Vehicle control device and vehicle control method

Abstract

A vehicle control device according to an embodiment of the present disclosure is a device capable of controlling a motor-driven vehicle. This vehicle control device includes a control unit that is capable of deriving a target torque by adding a periodically varying variable torque to a required torque corresponding to an acceleration demand, and controlling the torque of a motor on the basis of the derived target torque. The control unit is capable of correcting the required torque on the basis of periodic vibrations generated in the vehicle according to the torque control.

Description

Vehicle control device and vehicle control method

[0001] The present disclosure relates to a vehicle control device mounted on a vehicle and a vehicle control method executed by the vehicle control device.

[0002] 2. Description of the Related Art Various techniques have been proposed for operating a vehicle more safely (see, for example, Patent Documents 1 and 2).

[0003] JP 2017-055618 A JP 2011-205799 A

[0004] A vehicle control device according to an embodiment of the present disclosure is a device capable of controlling a vehicle driven by a motor. This vehicle control device includes a control unit capable of deriving a target torque by adding a periodically fluctuating torque to a required torque corresponding to an acceleration request, and controlling the torque of the motor based on the derived target torque. This control unit is capable of correcting the required torque based on periodic vibrations occurring in the vehicle in response to torque control.

[0005] A vehicle control method according to an embodiment of the present disclosure is a method capable of controlling a vehicle driven by a motor. This vehicle control method includes the following two steps: (A) deriving a target torque by adding a periodically fluctuating torque to a required torque according to an acceleration request, and performing torque control of the motor based on the derived target torque; and (B) correcting the required torque based on periodic vibrations occurring in the vehicle in response to the torque control.

[0006] The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate one embodiment and, together with the description, serve to explain the principles of the disclosure.

[0007] FIG. 1 is a diagram illustrating an example of functional blocks of a vehicle equipped with a vehicle control device according to an embodiment of the present disclosure. FIG. 2(A) is a diagram illustrating an example of a waveform of a required torque. FIG. 2(B) is a diagram illustrating an example of a waveform of a fluctuating torque. FIG. 2(C) is a diagram illustrating an example of a waveform of a target torque. FIG. 3 is a diagram for explaining an example of a procedure for deriving and correcting a target torque in the traveling control unit of FIG. 1. FIG. 4 is a diagram illustrating an example of a target torque waveform when the target torque is near a slip limit value. FIG. 5 is a diagram for explaining a stick-slip region.

[0008] In a vehicle driven by a motor, the motor output is smoother than the engine output. Therefore, it is difficult for the driver to detect vehicle slippage, and the driver may not notice the possibility of vehicle slippage, putting the vehicle in danger. It is desirable to provide a vehicle control device and a vehicle control method that can make the driver aware of the possibility of vehicle slippage and further perform vehicle control that reduces the possibility of vehicle slippage.

[0009] Some exemplary embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. Note that the following description illustrates one specific example of the present disclosure and should not be construed as limiting the present disclosure. For example, each element, including numerical values, shapes, materials, parts, the position of each part, and the connection method of each part, is merely an example and should not be construed as limiting the present disclosure. Furthermore, in the following exemplary embodiments, components not described in independent claims based on the highest concept of the present disclosure are optional and may be provided as needed. The drawings are schematic and are not intended to be drawn to scale. Throughout this specification and the drawings, components having substantially the same function and configuration are designated by the same reference numerals, and redundant description will be omitted. Furthermore, components not directly related to one embodiment of the present disclosure are not shown in the drawings.

[0010] 1. Embodiment [Configuration Example] Fig. 1 illustrates a schematic configuration example of a vehicle 1 equipped with a control unit 20 according to an embodiment of the present disclosure. The control unit 20 corresponds to a specific example of a "control unit" in the present disclosure. The vehicle 1 is capable of traveling by motor drive. For example, as shown in Fig. 1, the vehicle 1 includes a sensor unit 10, a control unit 20, a storage unit 30, and a motor 40.

[0011] The sensor unit 10 is configured to include various sensors mounted on the vehicle 1. For example, as shown in Fig. 1, the sensor unit 10 includes an accelerator operation amount sensor 11, a state amount sensor 12, and a vibration sensor 13. The sensor unit 10 may include sensors other than those described above.

[0012] The accelerator operation amount sensor 11 is capable of detecting the accelerator operation amount from the depression amount of the accelerator pedal, and is capable of outputting time-series data (accelerator operation amount data) regarding the detected accelerator operation amount to the control unit 20.

[0013] The state quantity sensor 12 is capable of detecting vehicle state quantities, which are information indicating the state of the vehicle 1. The state quantity sensor 12 is capable of outputting time-series data (sensor data) on the detected vehicle state quantities to the control unit 20. The state quantity sensor 12 is configured to include, as sensors capable of detecting the vehicle state quantities, for example, a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, a steering angle sensor, and a steering torque sensor.

[0014] The vehicle speed sensor is capable of detecting the speed (vehicle speed) of the vehicle 1. The vehicle speed sensor is capable of outputting time series data (vehicle speed data) about the detected vehicle speed to the control unit 20. The acceleration sensor is capable of detecting acceleration applied to the vehicle 1. The acceleration sensor is capable of outputting time series data (acceleration data) about the detected acceleration in three directions to the control unit 20. The angular velocity sensor is capable of detecting the angular velocity of the vehicle 1. The angular velocity sensor is capable of outputting time series data (angular velocity data) about the detected three angular velocities (yaw angular velocity, roll angular velocity, pitch angular velocity) to the control unit 20.

[0015] The steering angle sensor is capable of detecting the steering angle (steering angle) of the steering wheel of the vehicle 1. The steering angle sensor is capable of outputting time-series data (steering angle data) about the detected steering angle to the control unit 20. The steering torque sensor is capable of detecting the steering torque generated by the driver's steering wheel operation. The steering torque sensor is capable of outputting time-series data (steering torque data) about the detected steering torque to the control unit 20.

[0016] The vibration sensor 13 is capable of detecting vibrations occurring in the vehicle 1. The vibration sensor 13 is capable of outputting time-series data (vibration data Db) about the detected vibrations to the control unit 20. The vibration sensor 13 is attached to, for example, the accelerator pedal of the vehicle 1, one of various components connected to the accelerator pedal, the steering wheel, one of various components provided between the steering wheel and the wheels, or a seat. In this embodiment, a case where the vibration sensor 13 is attached to a seat will be described.

[0017] The control unit 20 is capable of controlling the entire vehicle 1. The control unit 20 is, for example, a so-called ECU (Electronic Control Unit) and is configured to include, for example, one or more processors and one or more memories. The control unit 20 may be configured to include, for example, a CPU (Central Processing Unit). In this case, the control unit 20 may be capable of controlling the entire vehicle 1 by, for example, executing a program stored in the storage unit 30.

[0018] The control unit 20 is capable of controlling the vehicle 1 that runs by being driven by a motor. The control unit 20 has, for example, a driving control unit 21 as shown in FIG. 1 . The driving control unit 21 is capable of controlling the running of the vehicle 1 (for example, the torque of the motor 40). The driving control unit 21 has, for example, a required torque derivation unit 22, a fluctuation torque derivation unit 23, and a motor torque control unit 24 as shown in FIG. 1 .

[0019] The required torque derivation unit 22 is capable of deriving the required torque Tr (see FIG. 2A ) according to an acceleration request. The acceleration request refers to the depression of the accelerator pedal or a change in the amount of depression of the accelerator pedal. FIG. 2A shows an example of the change over time in the required torque Tr obtained when the driver depresses the accelerator pedal over time. The acceleration request may be made by the driver during manual driving, or by the cruise control unit 21 during automated driving. The required torque derivation unit 22 is capable of deriving the amount of torque (required torque Tr) that should be generated by the motor 40, based on accelerator operation amount data obtained from the accelerator operation amount sensor 11.

[0020] When a correction value (correction torque Tc) described below is input from the motor torque control unit 24, the required torque derivation unit 22 is able to correct the required torque Tr based on the input correction value (correction torque Tc). For example, the required torque derivation unit 22 performs a correction by subtracting the correction torque Tc from the required torque Tr, thereby deriving a new required torque Tr. The correction value (correction torque Tc) and the method of correcting the required torque Tr will be described in detail later.

[0021] The torque fluctuation calculation unit 23 is capable of calculating the torque fluctuation Tf (see FIG. 2B ), which fluctuates periodically. The torque fluctuation Tf is used to intentionally change the behavior of the vehicle 1 to alert the driver to the possibility of slipping of the vehicle 1. FIG. 2B shows an example of the change over time in the torque fluctuation Tf.

[0022] The fluctuation range of the fluctuation torque Tf is, for example, about 10% of the magnitude of the required torque Tr. The frequency of the fluctuation torque Tf is, for example, 17 Hz, 20 Hz, or 24 Hz. The waveform of the fluctuation torque Tf is, for example, a rectangular or sinusoidal waveform. The fluctuation range, frequency, and waveform of the fluctuation torque Tf are not limited to those described above. For example, the fluctuation torque derivation unit 23 may be capable of changing at least one of the fluctuation range, frequency, and waveform of the fluctuation torque Tf depending on the magnitude of the required torque Tr. For example, the fluctuation torque derivation unit 23 may be capable of keeping at least one of the fluctuation range, frequency, and waveform of the fluctuation torque Tf constant regardless of the magnitude of the required torque Tr.

[0023] The motor torque control unit 24 is able to derive a target torque Tg (see FIG. 2C) by adding a fluctuating torque Tf to the required torque Tr, and control the torque of the motor 40 based on the derived target torque Tg. FIG. 2C shows an example of how the target torque Tg changes over time. The motor torque control unit 24 is able to derive a correction value (correction torque Tc) for the required torque Tr based on sensor data obtained by the sensor unit 10.

[0024] The motor torque control unit 24 is capable of deriving data on a specific periodic vibration contained in the vibration data Db obtained by the vibration sensor 13, for example. The "specific periodic vibration" refers to a periodic vibration that occurs in the vehicle 1 due to torque control using the fluctuating torque Tf. The motor torque control unit 24 is capable of deriving an FFT-processed value Df by, for example, performing FFT (fast Fourier transform) processing on the vibration data Db obtained by the vibration sensor 13. This FFT-processed value Df may include data on the "specific periodic vibration."

[0025] For example, when the FFT processed value Df becomes larger than a predetermined threshold value (threshold value 31 described later), the motor torque control unit 24 is capable of deriving a correction value (correction torque Tc) for reducing the required torque Tr using a predetermined algorithm. The motor torque control unit 24 is capable of outputting the derived correction value (correction torque Tc) to the required torque derivation unit 22, for example.

[0026] The storage unit 30 stores data on the above-mentioned threshold (threshold 31). The threshold 31 is, for example, a specific frequency Df_th1 that can be adopted as the FFT processed value Df, or a specific intensity Df_th2 that can be adopted as the FFT processed value Df. Note that, hereinafter, when the frequency Df_th1 and the intensity Df_th2 are collectively referred to, they will be expressed as the threshold Df_th. The storage unit 30 may store, for example, a program executed by the control unit 20. This program is a program that causes the control unit 20 to execute a series of procedures for controlling the entire vehicle 1. The storage unit 30 is configured, for example, by a random access memory (RAM), a read-only memory (ROM), an auxiliary storage device (such as a hard disk), etc.

[0027] The motor 40 is configured to drive the steered wheels of the vehicle 1. The motor 40 is capable of driving the steered wheels of the vehicle 1 in accordance with the target torque Tg input from the motor torque control unit 24. In this specification, the steered wheels refer to at least one of the front wheels and the rear wheels. One motor 40 may be provided for the front wheels, and one motor 40 may be provided for the rear wheels. In this case, the cruise control unit 21 may be capable of controlling the motor 40 for the front wheels and the motor 40 for the rear wheels in common. Alternatively, the cruise control unit 21 may be capable of controlling the motor 40 for the front wheels and the motor 40 for the rear wheels independently of each other.

[0028] [Operation] Next, the operation of the driving control unit 21 will be described with reference to FIGS.

[0029] FIG. 3 is a diagram illustrating an example of a procedure for deriving and correcting the target torque Tg. FIG. 4 shows an example of a waveform of the target torque Tg when the target torque Tg is near the slip limit value (limit torque T_th). FIG. 4 shows that the vehicle 1 is in the grip region Rg when the target torque Tg is less than the slip limit value (limit torque T_th). FIG. 4 also shows that the vehicle 1 is in the stick-slip region Rss when the target torque Tg repeatedly exceeds and does not exceed the slip limit value (limit torque T_th). FIG. 4 also shows that the vehicle 1 is in the slip region Rs when the target torque Tg exceeds the slip limit value (limit torque T_th).

[0030] FIG. 5 is a diagram illustrating the stick-slip region Rss using a friction circle. FIG. 5 illustrates a friction circle Fb as a friction circle corresponding to the boundary between the grip region Rg in FIG. 4 and the stick-slip region Rss in FIG. 4. FIG. 5 also illustrates a friction circle Fa as a friction circle corresponding to the boundary between the stick-slip region Rss in FIG. 4 and the slip region Rs in FIG. 4. When the vehicle 1 is traveling, a resultant force Fc of the lateral force Fy and the driving force Fx is applied to the vehicle 1. FIG. 5 shows that the vehicle 1 is in the stick-slip region Rss when a resultant force Fc1 of the lateral force Fy1 and the driving force Fx1 is applied to the vehicle 1. FIG. 5 also shows that the vehicle 1 is in the grip region Rg when a resultant force Fc2 of the lateral force Fy1 and the driving force Fx2 (<Fx1) is applied to the vehicle 1.

[0031] The driving control unit 21 acquires an acceleration request from the accelerator operation amount sensor 11 (step S101). Next, the driving control unit 21 derives a required torque Tr according to the acquired acceleration request (step S102). Next, if the acquired acceleration request is an acceleration or deceleration request (step S103; Y), the driving control unit 21 derives a fluctuation torque Tf (step S104). If the acquired acceleration request is not an acceleration or deceleration request (step S103; N), the driving control unit 21 sets the required torque Tr as the target torque Tg (step S105). On the other hand, if the fluctuation torque Tf was derived in step S104, the driving control unit 21 derives the target torque Tg by adding the fluctuation torque Tf to the required torque Tr (step S105).

[0032] Next, the driving control unit 21 acquires vibration data Db from the vibration sensor 13 (step S106). Subsequently, the driving control unit 21 derives an FFT processed value Df of the vibration data Db (step S107). Next, the driving control unit 21 reads a threshold value Df_th from the storage unit 30 and determines whether the FFT processed value Df is greater than the threshold value Df_th (step S108).

[0033] As a result, if Df≦Df_th is satisfied (step S108; N), the cruise control unit 21 determines that the vehicle 1 is gripping the road surface, that is, is in the grip region Rg, and does not correct the required torque Tr. On the other hand, if Df>Df_th is periodically satisfied (step S108; Y), the cruise control unit 21 determines that the vehicle 1 is periodically slipping on the road surface, that is, is in the stick-slip region Rss, and derives the correction torque Tc (step S110).

[0034] At this time, the cruise control unit 21 performs a correction by subtracting the correction torque Tc from the required torque Tr, estimates a driving force Fx corresponding to the new required torque Tr obtained thereby, and further estimates the correction torque Tc so that the resultant force Fc of the estimated driving force Fx and lateral force Fy falls within the grip region Rg in Fig. 5. For example, assume that the lateral force is Fy1, the driving force is Fx1, and the resultant force is Fc1, and the vehicle 1 is in the stick-slip region Rss. At this time, the cruise control unit 21 estimates a driving force Fx2 so that the resultant force Fc2 applied to the vehicle 1 falls within the grip region Rg, and estimates the correction torque Tc so that the required torque Tr corresponds to the estimated driving force Fx2.

[0035] The driving control unit 21 corrects the required torque Tr using the obtained correction torque Tc (step S111). The driving control unit 21 derives the target torque Tg using the new required torque Tr obtained by the correction (step S105). In this manner, the target torque Tg is derived and corrected.

[0036] [Effects] Next, effects of the control unit 20 according to the embodiment of the present disclosure will be described.

[0037] In this embodiment, in a vehicle 1 traveling by motor drive, a target torque Tg is derived by adding a periodically fluctuating torque Tf to a required torque Tr corresponding to an acceleration request, and the torque of the motor 40 is controlled based on the derived target torque Tg. As a result, as shown in FIG. 4 , for example, the target torque Tg to which the fluctuating torque Tf has been added exceeds the slip limit value (limit torque T_th) at time tb, which is Δt earlier than time ta at which the target torque Tg exceeds the slip limit value (limit torque T_th) when the fluctuating torque Tf is not applied. As a result, the driver can notice an abnormality in the vehicle 1 before time tb. Therefore, the driver can be made aware of the possibility of slipping of the vehicle 1 before the vehicle 1 is exposed to danger (before time tb). As a result, the driver can perform an operation, such as releasing the accelerator, before the vehicle 1 is exposed to danger (before time tb).

[0038] In this embodiment, the required torque Tr is further corrected based on periodic vibrations that occur in the vehicle 1 in response to torque control using the target torque Tg to which the fluctuating torque Tf has been added. As a result, even if the driver's risk avoidance action (e.g., an operation such as releasing the accelerator) is delayed, vehicle control can be performed to reduce the possibility of the vehicle 1 slipping before the vehicle 1 is exposed to danger (before time tb). As a result, the behavior of the vehicle 1 can be stabilized.

[0039] Furthermore, in this embodiment, the required torque Tr is corrected based on the FFT processed value Df of the vibration data Db obtained by the sensor unit 10 mounted on the vehicle 1. As a result, even if the driver's risk avoidance action is delayed, vehicle control can be performed to reduce the possibility of the vehicle 1 slipping before the vehicle 1 is exposed to risk (before time tb). As a result, the behavior of the vehicle 1 can be stabilized.

[0040] Furthermore, in this embodiment, when the FFT processed value Df becomes greater than the threshold value Df_th, a correction is performed to decrease the required torque Tr. As a result, even if the driver's risk avoidance action is delayed, vehicle control can be performed to reduce the possibility of the vehicle 1 slipping before the vehicle 1 is exposed to risk (before time tb). As a result, the behavior of the vehicle 1 can be stabilized.

[0041] Furthermore, in this embodiment, the required torque Tr is corrected based on the FFT processed value Df of the vibration data Db of the accelerator pedal of the vehicle 1 obtained by the vibration sensor 13. Here, when torque control is performed using the target torque Tg to which the fluctuating torque Tf has been added, if the vehicle 1 is in the stick-slip region Rss, peculiar vibrations corresponding to fluctuations in the fluctuating torque Tf are likely to occur in the accelerator pedal. Therefore, by correcting the required torque Tr based on the FFT processed value Df of the vibration data Db of the accelerator pedal of the vehicle 1, vehicle control can be performed that reduces the possibility of the vehicle 1 slipping. As a result, the behavior of the vehicle 1 can be stabilized.

[0042] Furthermore, in this embodiment, the required torque Tr is corrected based on the FFT processed value Df of the vibration data Db of the seat of the vehicle 1 obtained by the vibration sensor 13. Here, when torque control is performed using the target torque Tg to which the fluctuating torque Tf has been added, if the vehicle 1 is in the stick-slip region Rss, peculiar vibrations corresponding to fluctuations in the fluctuating torque Tf are likely to occur in the seat. Therefore, by correcting the required torque Tr based on the FFT processed value Df of the vibration data Db of the accelerator pedal of the vehicle 1, vehicle control can be performed that reduces the possibility of slipping of the vehicle 1. As a result, the behavior of the vehicle 1 can be stabilized.

[0043] Furthermore, in this embodiment, the required torque Tr is corrected based on the FFT processed value Df of the vibration data Db of the seat of the vehicle 1 obtained by the vibration sensor 13. Here, when torque control is performed using the target torque Tg to which the fluctuating torque Tf has been added, if the vehicle 1 is in the stick-slip region Rss, peculiar vibrations corresponding to fluctuations in the fluctuating torque Tf are likely to occur in the seat. Therefore, by correcting the required torque Tr based on the FFT processed value Df of the vibration data Db of the seat of the vehicle 1, vehicle control can be performed that reduces the possibility of slipping of the vehicle 1. As a result, the behavior of the vehicle 1 can be stabilized.

[0044] 2. Modifications The present disclosure has been described above by giving embodiments, but the present disclosure is not limited to these embodiments and various modifications are possible.

[0045] In the above embodiment, one motor 40 may be provided for each front wheel and one for each rear wheel. In this case, the travel control unit 21 may be capable of controlling the motor 40 for the front wheels and the motor 40 for the rear wheels independently of each other. Furthermore, the motor torque control unit 24 may be capable of correcting the required torque Tr for the front wheels and the required torque Tr for the rear wheels separately from each other.

[0046] In this case, the motor torque control unit 24 can adjust the driving force distribution ratio between the front wheels and the rear wheels by separately correcting the required torque Tr for the front wheels and the required torque Tr for the rear wheels based on the FFT processed value Df. This makes it possible to perform vehicle control that reduces the possibility of slipping of the vehicle 1. As a result, the behavior of the vehicle 1 can be stabilized.

[0047] The effects described in this specification are merely examples, and the effects of the present disclosure are not limited to the effects described in this specification. Therefore, other effects may be obtained with respect to the present disclosure.

[0048] Furthermore, the present disclosure may take the following forms. (1) A vehicle control device capable of controlling a vehicle traveling by motor drive, comprising a control unit capable of deriving a target torque by adding a periodically fluctuating torque to a required torque according to an acceleration request, and performing torque control of the motor based on the derived target torque, wherein the control unit is capable of correcting the required torque based on periodic vibrations occurring in the vehicle in response to the torque control. (2) The vehicle control device described in (1), wherein the control unit is capable of correcting the required torque based on an FFT processed value of vibration data obtained by a sensor mounted on the vehicle. (3) The vehicle control device described in (2), wherein the control unit is capable of correcting by reducing the required torque when the FFT processed value becomes greater than a predetermined threshold. (4) The vehicle control device according to (2) or (3), wherein the sensor is capable of detecting vibrations of an accelerator pedal, steering wheel, or seat of the vehicle, and the control unit is capable of correcting the required torque based on an FFT processed value of vibration data of the accelerator pedal, steering wheel, or seat of the vehicle obtained by the sensor. (5) A vehicle control method capable of controlling a vehicle traveling by motor drive, comprising: deriving a target torque by adding a periodically fluctuating torque to a required torque according to an acceleration request, and performing torque control of the motor based on the derived target torque; and correcting the required torque based on periodic vibrations occurring in the vehicle according to the torque control.

[0049] The control unit 20 shown in FIG. 1 can be implemented by circuitry including at least one semiconductor integrated circuit, such as at least one processor (e.g., a central processing unit (CPU)), at least one application-specific integrated circuit (ASIC), and / or at least one field-programmable gate array (FPGA). The at least one processor can be configured to perform all or a portion of the various functions of the control unit 20 shown in FIG. 1 by reading instructions from at least one non-transitory, tangible computer-readable medium. Such media can take various forms, including, but not limited to, various magnetic media such as hard disks, various optical media such as CDs or DVDs, and various semiconductor memories (i.e., semiconductor circuits) such as volatile or non-volatile memories. Volatile memories can include DRAM and SRAM. Non-volatile memories can include ROM and NVRAM. An ASIC is an integrated circuit (IC) specialized to perform all or a portion of the various functions of the control unit 20 shown in FIG. 1. An FPGA is an integrated circuit designed to be configurable after manufacture to perform all or part of the various functions of control unit 20 shown in FIG.

Claims

1. A vehicle control device capable of controlling a vehicle driven by a motor, comprising: a control unit capable of deriving a target torque by adding a periodically fluctuating torque to a required torque according to an acceleration request, and performing torque control of the motor based on the derived target torque, wherein the control unit is capable of correcting the required torque based on periodic vibrations occurring in the vehicle in response to the torque control.

2. The vehicle control device according to claim 1, wherein the control unit is capable of correcting the required torque based on an FFT processed value of vibration data obtained by a sensor mounted on the vehicle.

3. The vehicle control device according to claim 2, wherein the control unit is capable of performing a correction to reduce the required torque when the FFT processed value becomes greater than a predetermined threshold value.

4. The vehicle control device according to claim 2, wherein the sensor is capable of detecting vibrations of an accelerator pedal, steering wheel or seat of the vehicle, and the control unit is capable of correcting the required torque based on an FFT processed value of vibration data of the accelerator pedal, steering wheel or seat of the vehicle obtained by the sensor.

5. A vehicle control method capable of controlling a vehicle driven by a motor, comprising: deriving a target torque by adding a periodically fluctuating torque to a required torque according to an acceleration request, and controlling the torque of the motor based on the derived target torque; and correcting the required torque based on periodic vibrations occurring in the vehicle in response to the torque control.

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