the two are decoupled.

[0083]

number

[0084] Similarly to the derivation of the equation of motion on the drive side, the equation of motion for the left and right wheels 5 (load side) and the axle 4 may be expressed mathematically as follows:

number

[0085] Here, the dynamics of the left and right wheels 5 (load side) is P in the above equation 5. L Therefore, the equation of motion for the left and right wheels 5 (load side) in the above equation 8 can be rewritten as follows:

number

[0086] Since FF control does not consider disturbances, the sum mode wheel load torque T SL = 0, differential mode wheel load side torque T DL =0, resulting in the following number 11.

number

[0087] Also, the dynamics of the driving side are expressed as P in the above equation (5). M Therefore, the equation of motion on the driving side of the above equation 8 can be rewritten as follows:

number

[0088] Furthermore, the dynamics of axle 4 is expressed as P in number 5 above. DS Therefore, the equation of motion for axle 4 in equation 9 above can be rewritten as follows:

number

[0089] From the above numbers 11, 12, and 13, ω Sds and T Sin Regarding, and, ω Sds and T Sin By solving each of these, we obtain the following equation 14. SM =G 2 J M ,D SM =G 2 D M ,J DM =(2b1+1) 2 G 2 J M ,D DM =(2b1+1) 2 G 2 D M This is the sum of the input torque (the first command torque T Sin , difference first instruction torque T Din ) to the motor angular velocity (estimated sum angular velocity ω Ses, estimated difference angular velocity ω Des ), and the equation (14) may be set to the first sum model and the first difference model.

[0090]

number

[0091] Also, ω in the above formula 13 Sds ,ω Dds ,ω SL ,ω DL Substitute numbers 11 and 12 into SM =G 2 J M ,D SM =G 2 D M ,J DM =(2b1+1) 2 G 2 J M ,D DM =(2b1+1) 2 G 2 D M The sum of the first command torque T Sin , difference first instruction torque T Din When applied, the sum mode axle torque T Sds ,Differential mode axle torque T Dds is obtained.

[0092]

number

[0093] The transfer function of the above equation (15) is inversely expressed, and the required torque calculated by the upper ECU is expressed as T Sds-ref ,T Dds-ref As the axle torque T of number 15 Sds ,T Dds These required torques T Sds-ref ,T Dds-ref Substituting, we get the following formula:

[0094]

number

[0095] Since the above equation (16) is not a proper transfer function, it is converted to a proper function using a second-order low-pass filter, and the following equation is obtained. This results in the desired sum-difference mode axle torque T Sds-ref ,T Dds-ref In order to achieve this, the torque to be applied to the motor 2 in the FF control (i.e., the sum of the first command torque T Sin and differential first indicated torque T Din ) can be calculated. That is, the following equation 17 is an example of a transfer function included in the second sum model and the second difference model.

[0096]

number

[0097] [4. Effects] (1) In the control device 10, the first calculation unit 11 calculates a first sum equivalent value corresponding to the sum of the left required torque and the right required torque, and calculates a first difference equivalent value corresponding to the difference between the left required torque and the right required torque. Then, the first control unit 13 calculates a first command torque T for controlling the left motor 2L and the right motor 2R by FF control using the first sum equivalent value and the first difference equivalent value. Sin ,T Din The estimation unit 14 outputs the first command torque T Sin ,T Din Based on the estimated sum velocity (estimated sum angular velocity ω Ses ) and estimated difference velocity (estimated difference angular velocity ω Des ), and the second calculation unit 15 estimates the left actual velocity and the right actual velocity (two actual angular velocities ω LM ,ω RM ) The second sum equivalent value ω SM and the left actual velocity and the right actual velocity (two actual angular velocities ω LM ,ω RM ) The second difference equivalent value ω DM Furthermore, the second control unit 16 calculates the second sum equivalent value ω SM and the estimated sum angular velocity ω SesThe deviation from the second difference value ω DM and the estimated differential angular velocity ω Des A second command torque T for controlling the left motor 2L and the right motor 2R is calculated by FB control based on the deviation between the SV ,T DV Then, the third control unit 17 outputs the first command torque T Sin ,T Din and second indicated torque T SV ,T DV are used to control the output of the left and right motors 2.

[0098] In this way, the calculation of the command torque for controlling the left motor 2L and the right motor 2R is divided into vibrations when the vehicle 1 travels straight (sum mode) and vibrations when the vehicle 1 turns (difference mode), and torque is calculated separately for each mode. This makes it possible to suppress vibrations of the left and right axles 4 without interfering with each other, even when the vibration characteristics differ between traveling straight and turning. Furthermore, by separating the sum mode corresponding to the straight traveling state and the difference mode corresponding to the turning state and calculating torque for each mode, complex decoupling control is not required, allowing for a simpler design and vibration suppression with a simpler configuration. Furthermore, by using the output of the FF control (first command torque) in the FB control, even components of vibration intentionally caused by the FF control are not removed by the FB control. In other words, control interference between the FF control and the FB control can also be prevented.

[0099] (2) In the above embodiment, a first sum model that models the motion state of the left and right drive trains when traveling straight and a first difference model that models the motion state of the left and right drive trains when turning are provided, and the estimation unit 14 uses the first sum model and the first difference model during estimation. This simple configuration makes it possible to estimate the different motion states for traveling straight and turning separately. This improves estimation accuracy and realizes higher controllability.

[0100] (3) Furthermore, since the first sum model and the first difference model are constructed as two-inertia system models, estimation that takes viscoelasticity into account is possible with a simple configuration, and the estimation accuracy can be further improved.

[0101] (4) As shown in Fig. 6(A), the above-mentioned first sum model can be expressed by a transfer function that represents the input / output characteristics of a two-inertia system that is composed of a drive-side inertia calculated based on the inertia of the left motor 2L and the right motor 2R, a spring damper designed in terms of stiffness and viscosity, and a load-side inertia calculated based on the body weight of the vehicle 1. This allows for accurate estimation of the speed when traveling straight ahead, taking viscoelasticity into account, and improves the controllability of the vehicle 1.

[0102] (5) As shown in Fig. 6(B), the above-mentioned first difference model can be expressed by a transfer function that represents the input / output characteristics of a two-inertia system that is composed of a drive-side inertia, which is the equivalent inertia when a torque difference occurs and is calculated based on the torque difference amplification factor, a spring damper designed with stiffness and viscosity, and a load-side inertia calculated based on the yaw inertia of the vehicle 1. This allows for accurate estimation of the speed during turning, taking viscoelasticity into consideration, and improves the controllability of the vehicle 1.

[0103] (6) Furthermore, if the estimation unit 14 is configured to take into account the driver's requests of the vehicle 1 (e.g., steering wheel angle or accelerator opening) or the acceleration state of the vehicle 1 (forward / backward G and lateral G) when making this estimation, it becomes possible to make an estimation that is more in line with the actual driving state, thereby improving the estimation accuracy and ultimately improving the controllability of the vibration suppression control (e.g., control accuracy and control response speed).

[0104] (7) In the above embodiment, a second sum model and a second difference model constructed using a two-inertia system model are provided, and the first control unit 13 uses the second sum model and the second difference model in FF control. This configuration allows for the construction of independent FF control models with a simple configuration. Furthermore, it is possible to control the vehicle 1 while taking into account the viscoelasticity of the different vibration characteristics between straight driving and cornering. This improves the controllability of the vehicle 1, resulting in a higher vibration suppression effect.

[0105] (8) As shown in Figure 6(A), the above-mentioned second sum model can be expressed as a transfer function that represents the input / output characteristics of a two-inertia system consisting of a drive-side inertia calculated based on the inertia of the left motor 2L and the right motor 2R, a spring damper designed in terms of stiffness and viscosity, and a load-side inertia calculated based on the body weight of the vehicle 1. This makes it possible to effectively suppress vibrations during straight-line driving taking viscoelasticity into account, thereby improving the controllability of the vehicle 1.

[0106] (9) As shown in Figure 6(B), the second difference model can be expressed by a transfer function that represents the input / output characteristics of a two-inertia system consisting of a drive-side inertia, which is the equivalent inertia when a torque difference occurs and is calculated based on the torque difference amplification factor, a spring damper designed with stiffness and viscosity, and a load-side inertia calculated based on the yaw inertia of the vehicle 1. This makes it possible to effectively suppress vibrations during cornering that take viscoelasticity into account, thereby improving the controllability of the vehicle 1.

[0107] (10) In the above embodiment, a third sum model and a third difference model including a BPF for extracting vibration components are provided, and the second control unit 16 uses the third sum model and the third difference model in the feedback control. With this configuration, it is possible to construct models for feedback control that are independent of each other with a simple configuration. In addition, the BPF extracts only vibrations in a specific frequency band from the vibrations that occur when the vehicle 1 is traveling straight and when it is turning, and then the second command torque T SV ,T DV Therefore, the vibration suppression effect can be improved.

[0108] (11) In the above embodiment, in the FB control, the second sum equivalent value ω SM The differential value or second difference equivalent value ω DM In this way, the second control unit 16 performs FB control consisting of P control and D control, thereby increasing the convergence speed of the deviation and further improving the vibration suppression effect.

[0109] (12) As mentioned above, the third sum model calculates the resonance frequency RF of the left and right drive trains when traveling straight. Sa BPF for extracting a sum mode frequency band in a first predetermined range including a predetermined frequency band (e.g., 6 Hz); and a third difference model for extracting a resonance frequency RF of the left drive train and the right drive train during a turn. C The frequency band extractor may include a BPF that extracts a difference mode frequency band within a second predetermined range including a frequency band (e.g., 2 Hz). In this case, by setting the sum mode frequency band and the difference mode frequency band so that they do not overlap each other, it is possible to extract only vibrations in the minimum necessary frequency band, as shown in Fig. 9. Therefore, in addition to the vibration suppression effect, it is possible to improve responsiveness (especially acceleration responsiveness).

[0110] [5. Other] The above-described embodiment is merely illustrative, and is not intended to exclude various modifications and applications of techniques not explicitly stated in the present embodiment. Each configuration of the present embodiment can be modified in various ways without departing from the spirit of the present embodiment. Furthermore, each configuration of the present embodiment can be selected or combined as needed.

[0111] For example, the control device 10 includes two calculation units 11 and 15 and three control units 13, 16, and 17. However, these classifications are for convenience's sake. For example, one calculation unit may combine the functions of the two calculation units 11 and 15, and one control unit may combine the functions of the three control units 13, 16, and 17. In addition, while the above embodiment illustrates a case in which speed estimation is performed using the first sum model and the first difference model stored in the memory unit 12, any method that estimates speed by separating the speed into a sum mode and a difference mode is not limited to a method that uses models. Furthermore, while the above embodiment illustrates a case in which FF control is performed using the second sum model and the second difference model, any method that performs FF control by separating the speed into a sum mode and a difference mode is not limited to a method that uses models. Similarly, any method that performs FB control by separating the speed into a sum mode and a difference mode is not limited to a method that uses FB control by using the third sum model or the third difference model stored in the memory unit 12.

[0112] The above-described models 26, 27, 30, 40, 50, and 60 are merely examples, and are not limited to the configurations shown in Fig. 7 and Fig. 8. For example, the estimated sum angular velocity ωSes and estimated differential angular velocity ω Des The third sum model and the third difference model do not need to include a configuration for extracting a vibration component from the third sum model and the third difference model. Also, when only one of the third sum model and the third difference model is used, it is sufficient to store only that one in the storage unit 12, and the other may be omitted.

[0113] In the above embodiment, the left axle required torque T Lds-ref is used, and the right axle required torque T Rds-ref is used as an example, the torque required to the left motor 2L may be used as the left required torque, and the torque required to the right motor 2R may be used as the right required torque.

[0114] In the above embodiment, the vehicle 1 is illustrated as being equipped with a pair of motors 2 as a drive source, but an internal combustion engine may be used instead of the motors 2, and the specific type of drive source is not important. Furthermore, the vehicle 1 is illustrated as being equipped with a vehicle drive system (DM-AYC system) including a pair of motors 2 and a power distribution mechanism 3, but the concepts of sum mode and difference mode are applicable to any vehicle, including vehicles that do not have a power distribution mechanism 3 and in-wheel motor vehicles, for example. Control similar to that of the above embodiment can be implemented, and actions and effects similar to those of the above embodiment can be obtained, as long as the vehicle is equipped with at least a left drive system including a left axle and left wheels to which power from a left drive source is transmitted, and a right drive system including a right axle and right wheels to which power from a right drive source is transmitted.

[0115] [6. Notes] The following notes are provided regarding the above-described embodiments and modifications. [Appendix 1] A control device for a vehicle including a left drive system including a left axle and left wheels to which power from a left drive source is transmitted, and a right drive system including a right axle and right wheels to which power from a right drive source is transmitted, and including a detection unit that detects an actual speed of the left drive system or the left drive source and an actual speed of the right drive system or the right drive source, a first calculation unit that calculates a first sum equivalent value that corresponds to the sum of a left required torque that is a torque required to the left drive system or the left drive source and a right required torque that is a torque required to the right drive system or the right drive source, and calculates a first difference equivalent value that corresponds to the difference between the left required torque and the right required torque; a first control unit that outputs a first command torque for controlling the left drive source and the right drive source by feedforward control using the first sum equivalent value and the first difference equivalent value; an estimation unit that estimates an estimated sum speed corresponding to the sum of the estimated speed of the left drive source and the estimated speed of the right drive source and an estimated differential speed corresponding to the difference between the two estimated speeds, based on the first command torque; a second calculation unit that calculates a second sum equivalent value that corresponds to the sum of the two actual velocities and a second difference equivalent value that corresponds to the difference between the two actual velocities; a second control unit that outputs a second command torque for controlling the left drive source and the right drive source by feedback control based on a deviation between the second equivalent sum value and the estimated sum speed or a deviation between the second equivalent difference value and the estimated differential speed; a third control unit that controls outputs of the left driving source and the right driving source using the first command torque and the second command torque. A vehicle control device comprising:

[0116] [Appendix 2] a first sum model that models the motion states of the left drive train and the right drive train when the vehicle is traveling straight, and to which the first command torque is applied; a first difference model that models the motion states of the left drive train and the right drive train when the vehicle is turning, and to which the first command torque is applied; The estimation unit uses the first sum model and the first difference model during the estimation. 2. A vehicle control device according to claim 1.

[0117] [Appendix 3] The first sum model and the first difference model are both two-inertia system models. 3. A vehicle control device according to claim 2. [Appendix 4] The first sum model includes a transfer function that represents input / output characteristics of a two-inertia system that includes a drive-side inertia calculated based on the inertias of the left drive source and the right drive source, a spring damper designed with stiffness and viscosity, and a load-side inertia calculated based on the body weight of the vehicle. 4. A vehicle control device according to claim 2 or 3.

[0118] [Appendix 5] The first difference model includes a transfer function representing input / output characteristics of a two-inertia system including a drive-side inertia, which is an equivalent inertia when a torque difference occurs, calculated based on a torque difference amplification factor, a spring damper designed based on stiffness and viscosity, and a load-side inertia, which is calculated based on the yaw inertia of the vehicle. 5. A vehicle control device according to any one of Supplementary Notes 2 to 4.

[0119] [Appendix 6] The estimation unit takes into consideration a driver's request of the vehicle or an acceleration state of the vehicle when making the estimation. 6. A vehicle control device according to any one of appendices 1 to 5.

[0120] [Appendix 7] a second sum model that models the motion states of the left drive train and the right drive train when the vehicle is traveling straight, and to which the first sum equivalent value is applied; a second difference model that models the motion states of the left drive train and the right drive train when the vehicle turns, and to which the first difference equivalent value is applied; The first control unit uses the second sum model and the second difference model in the feedforward control. 7. A vehicle control device according to any one of appendices 1 to 6.

[0121] [Appendix 8] The second sum model and the second difference model are both two-inertia system models. 8. A vehicle control device according to claim 7. [Appendix 9] The second sum model includes a transfer function that represents input / output characteristics of a two-inertia system that includes a drive-side inertia calculated based on the inertias of the left drive source and the right drive source, a spring damper designed with stiffness and viscosity, and a load-side inertia calculated based on the vehicle body weight. 9. A vehicle control device according to claim 7 or 8.

[0122] [Appendix 10] The second difference model includes a transfer function representing input / output characteristics of a two-inertia system composed of a drive-side inertia, which is an equivalent inertia when a torque difference occurs, calculated based on a torque difference amplification factor, a spring damper designed based on stiffness and viscosity, and a load-side inertia, which is calculated based on the yaw inertia of the vehicle. 10. The vehicle control device according to any one of appendices 7 to 9.

[0123] [Appendix 11] a third sum model that models the motion states of the left drive train and the right drive train when the vehicle is traveling straight, to which the second sum equivalent value is applied; and a third difference model that models the motion states of the left drive train and the right drive train when the vehicle turns, and to which the second difference equivalent value is applied; the third sum model and the third difference model each include a band-pass filter that extracts a vibration component, The second control unit uses the third sum model or the third difference model in the feedback control. 11. A vehicle control device according to any one of Supplementary Notes 1 to 10.

[0124] [Appendix 12] The second control unit also uses a differential value of the second sum equivalent value or a differential value of the second difference equivalent value in the feedback control. 12. A vehicle control device according to claim 11.

[0125] [Appendix 13] the third sum model includes the band-pass filter that extracts a sum-mode frequency band of a first predetermined range that includes a resonance frequency of the left drivetrain and the right drivetrain when the vehicle is traveling straight, the third difference model includes the bandpass filter that extracts a difference mode frequency band that is in a second predetermined range that includes the resonance frequencies of the left drive train and the right drive train when the vehicle is turning and that does not overlap with the sum mode frequency band. 13. The vehicle control device according to claim 11 or 12.

[0126] [Appendix 14] A control method for a vehicle including a left drive system including a left axle and left wheels to which power from a left drive source is transmitted, and a right drive system including a right axle and right wheels to which power from a right drive source is transmitted, and including a detection unit that detects an actual speed of the left drive system or the left drive source and an actual speed of the right drive system or the right drive source, respectively, comprising: calculating a first sum equivalent value corresponding to the sum of a left required torque, which is a torque required for the left drive system or the left drive source, and a right required torque, which is a torque required for the right drive system or the right drive source, and calculating a first difference equivalent value corresponding to the difference between the left required torque and the right required torque; outputting a first command torque for controlling the left drive source and the right drive source by feedforward control using the first sum equivalent value and the first difference equivalent value; estimating an estimated sum speed corresponding to the sum of the estimated speed of the left drive source and the estimated speed of the right drive source and an estimated differential speed corresponding to the difference between the two estimated speeds based on the first command torque; calculating a second sum equivalent value corresponding to the sum of the two actual velocities and a second difference equivalent value corresponding to the difference between the two actual velocities; outputting a second command torque for controlling the left drive source and the right drive source by feedback control based on a deviation between the second sum equivalent value and the estimated sum speed and a deviation between the second difference equivalent value and the estimated difference speed; The outputs of the left drive source and the right drive source are controlled using the first command torque and the second command torque. A vehicle control method comprising:

[0127] [Appendix 15] a first sum model that models the motion states of the left drive train and the right drive train when the vehicle is traveling straight, and to which the first command torque is applied; a first difference model that models the motion states of the left drive train and the right drive train when the vehicle is turning, and to which the first command torque is applied; The first sum model and the first difference model are used during the estimation. 15. A vehicle control method according to claim 14,

[0128] [Appendix 16] The first sum model and the first difference model are both two-inertia system models. 16. A vehicle control method according to claim 15, [Appendix 17] When the estimation is performed, a driver's request of the vehicle or an acceleration state of the vehicle is taken into consideration. 17. A vehicle control method according to any one of appendices 14 to 16.

[0129] [Appendix 18] a second sum model that models the motion states of the left drive train and the right drive train when the vehicle is traveling straight, and to which the first sum equivalent value is applied; a second difference model that models the motion states of the left drive train and the right drive train when the vehicle is turning, and to which the first difference equivalent value is applied; Using the second sum model and the second difference model in the feedforward control 18. A vehicle control method according to any one of appendices 14 to 17.

[0130] [Appendix 19] The second sum model and the second difference model are both two-inertia system models. 19. A vehicle control method according to claim 18, [Appendix 20] a third sum model that models the motion states of the left drive train and the right drive train when the vehicle is traveling straight, to which the second sum equivalent value is applied; and a third difference model that models the motion states of the left drive train and the right drive train when the vehicle is turning, and to which the second difference equivalent value is applied; the third sum model and the third difference model each include a band-pass filter that extracts a vibration component, The third sum model or the third difference model is used in the feedback control. 20. A vehicle control method according to any one of appendices 14 to 19. [Industrial Applicability]

[0131] The present invention is applicable to the manufacturing industry of vehicle control devices, and also applicable to the manufacturing industry of vehicles equipped with control devices. [Explanation of symbols]

[0132] 1 vehicle 2 Motor (drive source) 3 Power distribution mechanism 4 axles 5 Left and right wheels 6 inverters 7 Battery 10 Control device 11 First calculation section 12 Storage section 13 First Control Section 14 Estimation part 15 Second calculation section 16 Second Control Section 17 Third Control Section 21 Accelerator opening sensor 22 Brake sensor 23 Steering angle sensor 24, 24L, 24R resolver (detection part) 25, 25L, 25R wheel speed sensor 26 Daiichiwa Model 27 First Difference Model 30 Second Japanese Model 40 Second Difference Model 50 Third Japanese Model 51, 52, 58, 59 Bandpass filter, BPF 53,54 First multiplication section 55,56 Second multiplication unit 57 Addition section 60 Third Difference Model 61, 62, 68, 69 Bandpass filter, BPF 63,64 First multiplication section 65,66 Second multiplication section 67 Addition section

Claims

1. A control device for a vehicle including a left drive system including a left axle and left wheels to which power from a left drive source is transmitted, and a right drive system including a right axle and right wheels to which power from a right drive source is transmitted, and including a detection unit that detects an actual speed of the left drive system or the left drive source and an actual speed of the right drive system or the right drive source, a first calculation unit that calculates a first sum equivalent value that corresponds to the sum of a left required torque that is a torque required to the left drive system or the left drive source and a right required torque that is a torque required to the right drive system or the right drive source, and calculates a first difference equivalent value that corresponds to the difference between the left required torque and the right required torque; a first control unit that outputs a first command torque for controlling the left drive source and the right drive source by feedforward control using the first sum equivalent value and the first difference equivalent value; an estimation unit that estimates an estimated sum speed corresponding to the sum of the estimated speed of the left drive source and the estimated speed of the right drive source and an estimated differential speed corresponding to the difference between the two estimated speeds, based on the first command torque; a second calculation unit that calculates a second sum equivalent value that corresponds to the sum of the two actual velocities and a second difference equivalent value that corresponds to the difference between the two actual velocities; a second control unit that outputs a second command torque for controlling the left drive source and the right drive source by feedback control based on a deviation between the second equivalent sum value and the estimated sum speed or a deviation between the second equivalent difference value and the estimated differential speed; a third control unit that controls outputs of the left driving source and the right driving source using the first command torque and the second command torque. A vehicle control device comprising:

2. a first sum model that models the motion states of the left drive train and the right drive train when the vehicle is traveling straight, and to which the first command torque is applied; a first difference model that models the motion states of the left drive train and the right drive train when the vehicle is turning, and to which the first command torque is applied; The estimation unit uses the first sum model and the first difference model during the estimation.

2. The vehicle control device according to claim 1.

3. The first sum model and the first difference model are both two-inertia system models.

3. The vehicle control device according to claim 2.

4. The first sum model includes a transfer function that represents input / output characteristics of a two-inertia system that includes a drive-side inertia calculated based on the inertias of the left drive source and the right drive source, a spring damper designed with stiffness and viscosity, and a load-side inertia calculated based on the body weight of the vehicle.

4. The vehicle control device according to claim 3.

5. The first difference model includes a transfer function representing input / output characteristics of a two-inertia system including a drive-side inertia, which is an equivalent inertia when a torque difference occurs, calculated based on a torque difference amplification factor, a spring damper designed based on stiffness and viscosity, and a load-side inertia, which is calculated based on the yaw inertia of the vehicle.

5. The vehicle control device according to claim 3 or 4.

6. The estimation unit takes into consideration a driver's request of the vehicle or an acceleration state of the vehicle when making the estimation.

2. The vehicle control device according to claim 1.

7. a second sum model that models the motion states of the left drive train and the right drive train when the vehicle is traveling straight, and to which the first sum equivalent value is applied; a second difference model that models the motion states of the left drive train and the right drive train when the vehicle turns, and to which the first difference equivalent value is applied; The first control unit uses the second sum model and the second difference model in the feedforward control.

2. The vehicle control device according to claim 1.

8. The second sum model and the second difference model are both two-inertia system models.

8. The vehicle control device according to claim 7.

9. The second sum model includes a transfer function that represents input / output characteristics of a two-inertia system that includes a drive-side inertia calculated based on the inertias of the left drive source and the right drive source, a spring damper designed with stiffness and viscosity, and a load-side inertia calculated based on the body weight of the vehicle.

9. The vehicle control device according to claim 8.

10. The second difference model includes a transfer function representing input / output characteristics of a two-inertia system including a drive-side inertia, which is an equivalent inertia when a torque difference occurs, calculated based on a torque difference amplification factor, a spring damper designed based on stiffness and viscosity, and a load-side inertia, which is calculated based on the yaw inertia of the vehicle.

10. The vehicle control device according to claim 8 or 9.

11. a third sum model that models the motion states of the left drive train and the right drive train when the vehicle is traveling straight, to which the second sum equivalent value is applied; and a third difference model that models the motion states of the left drive train and the right drive train when the vehicle turns, and to which the second difference equivalent value is applied; the third sum model and the third difference model each include a band-pass filter that extracts a vibration component, The second control unit uses the third sum model or the third difference model in the feedback control.

2. The vehicle control device according to claim 1.

12. The second control unit also uses a differential value of the second sum equivalent value or a differential value of the second difference equivalent value in the feedback control.

12. The vehicle control device according to claim 11.

13. the third sum model includes the band-pass filter that extracts a sum-mode frequency band of a first predetermined range that includes a resonance frequency of the left drivetrain and the right drivetrain when the vehicle is traveling straight, the third difference model includes the bandpass filter that extracts a difference mode frequency band that is in a second predetermined range that includes the resonance frequencies of the left drive train and the right drive train when the vehicle is turning and that does not overlap with the sum mode frequency band.

13. The vehicle control device according to claim 11 or 12.

14. A control method for a vehicle including a left drive system including a left axle and left wheels to which power from a left drive source is transmitted, and a right drive system including a right axle and right wheels to which power from a right drive source is transmitted, and including a detection unit that detects an actual speed of the left drive system or the left drive source and an actual speed of the right drive system or the right drive source, respectively, comprising: calculating a first sum equivalent value corresponding to the sum of a left required torque, which is a torque required for the left drive system or the left drive source, and a right required torque, which is a torque required for the right drive system or the right drive source, and calculating a first difference equivalent value corresponding to the difference between the left required torque and the right required torque; outputting a first command torque for controlling the left drive source and the right drive source by feedforward control using the first sum equivalent value and the first difference equivalent value; estimating an estimated sum speed corresponding to the sum of the estimated speed of the left drive source and the estimated speed of the right drive source and an estimated differential speed corresponding to the difference between the two estimated speeds based on the first command torque; calculating a second sum equivalent value corresponding to the sum of the two actual velocities and a second difference equivalent value corresponding to the difference between the two actual velocities; outputting a second command torque for controlling the left drive source and the right drive source by feedback control based on a deviation between the second sum equivalent value and the estimated sum speed and a deviation between the second difference equivalent value and the estimated difference speed; The outputs of the left drive source and the right drive source are controlled using the first command torque and the second command torque. A vehicle control method comprising:

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