JP3196494B2 - Suspension control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention controls a posture change of a vehicle body by controlling a posture change suppression mechanism interposed between wheels and the vehicle body based on a posture change state of the vehicle body. The present invention relates to a suspension control device.

[0002]

2. Description of the Related Art A suspension control device of this type is disclosed, for example, in Japanese Patent Application Laid-Open No. 62-28, which was previously proposed by the present applicant.
There is one described in No. 9420. In this conventional example, for example, a vehicle body is supported by a fluid actuator, and a vertical acceleration sensor is disposed above each wheel of the vehicle body, and a vertical acceleration detection value is obtained based on a vertical acceleration detection value from each vertical acceleration sensor. Calculates a control force proportional to the control force, forms a control command value for each actuator based on the control force, and causes each actuator to generate a control force corresponding to the target control force calculated based on the vertical acceleration detection value. Thus, the vehicle body vibration is damped and suppressed.

[0003]

However, in the above-mentioned conventional suspension control device, the control force generated by each actuator is calculated based on the vertical acceleration detection value of each vertical acceleration sensor. When bounce vibration and roll vibration, or bounce vibration and pitch vibration occur simultaneously, the formed control command value may exceed the limit of the control command value according to the control force that can be generated by the actuator. For example, when the bounce vibration and the roll vibration occur at the same time, for example, when the vehicle receives a bounce input at the time of turning or the like, and when the actuator on the turning outer wheel generates the maximum control force, the control is further performed. Since no force can be generated, only the control force of the actuator on the turning inner wheel side is increased, and therefore, The control force in the roll direction or pitch direction is insufficient because the actuator does not generate the control force according to the calculated control command value, such as the body being vibrated in the roll direction and the vehicle behavior becoming unstable. There is an unsolved problem that may become unstable.

[0004] In order to avoid this, it is possible to use an actuator that generates a larger control force. However, there is a problem such as a decrease in Therefore, the present invention
It is made focusing on the above-mentioned conventional unsolved problem, and without increasing the capacity of the actuator, when the bounce vibration and the roll vibration, or the bounce vibration and the pitch vibration occur simultaneously, the roll direction Another object of the present invention is to provide a suspension control device capable of preventing vehicle behavior from becoming unstable due to insufficient control force in the pitch direction and improving the steering stability of the vehicle.

[0005]

[0006]

[0007]

[MEANS FOR SOLVING THE PROBLEMS] To achieve the above object
The suspension control device according to claim 1 of the present invention , as shown in the basic configuration diagram of FIG. 3, changes the attitude of the vehicle body in response to a control signal interposed between each wheel and the vehicle body. A posture change suppression mechanism capable of individually generating a control force to be suppressed, bounce state detection means for detecting or estimating a bounce state of the vehicle body, roll state detection means for detecting or estimating a roll state of the vehicle body, and a vehicle body Pitch state detecting means for detecting or estimating the pitch state of the roll state detection means, each detection value of the pitch state detection means and the bounce state detection means, and a control gain corresponding to a preset bounce, pitch and roll A control unit for forming the control signal, the control unit comprising: a roll state detecting unit; and a pitch state detecting unit. Either one of the two detected values is other
When larger, a gain correcting means for correcting small control gain corresponding to the control gain and bounce corresponding to the other, and a detection value of the corrected control gain as the respective state detection means by said gain correction means based on And a control signal forming means for forming the control signal.

According to a second aspect of the present invention, there is provided a suspension control device, wherein the gain correction means according to the first aspect is configured such that, based on a roll state detection value of the roll state detection means, the peak value decreases as the detection value increases. calculating a Chi angle compensation factor, by multiplying the pitch state detection value of the pitch state detecting means and the pitch angle compensation coefficient to correct the pitch state detection value, wherein the corrected pitch condition detection value roll The control gain is corrected in accordance with a state detection value.

According to a third aspect of the present invention, there is provided a suspension control device, wherein the gain correction means according to the first or second aspect includes a vehicle speed detection means for detecting a vehicle speed. It is characterized in that the control gain is corrected. Further, a suspension system according to claim 4 is provided.
The control device is interposed between each wheel and the vehicle
Individual control force that suppresses vehicle body posture change according to the control signal
Posture change suppression mechanism that can
First state detection means for detecting or estimating the state of the sound;
At least one of the roll state and the pitch state of the vehicle body
Second state detecting means for detecting or estimating the
And a detection value of both the second state detection means and a preset bow.
Control gains corresponding to the
With control means for forming the control signal
The control means detects a vehicle speed.
Vehicle speed detecting means, the detected value of the vehicle speed detecting means and
At least the aforementioned value according to the detection value of the second state detection means.
Gain correction method to correct the control gain corresponding to bounce
And the control gain corrected by the gain correction means and the second
The control is performed based on the detected values of the first and second state detecting means.
Control signal forming means for forming a control signal.
Suspension control device. Further, according to claim 5
In the suspension control device, the gain correction means according to any one of claims 1 to 4 corrects each control gain with a hysteresis characteristic.
Further, the suspension control device according to claim 6 is provided for each vehicle.
According to the input control signal that is interposed between the wheel and the vehicle body
Generating individual control forces to suppress changes in body posture
Posture change suppression mechanism that can
First state detecting means for detecting or estimating, and a roll shape of the vehicle body
State and / or pitch state
Second state detecting means for determining the first and second states
Both detection values of the detection means and preset bounce, pitch and
The control signal based on the control gain corresponding to
Control device provided with control means for forming a suspension
In the above, the control unit may detect the detection of the second detection unit.
A control gay corresponding to at least the bounce according to the value;
Correction means for correcting the noise with hysteresis characteristics
And the control gain corrected by the gain correction means and the first
And the control value based on both detection values of the second state detection means.
Control signal forming means for forming a signal.
And

Further, the suspension control apparatus according to claim 7, as shown in the basic diagram of Fig. 4, the attitude of the vehicle body changes in accordance with the interposed by a control signal input between each wheel and the vehicle body A posture change suppressing mechanism capable of individually generating a control force to be suppressed, a vertical acceleration detecting means for detecting a vertical acceleration of the vehicle body, a roll state detecting means for detecting or estimating a roll state of the vehicle body, and the vertical acceleration A suspension control device comprising: a control unit that forms the control signal based on both detection values of a detection unit and a roll state detection unit. The suspension control device includes: a vehicle speed detection unit that detects a vehicle speed; and a lateral acceleration detecting means for detecting an acceleration, said control means, bounce correction gain based on the detected value of the detection value and the lateral acceleration detecting means of the vehicle speed detecting means Bounce correction gain calculating means for calculating a bounce control gain for calculating a bounce control force for the bounce based on the detected value of the vertical acceleration detecting means and the bounce correction gain calculated by the bounce correction gain calculating means. A roll control force calculating means for calculating a roll control force based on a detection value of the roll state detecting means; a bounce control force calculated by the bounce control force calculating means; and a roll control force of the roll control force calculating means. And a control signal forming means for forming the control signal based on the control signal.

Further, the suspension control apparatus according to claim 8, as shown in the basic diagram of Fig. 5, the attitude of the vehicle body changes in accordance with the interposed by a control signal input between each wheel and the vehicle body A posture change suppressing mechanism capable of individually generating a control force to be suppressed, a vertical acceleration detecting means for detecting a vertical acceleration of the vehicle body, a roll state detecting means for detecting or estimating a roll state of the vehicle body, and the vertical acceleration in the suspension control apparatus having a that control means to form said control signal based on each detected value of the detection means and said roll state detecting means, the suspension control device includes a vehicle speed detecting means for detecting a vehicle speed, and a lateral acceleration detecting means for detecting a lateral acceleration generated in the vehicle, said control means, the lateral acceleration correction coefficient for calculating a lateral acceleration correction coefficient according to the detected value of the vehicle speed detecting means It means out, and bounce correction gain calculating means for calculating the bounce correction gain in accordance with the detected value of the lateral acceleration correction coefficient and the lateral acceleration detecting means calculated in lateral acceleration correction coefficient calculating means, the detection of the vehicle speed detecting means The vehicle speed gain according to the value, the lateral acceleration gain according to the detection value of the lateral acceleration detection means, the vertical speed obtained by integrating the detection value of the vertical acceleration detection means, and the bounce correction gain calculated by the bounce correction gain calculation means. Bounce control force calculation means for calculating a bounce control force for bounce based on the bounce, roll control force calculation means for calculating a roll control force based on the detection value of the roll state detection means, and the bounce control force calculation means Forming the control signal on the basis of the bounce control force calculated in step (b) and the roll control force calculated by the roll control force calculation means. It is characterized by and a No. forming means.

Furthermore, the suspension control apparatus according to claim 9, as shown in the basic diagram of Fig. 5, the attitude of the vehicle body changes in accordance with the interposed by a control signal input between each wheel and the vehicle body A posture change suppressing mechanism capable of individually generating a control force to be suppressed, a vertical acceleration detecting means for detecting a vertical acceleration of the vehicle body, a roll state detecting means for detecting or estimating a roll state of the vehicle body, and the vertical acceleration detection hand stage and
In the suspension control apparatus and a control unit that constitute the form of the control signal based on each detection value before Symbol roll state detecting means, the suspension control device includes a vehicle speed detecting means for detecting a vehicle speed, resulting in a vehicle and a lateral acceleration detecting means for detecting a lateral acceleration, wherein, in 0 when the detected value of the vehicle speed detecting means is equal to or less than a first vehicle speed,
And a positive value set beforehand when it becomes more than a second vehicle speed, and lateral acceleration correction first vehicle speed between the second vehicle from the vehicle speed to calculate a lateral acceleration correction coefficient you increased according to the increase A coefficient calculating means, and a value obtained by multiplying a lateral acceleration correction coefficient calculated by the lateral acceleration correction coefficient calculating means by a detection value of the lateral acceleration detecting means is 1 when the multiplied value is equal to or smaller than a first multiplied value; 0 if the value is greater than or equal to
Horizontal and bounce correction gain calculating means for multiplying values between multiplication value is calculated Luba down <br/> scan correction gain be reduced correspondingly increases, and the vehicle speed gain according to the detected value of the vehicle speed detecting means and the A bounce control force for bounce is calculated based on a lateral acceleration gain corresponding to a detection value of the acceleration detection means, a vertical velocity obtained by integrating the vertical acceleration detection value, and a bounce correction gain calculated by the bounce correction gain calculation means. Bounce control force calculation means, roll control force calculation means for calculating a roll control force based on the detected value of the roll state detection means, bounce control force calculated by the bounce control force calculation means and the roll control force calculation Control signal forming means for forming the control signal based on the roll control force calculated by the means.

Further, in a suspension control apparatus according to a tenth aspect, the bounce control force calculating means according to any one of the seventh to ninth aspects further comprises a vehicle speed gain based on the bounce correction gain calculated by the bounce correction gain calculating means. The vehicle speed gain and the lateral acceleration gain, the roll rate gain and the pitch rate gain corresponding to the roll speed and the pitch speed calculated based on the detection value of the vertical acceleration detecting means, and The bounce control force is calculated based on the vertical velocity calculated by integrating the detection value of the acceleration detection means.

[0014]

[0015]

[0016]

According to a first aspect of the present invention, when one of the detected values of the roll state detecting means and the pitch state detecting means increases, the control gain corresponding to the other and the control gain corresponding to the bounce are determined. The control signal is formed by the control signal forming unit based on the corrected control gain and the bounce, the corrected control gain and the respective detection values of the pitch and roll state detecting unit.
When one of the detected values of the pitch state and the roll state detecting means is large, the control force in the bounce direction is corrected to be small, and the control force for the larger detected value of the pitch and roll state detecting means is prioritized.

Further, the suspension control apparatus according to claim 2, the gain correction means calculates a pitch angle compensation coefficient based on the detected value of the roll state detecting means, the pitch angle compensation factor and the pitch state By multiplying the detected value of the detecting means, the pitch state detected value is corrected to be smaller as the roll state detected value increases, and the control gain is corrected according to the corrected pitch state detected value and the roll state detected value. Thus, the control force in the roll direction is prioritized over the control force in the pitch direction.

Further, in the suspension control device according to the third aspect , the gain correction means corrects the control gain in accordance with the detection value of the vehicle speed detection means, so that each control gain is reduced as the vehicle speed increases. Further, according to claim 4
The suspension control system controls the rolling state of the vehicle
Of detecting or estimating at least one of the switch states
2 and the detected value of the vehicle speed detecting means.
At least the control gain corresponding to the bounce
It is corrected small by the gain correction means, and is corrected by the first state detection means.
Bounce state of vehicle body detected or estimated and second state detection
Control based on the detected values of the output means and the corrected control gains.
Control of posture change suppression mechanism by control signal forming means
By forming the signal, at least in the bounce direction
The control force for the vehicle is detected by the detection value of the second state detection means and the vehicle speed.
The second state detection is suppressed in accordance with the detection value of the means.
The control force corresponding to the detection value of the means is prioritized. In addition, 請
Suspension control system according to Motomeko 5, the gain correction means, for example, when the detected value of the roll state and pitch condition is increasing than if these detected values are in decreasing and more small value each control gain is corrected in, by correcting each control gain with a hysteresis characteristic, to prevent the sudden change of the control force. In addition, according to claim 6,
The spence controller controls the roll condition and pitch of the vehicle
A second detecting or estimating at least one of the states;
Depending on the detection value of the state detection means, at least bounce
The corresponding control gain is adjusted by the hysteresis
, And detect or estimate by the first state detection means.
Detection of the bounce state of the vehicle body and the second state detection means
Based on the values and the corrected control gains,
Forming control signal for attitude change suppression mechanism by step
Control force at least in the bounce direction
Is the detected value of the second state detecting means and the detected value of the vehicle speed detecting means.
And the detected value of the second state detecting means.
Priority to the control force corresponding to
Stop.

Further, the suspension control apparatus according to claim 7, calculates the bounce correction gain by bouncing correction gain calculating means based on the detected value of the detection value and a lateral acceleration detecting means of the vehicle speed detecting means, the calculated bounce correction The bounce control force calculating means calculates the bounce control force for the bounce based on the gain and the detection value of the vertical acceleration detecting means . Then, the control signal forming unit controls the posture change based on the roll control force calculated by the roll control force calculation unit based on the detection value of the roll state detection unit and the bounce control force calculated by the bounce control force calculation unit. By forming a control signal for the mechanism, the bounce control force is reduced according to the size of the roll.

Further, the suspension control apparatus according to claim 8, based on the detection value of the vehicle speed detecting means, calculates a lateral acceleration correction coefficient by the lateral acceleration correction coefficient calculating means, the calculated lateral acceleration correction coefficient and the lateral acceleration The bounce correction gain is calculated by the bounce correction gain calculation means based on the detection value of the detection means , and the vehicle speed gain and the vertical acceleration corresponding to the detection value of the vehicle speed detection means and the detection value of the lateral acceleration detection means are calculated. The bounce control force calculating means calculates a bounce control force based on the vertical speed obtained by integrating the detection value of the detection means and the bounce correction gain calculated by the bounce correction gain calculation means . Then, the calculated bounce control force, and the roll control force calculated by the roll control force calculating means based on the detected value of the roll state detecting means, the control signals for the attitude change suppressing mechanism by based on the control signal forming means By forming, the bounce control force is corrected to be small according to the lateral acceleration and the vehicle speed.

Further, the suspension control apparatus according to claim 9, the lateral acceleration correction coefficient calculating means, at 0 when the detection value of the vehicle speed detecting means is equal to or less than a first vehicle speed, and become more second vehicle speed a positive value set beforehand when the, and the vehicle speed between the second speed from the first vehicle speed to calculate a lateral acceleration correction coefficient you increase depending on the increase. Based on the calculated lateral acceleration correction coefficient and the detection value of the lateral acceleration detection means, the multiplied value of the lateral acceleration correction coefficient and the detection value of the lateral acceleration detection means is equal to or less than the first multiplication value by the bounce correction gain calculation means. Is 1 when, and 0 when the value is equal to or larger than the second multiplied value.
In, and to calculate the Luba Soo correction gain be reduced correspondingly multiplied value increases from a first multiplication value between second multiplier
You. Then , the vehicle speed gain according to the detection value of the vehicle speed detection unit, the lateral acceleration gain according to the detection value of the lateral acceleration detection unit, and the detection value of the vertical acceleration detection unit are calculated by the vertical speed and bounce correction gain calculation unit obtained by integrating the detection values. The bounce control force for the bounce is calculated by the bounce control force calculating means based on the bounce correction gain, and the control signal forming means is calculated based on the calculated bounce control force and the roll control force calculated by the roll control force calculating means. By forming a control signal for the posture change suppression mechanism, the bounce control force is not corrected when the roll is small, but is corrected to zero when the roll is large.

Furthermore, the suspension control apparatus according to claim 10, corrects the vehicle speed gain and a lateral acceleration gain by bouncing correction gain calculated by the bounce correction gain calculating means, and the vehicle speed gain and the lateral acceleration gain, the upper <br / > a roll rate gain and the pitch rate gain corresponding to the roll speed and the pitch rate is calculated based on the detection value of the lower acceleration detecting means, and a vertical velocity that is calculated by integrating processes the detected value of the top and bottom acceleration detecting means The bounce control force is calculated based on the control force in the bounce direction accompanying the roll and the pitch by calculating the bounce control force.

[0023]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 6 is a schematic configuration diagram showing a first embodiment of the present invention. In the drawing, 11FL to 11RR are active suspensions as posture change suppression mechanisms interposed between the vehicle body member 12 and the wheel members 14 individually supporting the wheels 13FL to 13RR, respectively. Hydraulic cylinders 15FL to 15RR and these hydraulic cylinders 15FL
Coil spring 16F interposed in parallel with ~ 15RR
L-16RR and the operating oil pressure for the hydraulic cylinders 15FL-15RR are controlled by a control device 3 as control means described later.
Pressure control valve 17FL that controls in response to a command value from 1
To 17RR.

Each of the hydraulic cylinders 15FL to 15RR has a cylinder tube 15a attached to the wheel side member 14, a piston rod 15b attached to the vehicle body side member 12, and a piston having a through hole in the cylinder tube 15a. The control force consisting of the thrust corresponding to the working oil pressure supplied from the pressure control valves 17FL to 17RR is generated by the pressure receiving area difference between the upper and lower pressure chambers defined by 15c and the piston 15c. Each of the coil springs 16FL to 16RR supports a static load of the vehicle body, and may have a low spring constant that only supports the static load.

Each of the pressure control valves 17FL to 17RR has an input port 17i, a return port 17o, and a control pressure port 17c, and shuts off the control pressure port 17c, the input port 17i, and the return port 17o. A spool for switching to a communication state in which the pressure port 17c communicates with one of the input port 17i and the return port 17o. A supply pressure and a control pressure are supplied to both ends of the spool as a pilot pressure, and further to a supply pressure side. It has a configuration in which a poppet valve controlled by the proportional solenoid 17s is provided, and the pressure P of the control pressure port 17c is
_C is always the proportional solenoid 17s and the control device 31
Is controlled so as to be a pressure corresponding to the exciting currents i _{FL to} i _RR supplied from the controller.

Here, the exciting current i_FL~ I_RRAnd control pressure port
Control oil pressure P output from _CFig. 7
As shown in FIG._FL~ I_RRIs the minimum current value i_MIN
Is the minimum control oil pressure P_MINOutput from this state
Exciting current i_FL~ I_RRIncreases in the positive direction.
Proportional gain K₁Control hydraulic pressure P_CIncreases up to
Current value i_MAXAt the time of setting
Maximum control oil pressure P equivalent to in pressure_MAXIs output. this
In FIG. 7, i_NIs the neutral exciting current, P_NIs the neutral control hydraulic pressure.
You.

The input port 17i and the return port 17o of the pressure control valves 17FL to 17RR are connected to a hydraulic source 23 via a supply pipe 21 and a return pipe 22, respectively, and the control pressure port 17c is connected via a hydraulic pipe 24. To the pressure chambers of the hydraulic cylinders 15FL to 15RR. In FIG. 6, reference numeral 25 denotes a high-pressure side accumulator connected in the middle of the supply-side pipe 21, and reference numeral 26 denotes an unsprung vibration absorbing accumulator which is communicated via a throttle 27 to a pressure chamber in the hydraulic cylinders 15FL to 15RR.

On the other hand, as shown in FIG. 8, the vertical acceleration sensors 28FR, 28R are provided at positions corresponding to the front right wheel 13FR, the rear left wheel 13RL, and the rear right wheel 13RR, respectively.
L and 28RR are provided. As shown in FIG. 9, each of the vertical acceleration sensors 28FR to 28RR outputs, for example, a zero voltage when the vertical acceleration is zero, and outputs a positive voltage in response to an upward acceleration. consisting outputs vertical acceleration detection value Z _G, when the downward acceleration occurs, and outputs a vertical acceleration detected value Z _G comprising a negative voltage in response thereto, respective vertical acceleration sensors 2
The detected values Z _{GFR to} Z _GRR of 8FR to 28RR are supplied to the control device 31.

The control device 31, as shown in FIG. 10, the acceleration calculation circuit 102, an integration circuit 103, a gain calculation circuit 104 as a gain correcting means, a control force calculating circuit 105 as a control signal forming means And a driver 106. The acceleration calculation circuit 102 calculates a bounce acceleration BG, a pitch angular acceleration PG, and a roll angular acceleration RG based on the detected vertical acceleration values Z _{GFR to} Z _GRR , and integrates these accelerations into an integration circuit 103. Bounce speed B
R, the pitch angular velocity PR, and the roll angular velocity RR are calculated, and the bounce gain CB 'and the pitch gain C are calculated by the gain arithmetic circuit 104 based on the pitch angular velocity PR and the roll angular velocity RR.
P ′ and roll gain CR ′ are calculated,
Based on the respective speeds from the integration circuit 103, the control force calculation circuit 105 causes each of the hydraulic cylinders 15FL to 15RR
Exciting current i _FL THAT calculates to be generated target control force F _FL ~F _RR, depending on the driver 106 to each target control force F _FL to F _RR
To i _RR , which are converted into pressure control valves 17FL to 17R.
This is supplied to the R proportional solenoid 17s.

In the acceleration calculation circuit 102, the following (1) to
Based on the equation (3), the vertical acceleration detection values Z _{GFR to} Z _GRR
The bounce acceleration BG, the pitch angular acceleration PG, and the roll angular acceleration RG are calculated based on. BG = ( _{b.Z GFR} + _{a.Z GRR} ) / (a + b) (1) PG = (Z _GRR -Z _GFR ) / (a + b) ... (2) RG = (Z _GRL -Z _GRR ) / 2c (3) The acceleration calculation circuit 102 is formed of, for example, a calculation circuit and the like, and as shown in FIG.
_The value obtained by multiplying the _GFR by b in the calculator 121 and the value obtained by multiplying the vertical acceleration detection value Z _GRR by a in the calculator 122 are added by the adder 123, and the result of the addition is calculated by the calculator 124 as 1 / (a + b).
By multiplying, the bounce acceleration BG is calculated.

Further, a pitch angular acceleration PG is calculated by multiplying a value obtained by subtracting the vertical acceleration detection value Z _GFR from the vertical acceleration detection value Z _GRR from the vertical acceleration detection value Z _GRR by an arithmetic unit 126 by 1 / (a + b). The adder 127 calculates a roll angular acceleration RG by multiplying a value obtained by subtracting the vertical acceleration detection value Z _GRR from the vertical acceleration detection value Z _{GRL by ｃc} in the arithmetic unit 128.

Here, as shown in FIG. 8, a, b, and c are distances in the front-rear direction between the left-right direction line passing through the center of gravity g of the vehicle and the front right vertical acceleration sensor 28FR, and b is the vehicle. , A front-rear distance between the left-right and rear-right vertical acceleration sensors 28RL and 28RR passing through the center-of-gravity point g of the vehicle; This is the horizontal distance between 28RL and 28RR.

The computing units 121, 122, and 124 and the adder 123 correspond to the bounce state detecting means, the adder 125 and the computing unit 126 correspond to the pitch state detecting means, and the adder 127 and the computing unit 128 correspond to the roll state detecting means. The bounce state detecting means corresponds to the first state detecting means, and the pitch state detecting means and the roll state detecting means correspond to the second state detecting means.

The integration circuit 103 is formed of, for example, a band-pass filter. The cut-off frequency of the band-pass filter is set to 90 degrees near the sprung resonance frequency of the vehicle while removing the calculated DC component of each acceleration. 0.05 ~ 0.3Hz, 0.5
The bounce speed BG, the pitch angle acceleration PG, and the roll angle acceleration RG from the acceleration calculation circuit 102 are respectively integrated to calculate a bounce speed BR, a pitch angle speed PR, and a roll angle speed RR, and these are controlled by the control force. Output to the arithmetic circuit 105 and the pitch angular velocity PR
And the roll angular velocity RR are output to the gain calculation circuit 104.

The gain operation circuit 104 is constituted by, for example, a function generator or the like.
R and the roll angular velocity RR, and each correction coefficient C shown in FIG.
_BP , C _BR , C _RP , C _PR , a bounce reference gain CB as a preset control gain, a pitch reference gain CP,
Bounce gain C based on roll reference gain CR
B ′, pitch gain CP ′, and roll gain CR ′ are calculated and output to the control force calculation circuit 105.

Here, the correction coefficients C _BP , C _BR , C _RP , C _PR
Is set according to the pitch angular velocity PR or the roll angular velocity RR as shown in FIG. Then, as shown in FIG. 12A, the bounce correction coefficient C _BP for correcting the bounce reference gain CB according to the pitch angular velocity PR is, for example, such that the pitch angular velocity PR is | PR | ≦ | PR1 | (for example, | PR1 | = 0.07 [rad / sec]), the bounce correction coefficient C _BP = 1, | PR2 | ≦ | P
R | (for example, | PR2 | = 0.14 [rad / se
c]), the bounce correction coefficient C _BP = 0, | P
If R1 | <| PR | <| PR2 |, the bounce correction coefficient C _BP increases as the pitch angular velocity | PR | increases.
Is set to decrease.

Similarly, a bounce correction coefficient C _BR for correcting the bounce reference gain CB according to the roll angular velocity RR is:
As shown in FIG. 12B, for example, the roll angular velocity RR
Is | RR | ≦ | RR1 | (for example, | RR1 | = 0.
11 [rad / sec]), the bounce correction coefficient C _BR = 1, | RR2 | ≦ | RR | (for example, | RR)
2 | = 0.21 [rad / sec]), the bounce correction coefficient C _BR = 0, | RR1 | <| RR | <| R
In the case of R2 |, the bounce correction coefficient C _BR is set to decrease as the roll angular velocity | RR | increases.

The roll correction coefficient C _RP for correcting the roll reference gain CR according to the pitch angular velocity PR is shown in FIG.
As shown in (c), for example, when the pitch angular velocity PR is |
PR | ≦ | PR3 | (for example, | PR3 | = 0.07
[Rad / sec]), the roll correction coefficient C
_RP = 1, | PR4 | ≦ | PR | (for example, | PR4 | =
0.14 [rad / sec]), the roll correction coefficient C _RP = 0, and when | PR3 | <| PR | <| PR4 |, the roll correction coefficient increases as the pitch angular velocity | PR | increases. C _RP is set to decrease.

The pitch correction coefficient C _PR for correcting the pitch reference gain CP according to the roll angular velocity RR is shown in FIG.
As shown in (d), for example, when the roll angular velocity RR is |
RR | ≦ | RR3 | (for example, | RR3 | = 0.11
[Rad / sec]), the pitch correction coefficient C
_PR = 1, | RR4 | ≦ | RR | (for example, | RR4 | =
0.21 [rad / sec]), the pitch correction coefficient C _PR = 0, and when | RR 3 | <| RR | <| RR 4 |, the pitch correction coefficient increases as the roll angular velocity | RR | increases. _CPR is set to decrease.

[0040] Also, the pitch angular velocity PR1~PR4 and roll velocity RR1~RR4 the capacity of the hydraulic cylinder as an actuator, it is necessary to determine in consideration of the size of each control gain, for example, a hydraulic cylinder can be generated Control force is in the range of ± 2500 [N], and each wheel ± 1000 with respect to the roll angular velocity of 0.1 [rad / sec].
[N] control force, and a pitch angular velocity of 0.1
When generating a control force of ± 1500 [N] for each wheel with respect to [rad / sec], the roll angular velocities RR1 and RR3 and the pitch angular velocities PR1 and PR3 can be controlled by hydraulic cylinders, that is, 2500 [N]. 1]
Values that generate 3 to 1/2, roll angular velocities RR2 and RR4
And the pitch angular velocities PR2 and PR4, the controllable force of the hydraulic cylinder, that is, 2 of 2500 [N]
It is preferable to set a value that generates the entire control force that can be generated.

The bounce reference gain CB, the pitch reference gain CP, and the roll reference gain CR are gains set in advance when the pitch angular velocity PR and the roll angular velocity RR are minimum. Then, the bounce gain CB ', the pitch gain CP', and the roll gain C
R 'is calculated by the following equations (4) to (6).

CB ′ = CB × C _BP × C _BR (4) CP ′ = CP × C _PR (5) CR ′ = CR × C _RP (6) The control force calculation circuit 105 Bounce speed BR, pitch angular speed PR, and roll angular speed RR from the circuit 103
And the bounce gain C from the gain calculation circuit 104
B ′, the pitch gain CP ′ and the roll gain CR ′, based on the bounce control force UB and the pitch control moment U
P, and calculates the roll control moment UR, and these control force, based on the vehicle height control force F _N that required to maintain the vehicle height to the target vehicle height, the target control to be generated in the hydraulic cylinders The forces F _{FL to} F _RR are calculated and output to the driver 106.

Here, the bounce control force UB, the pitch control moment UP, and the roll control moment UR are as follows: UB = −CB ′ × BR (7) UP = −CP ′ × PR (8) UR = −CR '× RR (9)

The bounce control force UB, pitch control moment UP, and roll control moment UR are distributed to the control force for each wheel. At this time, the bounce control force UB does not generate a pitch moment and a roll moment. And the pitch control moment UP
, So that no vertical force and roll moment at the center of gravity are generated, and the roll control moment UR is distributed so as not to generate vertical force and pitch moment at the center of gravity.

[0045] Thus, the bounce control force UB _{is, UB = FB FL + FB FR} + FB RL + FB RR -L F · (FB
_{FL + FB FR) + L R} · (FB RL + FB RR) = 0 is _{FB FL -FB FR = 0 FB RL} -FB RR = set 0 to satisfy, _{therefore, FB FL = FB FR = UB} · L R / 2L (10) FB _RL = FB _RR = UB · L _F / 2L (11)

Here, L _F is the distance in the front-rear direction from the center of gravity to the front wheel, L _R is the distance in the front-rear direction from the center of gravity to the rear wheel,
L is wheel base, i.e., a L = L _F + L _R. The pitch control moments UP _{is, UP = -L F · (FP} FL + FP FR) + L R · (FP RL +
FP _RR ) FP _FL + FP _FR + FP _RL + FP _RR = 0 FP _FL −FP _FR = 0 FP _RL −FP _RR = 0, so that FP _FL = FP _FR = −UP / 2L (12) ) FP _RL = FP _RR = UP / 2L (13)

The roll control moment UR is given by UR = t ＝ (FR _FR -FR _FL ) + t ・ (FR _RR -F
_{R RL) FR FL + FR FR} + FR RL + FR RR = 0 -L F · (FR FL + FR FR) + L R · (FR RL + F
It is set to satisfy R _RR) = 0, for example, are distributed so as to be _{-FR FL = FR FR = -FR RL} = FR RR = -UR / 2t.

Here, t is a tread. Therefore, the control force F _ZFL to F _ZRR for each _{wheel, F ZFL = FB FL + FP} FL + FR FL = UB · L R / 2L-UP / 2L + UR / 2t ...... (14) F ZFR = FB FR + FP FR + FR FR _{= UB · L R / 2L-} UP / 2L-UR / 2t ...... (15) F ZRL = FB RL + FP RL + FR RL = UB · L F / 2L + UP / 2L + UR / 2t ...... (16) F ZRR = FB RR _{+ FP RR + FR RR = UB} · L F / 2L + UP / 2L-UR / 2t ...... (17) is calculated by.

In the control force calculation circuit 105, (14)
As shown in FIG. 13, the arithmetic processing of the formulas (17) to (17) is performed by an arithmetic circuit or the like. The arithmetic unit 151 multiplies the bounce speed BR and the bounce gain (-CB ') to calculate the bounce control force UB. And the arithmetic unit 152 calculates the pitch angular velocity P
R is multiplied by the pitch gain (-CP ') to calculate the pitch control moment UP, and the calculator 153 multiplies the roll angular velocity RR by the roll gain (-CR') to calculate the roll control moment UR.

Then, the bounce control force UB is calculated by the arithmetic unit 15.
The value multiplied by L _R / L at 4 and further multiplied by 0.5 at the calculator 155 is input to the plus terminal of the adder 156, and the pitch control moment UP is multiplied by 1 / L at the calculator 157.
The value multiplied by 0.5 by the calculator 158 is input to the minus terminal of the adder 156, and the roll control moment UR is calculated by the calculator 1
The value multiplied by 1 / t at 59 and further multiplied by 0.5 at the arithmetic unit 160 is input to the minus terminal of the adder 156,
The control force F _{ZF R} is calculated by adding them at 56.

Similarly, the output of the arithmetic unit 155 is added to the adder 16
1, the output of the arithmetic unit 158 is input to the minus terminal of the adder 161, the output of the arithmetic unit 160 is input to the plus terminal of the adder 161, and the adder 161 adds them. The control force F _ZFL is calculated. The value obtained by multiplying the bounce control force UB by L _F / L by the calculator 162 and further multiplying by 0.5 by the calculator 163 is added to the adder 1.
64, the output of the arithmetic unit 158 is input to the plus terminal of the adder 164, the output of the arithmetic unit 160 is input to the minus terminal of the adder 164, and the control power is obtained by the arithmetic result of the adder 164. Calculate F _ZRR . Similarly,
The output of the arithmetic unit 163 is input to the plus terminal of the adder 165, the output of the arithmetic unit 158 is input to the plus terminal of the adder 165, and the output of the arithmetic unit 160 is input to the plus terminal of the adder 165. At 165, the control force F _ZRL is calculated by adding them.

The control forces F _{ZFL to} F _ZRR are:
The vehicle height control force F _N required to maintain the vehicle height at the target vehicle height is added, and the target control force F _FL is obtained by: Fm = F _Zm + F _N (m = _{FL to} RR) (17a) ＦF _RR is calculated and output to the driver 106, and the driver 106 calculates the hydraulic cylinders 15FL〜15FL corresponding to the target control forces F _FL ＦF _RR.
The excitation currents i _{FL to} i _RR to _RR are calculated, and each pressure control valve 1
It is supplied to the proportional solenoid 17s of 7FL to 17RR.

Therefore, assuming that the vehicle is traveling straight on a flat road surface at a constant speed, the vertical acceleration detection values Z _GFR to Z _GFR .
Z _{GR R} becomes substantially zero. In the control device 31, the acceleration calculation circuit 102 calculates the bounce acceleration BG, the pitch angular acceleration PG, and the roll angular acceleration RG based on the vertical acceleration detection values Z _{GFR to} Z _GRR from the vertical acceleration sensors 28FR to 28RR. Since the vertical acceleration detection values Z _{GFR to} Z _GRR are substantially zero, the bounce acceleration BG and the pitch angular acceleration P
G, the roll angular acceleration RG becomes substantially zero, and thus the bounce speed BR, the pitch angular speed PR, and the roll angular speed RR become substantially zero, so that the bounce control force UB, the pitch control moment UP, and the roll control moment UR become substantially zero, Therefore, the target control forces F _{FL to} F _RR generated at each wheel are only the vehicle height control force F _N for maintaining the vehicle height at the target vehicle height, and the driver 106 supplies the exciting current i _FL corresponding to the vehicle height control force F _N. ~ I
_RR is proportional solenoid 1 of pressure control valves 17FL to 17RR
Is output to the 7s, the control hydraulic pressure P _C of the pressure control valve 17FL~17RR control force to keep the vehicle on a flat state is generated in the hydraulic cylinders 15FL~15RR are controlled in the neutral control pressure P _N.

In this state, the vehicle travels on a undulating road or the like.
Assume that the vehicle has received an in-phase bounce input
Then, the vertical acceleration detection value Z_GFR~ Z_GRRIs the vertical acceleration
And the vehicle is rolled and pitched.
Otherwise, pitch angular velocity PR and roll angular velocity
Since RR is substantially zero, the bounce correction coefficient is obtained from FIG.
C_BPAnd C_BRAre both "1", so
Since the in-CB 'is not corrected, the bounce reference gain C
Bounce control force UB according to B and bounce speed BR
Is calculated. At this time, pitch and roll control moment
Since UP and UR become zero, the target control force F_FL~ F_RR
Are the bounce control force UB and the vehicle height control force F _NAnd formed from
The target control force F_FL~ F_RRBy
Control oil pressure P for pressure control valves 17FL to 17RR_CIs controlled
The hydraulic cylinders 15FL to 15RR
Bounce is suppressed by the control force of
Is maintained in a state

Therefore, when neither the roll nor the pitch is generated in the vehicle body, the bounce reference gain CB
Is not corrected by each correction coefficient, and the bounce control force UB
Is not suppressed, so that the bounce caused by the bounce input is surely suppressed. Next, assuming that a roll occurs due to turning or the like while the vehicle is traveling on a undulating road or the like, and that no pitch is generated at this time, for example, a roll based on the vertical acceleration detection values Z _{GFR to} Z _GRR at this time is assumed. Angular velocity | R
R | in FIG. 12 (b), | RR2 | ≦ | RR |
, The bounce correction coefficient C _BR becomes C _BR = 0 and the pitch angular velocity PR = 0, so that the bounce correction coefficient C _BP = 1 and the roll correction coefficient C _RP = 1, and thus the bounce gain CB ′. Is CB '= 0, roll gain C
R '= CR, pitch gain CP' = CP × C _PR, and the
Therefore, the bounce control force UB is UB = 0, and the roll control moment UR is UR = RR × CR ′.
Since no pitch is generated, the pitch control moment UP
Is UP = 0. Therefore, the target control force F _FL to F _RR will be formed from the roll control moment UR and vehicle height control force F _N, by the target control force F _FL to F _RR,
Control of the pressure control valve 17FL~17RR pressure P _C is controlled.

Therefore, when there is a bounce input,
| RR2 | ≦ | RR due to a large roll of the vehicle
When |, the bounce gain CB 'is corrected to zero by the bounce correction coefficient C _BR and the bounce control force UB is suppressed to zero, thereby suppressing the bounce control force UB, thereby suppressing the bounce input. The ride comfort is bad because it is not possible, but the roll control moment UR
Is generated and the roll is reliably suppressed, so that the vehicle behavior is not unstable and the steering stability is not reduced.

At this time, the roll angular velocity | RR |
When | ≦ | RR1 |, the bounce correction coefficient C _BR =
At this time, since the bounce correction coefficient C _BP = 1 and the roll correction coefficient C _RP = 1, the bounce gain C
B ′ = CB, roll gain CR ′ = CR, pitch gain CP ′ = CP × _CPR , and the bounce reference gain CB and the roll reference gain CR are not corrected by the correction coefficient, so that the bounce control force UB = BR × CB, the roll Control moment UR = RR × CR, pitch control moment U
Since P = 0, the bounce control force UB and the roll control moment UR are calculated based on the respective reference gains.
The hydraulic cylinders 15FL to 15RR generate a control force necessary to suppress bounce and roll, so that bounce and roll can be reliably suppressed, and both ride comfort and steering stability can be improved. .

At this time, if the roll angular velocity | RR | is, for example, | RR1 | <| RR | <| RR2 |, the bounce correction coefficient C _BR becomes 0 <C _BR <1. Bounce correction coefficient C _BP = 1, roll correction coefficient C
_{Since RP} = 1, the bounce gain CB ′ = CB ×
C _BR , roll gain CR ′ = CR, pitch gain CP ′
= CP × C _PR , so that the bounce correction coefficient C _BR is corrected to be small in accordance with the roll angular velocity RR, so that the bounce control force UB is suppressed. The control force is in accordance with the roll speed RR. Therefore, the roll angular velocity generated in the vehicle is | RR1 | <| RR | <| RR
2 |, the larger the roll angular velocity | RR |, the more the bounce control force UB is suppressed. At this time, the roll control moment UR is not suppressed, so that the roll is suppressed from each of the hydraulic cylinders 15FL to 15RR. Therefore, a sufficient control force and a control force for suppressing the bounce corrected small according to the size of the roll are generated, and the riding comfort is not good because the bounce control force is suppressed. Since the roll is reliably suppressed, the behavior of the vehicle is not unstable and the steering stability is not reduced.

On the other hand, for example, if the vehicle is running on a undulating road or the like and the brake pedal is depressed or the like, a pitch is generated in the vehicle and no roll is generated at this time, and the vertical acceleration detection value Z _GFR When the pitch angular velocity | PR | based on .about.Z _GRR becomes | PR2 | ≦ | PR |, the bounce correction coefficient C _BP becomes C _BP = 0 and the roll angular velocity RR = 0, so that the bounce correction is performed. The coefficient C _BR = 1 and the pitch correction coefficient C _PR = 1, so that the bounce gain CB ′ is CB ′ = 0 and the roll gain C
R ′ = CR × C _RP , pitch gain CP ′ = CP,
Therefore, the bounce control force UB is UB = 0 and the pitch control moment UP is UP = PR × CP. At this time, since no roll occurs, the roll control moment UR is UR =
It becomes 0. Therefore, the target control forces F _{FL to} F _RR are formed by the pitch control moment UP and the vehicle height control force F _N, and the target control forces F _{FL to} F _RR are used to control the pressure control valves 17FL to 17RR. since the hydraulic pressure P _C is controlled, but not good because ride can not suppress the bounce, pitch steering stability vehicle behavior becomes unstable is not lowered so reliably suppressed.

At this time, for example, if the pitch angular velocity | PR | is | PR | ≦ | PR1 |, the bounce correction coefficient C _BP = 1, and at this time, the bounce correction coefficient C _BR =
1. Since the pitch correction coefficient C _PR = 1, the bounce gain CB ′ = CB and the roll gain CR ′ = CR ×
C _RP , pitch gain CP ′ = CP, so that the bounce control force UB and the pitch control moment UP are calculated based on each speed and each reference gain, and the roll control moment UR is UR = 0, so Cylinder 15
From FL to 15RR, sufficient control force to suppress bounce and pitch is generated, so that bounce and pitch can be suppressed reliably, and both ride comfort and steering stability can be improved. Can be maintained.

At this time, if the pitch angular velocity | PR | is | PR1 | <| PR | <| PR2 |, the bounce correction coefficient C _BP becomes 0 <C _BP <1, and the bounce correction coefficient C _BR = 1 and the pitch correction coefficient C _PR = 1, so that the bounce gain CB ′ = CB × C _BP , the roll gain CR ′ = CR × C _RP , and the pitch gain CP ′ = CP, so that the bounce control force UB is Pitch angular velocity ｜ PR
Increases as | increases. At this time, the pitch control moment UP is not suppressed but becomes a control force according to the preset pitch reference gain CP and pitch speed PR, so that the pitch speed | PR1 | <| PR | <| PR
2 |, the bounce control force UB is suppressed in accordance with the pitch angular velocity | PR |. At this time, since the pitch control moment UP is not suppressed, the control force and the magnitude of the pitch are sufficient to suppress the pitch. The control force for suppressing the suppressed bounce is generated accordingly,
The ride quality is somewhat poor, but the vehicle behavior does not become unstable.

Next, it is assumed that a pitch and a roll are generated in a state where the vehicle has a bounce input, for example, by depressing a brake pedal while the vehicle is turning while traveling on a undulating road or the like. At this time, in FIG. 12, | PR1 |
= | PR3 |, | PR2 | = | PR4 |, | RR1 | =
Assuming that | RR3 | and | RR2 | = | RR4 |, the roll angular velocity RR and the pitch angular velocity PR based on the vertical acceleration detection values Z _{GFR to} Z _GRR are, for example, | PR2
When | ≦ | PR | and | RR2 | ≦ | RR |, the correction coefficients C _BP , C _BR , C _RP , and C _PR are C _BP = C _BR = C
_RP = C _PR = 0, so that each gain is CB ′ = C
P ′ = CR ′ = 0, the bounce control force UB, the roll control moment UR, and the pitch control moment UP become zero, and the target control forces F _{FL to} F _RR become only the vehicle height control force F _N. When the pitch angular velocity, PR and roll angular velocity RR are | PR2 | ≦ | PR | and | RR2 | ≦ | RR
When |, only the vehicle height control is performed.

Then, for example, | PR2 | ≦ | PR |
If | RR1 | <| RR | <| RR2 |
Correction coefficient C_BPAnd C_RPIs C_BP= C_RP= 0
Bounce gain CB '= 0, roll gain CR' =
0, pitch gain CP '= CP × C_PRAnd therefore,
Bounce control force UB = 0, Roll control moment UR =
0, the pitch control moment UP is the pitch correction coefficient
C_PRAccording to the pitch reference gain CP corrected by
Control power. Therefore, the target control force F_FL~ F _RRIs depressed
Pitch control moment UP and vehicle height control force F_NWhen
Will be formed from

For example, when | PR2 | ≦ | PR | and | RR | ≦ | RR1 |, the correction coefficients C _BP and C _RP are C _BP = C _RP = 0 and C _BR = C _PR = 1, the bounce gain CB '= 0 and the roll gain CR' =
0, the pitch gain CP ′ = CP, so that the bounce control force UB = 0, the roll control moment UR = 0, and the pitch control moment UP is equal to the pitch reference gain CP.
, And the target control forces F _{FL to} F _RR are formed from the pitch control moment UP and the vehicle height control force F _N.

Therefore, when the change in the state of the pitch is large compared to the roll generated in the vehicle, etc., | PR2 | ≦ | PR
When | RR | <| RR2 |, control forces for vehicle height control and pitch control are generated from the hydraulic cylinders 15FL to 15RR, and a pitch with a large attitude change is reliably suppressed. And because the roll cannot be reliably suppressed, the riding comfort is somewhat poor, but the pitch with a large state change can be reliably suppressed,
The vehicle behavior is not so unstable.

Then, for example, | PR1 | <| PR | <
When | PR2 | and | RR2 | ≦ | RR |
Since the correction coefficients C _BR and C _PR become C _BR = C _PR = 0, the bounce gain CB ′ = 0 and the pitch gain CP ′ =
0, the roll gain CR ′ = CR × C _RP , so that the control force for bounce and pitch becomes zero, and based on the roll control moment UR suppressed according to the pitch angular velocity | PR |, the hydraulic cylinders 15FL to 15RR By setting the control oil pressure P _C , the bounce and the pitch cannot be suppressed, so that the riding comfort is poor. However, the roll can be suppressed reliably, so that the vehicle behavior does not become unstable.

For example, | PR1 | <| PR | <| PR2
When | RR1 | <| RR | <| RR2 |, since each correction coefficient changes from “0” to “1”, each reference gain is set according to the roll angular velocity RR and the pitch angular velocity PR. The bounce control force U
B, roll and pitch control moments UR and UP are suppressed, and each control force is suppressed, respectively, so that bounce, roll and pitch cannot be reliably suppressed. By controlling to suppress first,
The steering stability of the vehicle can be improved.

For example, | PR1 | <| PR | <| PR2
When | RR | ≦ | RR1 |, since the correction coefficients C _BR and C _PR are C _BR = C _PR = 1, the bounce gain CB ′ = CB × C _BP and the pitch gain CP ′ = C
P, the roll gain CR ′ = CR × _CRP , and control is exercised so as to preferentially suppress pitches with a large attitude change, thereby improving the steering stability of the vehicle.

For example, when | PR | ≦ | PR1 | and | RR2 | ≦ | RR |, the correction coefficient C _BR
And C _PR are C _BR = C _PR = 0 and C _BP = C _RP = 1, so that the bounce gain CB ′ = 0 and the pitch gain CP ′
= 0 and roll gain CR '= CR, so that only roll suppression is performed. For example, | PR | ≦ | PR1
When | RR1 | <| RR | <| RR2 |, the correction coefficients C _BP = C _RP = 1, so that the bounce gain CB ′ = CB × C _BR and the roll gain CR ′ = C
R, pitch gain CP ′ = CP × C _PR , so
The steering stability of the vehicle can be improved by preferentially suppressing a roll having a large state change.

For example, when | PR | ≦ | PR1 | and | RR | ≦ | RR1 |, each correction coefficient becomes “1”, so that each reference gain is corrected by the correction coefficient. Instead, since each control force is calculated, bounce, roll, and pitch can be reliably suppressed, and riding comfort and steering stability can be improved. Therefore, according to the first embodiment, the bounce reference gain CB and the roll reference gain CR are corrected by the bounce correction coefficient C _BP and the roll correction coefficient C _RP set according to the pitch angular velocity PR, and the roll angular velocity RR The bounce reference gain CB and the pitch reference gain CP are corrected by the bounce correction coefficient C _BR and the pitch correction coefficient C _PR which are set according to the bounce control force UB, the pitch control moment UP, and the roll control moment UR. Then, by calculating the target control forces F _{FL to} F _RR based on the suppressed control forces, the roll control is given priority when the roll angular velocity RR is large, and when the pitch angular velocity PR is large, , Roll, pitch and bounce occur at the same time by giving priority to pitch control In the case, since the bounce control force is suppressed, and the roll or the pitch is preferentially suppressed according to the magnitude of the roll and the pitch speed, the vehicle is bounced and rolled, or bounced and pitched, Alternatively, when these occur simultaneously, the hydraulic cylinders 15FL to 15RR
When the control oil pressure P _C exceeds the maximum control oil pressure P _MAX , the control force for suppressing the attitude change in the roll or pitch direction is insufficient, and the vehicle behavior is reliably prevented from becoming unstable, and steering stability is ensured. Performance can be improved.

The correction coefficients C _BP , C _BR , C _RP , C _PR
Based on the pitch angular velocity PR or the roll angular velocity RR, the larger they are, the smaller the respective correction coefficients are set, and the bounce control force UB and the roll control moment UR or the pitch control moment UP are corrected to be smaller. When the pitch angular velocity PR and the roll angular velocity RR are small, the bounce is reliably suppressed without correcting the bounce control force UB, and the magnitude of the posture change is determined based on the roll angular velocity RR or the pitch angular velocity PR. Since each reference gain is corrected accordingly and each control force can be suppressed, a control force for suppressing bounce, roll, and pitch can be effectively generated from the hydraulic cylinders 15FL to 15RR.

Further, the roll reference gain CR is corrected in accordance with the pitch angular velocity PR, and the pitch reference gain CP is corrected in accordance with the roll angular velocity RR. The higher the pitch or roll velocity, the smaller the reference gain. Therefore, the reference gain of the smaller of the roll and the pitch speed is corrected to be smaller and the control force thereof is further suppressed, so that the control force of the larger one of the pitch and the roll speed is preferentially generated. Therefore, it is possible to prevent the vehicle behavior from becoming unstable by effectively suppressing the change in the posture and improve the steering stability.

Next, a second embodiment of the present invention will be described. In the second embodiment, the control is performed based on the detection values of the vertical acceleration sensors 28FR to 28RR in the first embodiment, whereas the relative displacement of the stroke sensors 52FL to 52RR provided in each wheel suspension is detected. Value S _FL ~ S
_The posture change suppression control is performed based on the _RR .

FIG. 14 is a schematic configuration diagram showing a second embodiment of the present invention. FIG. 14 is a schematic configuration diagram of the first embodiment shown in FIG. 6, in which strokes are replaced by vertical acceleration sensors 28FR-28RR. Providing sensors 52FL to 52RR,
Except that the processing of the control device 31 as the control means is different,
This is the same as the first embodiment, and the same parts are denoted by the same reference numerals.

The stroke sensors 52FL to 52RR are
For example, when a relative displacement detection value S _FL -S _RR composed of an analog voltage is output by an inductance change according to a relative displacement between the vehicle body side member 12 and the wheel side member 14, and a vehicle height higher than the reference vehicle height is detected. Outputs a positive voltage and a negative voltage when a vehicle height lower than the reference vehicle height is detected.

FIG. 15 shows the structure of the control device 31.
, A displacement calculation circuit 202 and a differentiation circuit 203
When, a gain calculation circuit 204 as gain correction means,
The stroke sensor 52F includes a control force calculation circuit 205 as a control signal forming means and a driver 106.
Relative displacement detection value from L~52RR S _FL ~S _RR bouncing displacement by a displacement calculation circuit 202 on the basis of the BD, the pitch angular displacement PD, front roll angular displacement RD _F and rear roll angle displacement RD _R
Is calculated, each of these displaced differential processing by the differential circuit 203 bounce rate BR, pitch angular velocity PR, before calculating the roll angular velocity RR _F and rear roll velocity RR _R, the pitch angular velocity PR and longitudinal roll velocity RR _F and RR bounce based on _R by the gain calculating circuit 204 gain CB ', pitch gain CP', before calculating the roll gain CR _F 'and rear roll gain CR _R', and these gains, the differential circuit 2
Based on the respective speeds of from 03, the control force in the arithmetic circuit 205 calculates a target control force F _FL to F _RR to be generated in the hydraulic cylinders 15FL～15RR, the target control force F _FL ~ driver 106 Excitation currents i _{FL to} i _RR corresponding to F _RR are calculated and supplied to the proportional solenoids 17 s of the pressure control valves 17 _{FL to} 17 _RR .

The displacement calculation circuit 202 calculates the relative displacement detection value S
Based on the _{FL ~S RR, BD = (S} FL + S FR) · L R / 2L + (S RL + S RR) ·
_{L F / 2L PD = ((} S RL + S RR) - (S FL + S FR)) / 2L RD F = (S FL -S FR) / t RD R = calculation of (S _RL -S _RR) / t Accordingly, bouncing displacement BD, pitch angle displacement PD, front roll angular displacement RD _F and rear roll angle displacement RD _R
Is calculated.

Here, the displacement calculation circuit 202 is formed of, for example, a calculation circuit or the like. As shown in FIG. 16, the bounce displacement BD is obtained by adding the relative displacement detection values S _FR and S _FL by an adder 221. The value obtained by multiplying the value by 0.5 in the arithmetic unit 222 and further multiplying L _R / L by the arithmetic unit 223 and the relative displacement detection values S _RR and S _RL in the adder 224 are calculated by the arithmetic unit 2
The value multiplied by 0.5 at 25 is further calculated by an arithmetic unit 226 at L _F
It is calculated by adding the value multiplied by / L with the adder 227.

The pitch angle displacement PD is calculated by
Is input to the minus terminal of the adder 228, the output of the arithmetic unit 225 is input to the plus terminal of the adder 228, and the result of addition by the adder 228 is multiplied by 1 / L by the arithmetic unit 229 to calculate. . The front roll angle displacement RD _F is the negative terminal of the adder 230 the relative displacement detected value S _FR,
The relative displacement detection value S _FL is input to the adder 230, and the adder 2
The sum at 30 is calculated by multiplying 1 / t in calculator 231, the rear roll angle displacement RD _R is the relative displacement detected value S _RR to the negative terminal of the adder 232, adds the relative displacement detected value S _RL The calculation result is input to the calculator 232, and the result of the addition in the adder 232 is multiplied by 1 / t in the calculator 233 to be calculated.

Here, L _F is the distance in the front-rear direction from the center of gravity to the front wheel, L _R is the distance in the front-rear direction from the center of gravity to the rear wheel,
L is the wheel base, i.e., L = L _F + L _R, t
Is the tread. Also, adders 221, 224, 2
27, computing units 222, 223, 225 and 226 correspond to bounce state detecting means, adders 221 and 228, computing units 222, 225 and 229 correspond to pitch state detecting means, and adders 230 and 232, computing units 231 and 23
Reference numeral 3 corresponds to the roll state detecting means, the bounce state detecting means corresponds to the first state detecting means, and the pitch state detecting means and the roll state detecting means correspond to the second state detecting means.

The differentiating circuit 203 is composed of, for example, a high-pass filter, and the cut-off frequency of the high-pass filter is 1 higher than the sprung resonance frequency of the vehicle.
Is set to more than 0～40Hz, bouncing displacement BD from the displacement calculation circuit 202, the pitch angular displacement PD, by differentiating each roll angle displacement RD _F and RD _R before and after bouncing rate BR, pitch angular velocity PR, the front and rear roll velocity RR _F and calculates the RR _R, and outputs the control force calculating circuit 205, and outputs the pitch angular velocity PR and longitudinal roll velocity RR _F and RR _R to gain calculating circuit 204.

The gain operation circuit 204 includes a differentiation circuit 203
Angular velocity PR and front and rear roll angular velocity RR_FPassing
And RR_RAnd each correction coefficient C shown in FIG._BP, C_BR,
C_RP, C _PRAnd a reference gain as a preset control gain.
In C_B, C_P, C_RFAnd C_RRAnd bounce
In CB ', pitch gain CP', front roll gain CR
_F'And rear roll gain CR_R′ To calculate the control force
Output to the circuit 205.

Here, the correction coefficients C _BP , C _BR , C _RP , C _PR
Is similar to the first embodiment, is a value set in accordance with the pitch angular velocity PR or roll angular RR, the roll angular velocity RR, the front of the roll angular velocity RR _F and rear roll velocity RR _R, values The larger one is set as the roll angular velocity RR, and each correction coefficient is calculated based on this. Further, bouncing reference gain CB, pitch reference gain CP, front roll reference gain CR _F and rear roll reference gain CR _R, respectively, preset relative to the pitch angular velocity PR and longitudinal roll velocity RR _F and RR _R is the minimum Gain.

[0084] Then, bounce gain CB ', pitch gain CP', front roll gain CR _F 'and rear roll gain CR _{R' is, CB '= CB × C BP} × C BR, CP' = CP × C PR, CR _F ′ = CR _F × C _RP , C _R ′ = CR _R × C _RP

The control force calculation circuit 205 includes a differentiation circuit 203
Based bounce rate BR, pitch angular velocity PR, and the roll angular velocity RR _F and RR _R before and after the gain calculating circuit 204 bounce gain CB from ', pitch gain CP', and a longitudinal roll gain CR _F 'and CR _R' from the bounce control force UB, pitch control moments UP, front roll control moment UR _F and rear roll control moment UR _R
Calculates, these and the control force, the hydraulic cylinders 15 on the basis of the vehicle height control force F _N to maintain the vehicle height to the target vehicle height
The target control forces F _{FL to} F _RR to be generated at _FL to 15 _RR are calculated and output to the driver 106.

Here, the bounce control force UB, the pitch control moment UP, the front roll control moment UR _F , and the rear roll control moment UR _R are UB = −CB ′ × BR UP = −CP ′ × PR UR _F = −CR _F is calculated by _{'× RR F UR R = -CR} R' × RR R.

The bounce control force UB, the pitch control moment UP, and the longitudinal roll control moment UR
_F and UR _R partitioned control force F _ZFL to F _ZRR for each wheel, this allocation, as in the first embodiment, the bounce control force UB so as not to generate a pitch moment and roll moment, also , Pitch control moment UP
So as not to generate a vertical force and roll moment of the center of gravity, further roll control moment UR _F and UR _R before and after is carried out so as not to generate a vertical force and pitch moment of the center of gravity.

Therefore, the bounce control force UB is equal to the (1)
0) and (11), FB _FL = FB _FR = UB L _R / 2L FB _RL = FB _RR = UB L _F / 2L, and the pitch control moment UP is
Similar to the expressions (12) and (13), the distribution is performed so that FP _FL = FP _FR = -UP / 2L FP _RL = FP _RR = UP / 2L.

[0089] In addition, the roll control moment UR _{is, UR F = t F · (} FR FR -FR FL) UR R = t R · (FR RR -FR RL) FR FL + FR FR + FR RL + FR RR = 0 -L F・ (FR _FL + FR _FR ) + _LR・ (FR _RL + F
R _RR ) = 0, and distributed so that -FR _FL = FR _FR = -UR _F / 2t _F -FR _RL = FR _RR = -UR _R / 2t _R.

Here, t _F is the tread on the front wheel side, t _R
Is a tread on the rear wheel side. Therefore, the control force F _ZFL to F _ZRR for each _{wheel, F ZFL = FB FL + FP} FL + FR FL = UB · L R / 2L-UP / 2L + UR F / 2t F ...... (18) F ZFR = FB FR + FP FR _{+ FR FR = UB · L R} / 2L-UP / 2L-UR F / 2t F ...... (19) F ZRL = FB RL + FP RL + FR RL = UB · L F / 2L + UP / 2L + UR R / 2t R ...... (20 ) the _{F ZRR = FB RR + FP RR} + FR RR = UB · L F / 2L + UP / 2L-UR R / 2t R ...... (21).

In the control force calculation circuit 205, (18) to
As shown in FIG. 17, the arithmetic processing of the equation (21) is performed by each arithmetic circuit, and the bounce speed BR and the bounce gain (−CB ′) are multiplied by the arithmetic unit 251 to calculate the bounce control force UB. , 'calculates a pitch control moments UP by multiplying the the arithmetic unit 252, before the roll angular velocity RR _F and front roll gain (-CR _F pitch angular velocity PR and pitch gain (-CP)') and the arithmetic unit 253 calculating a pre-roll control moment UR _F by multiplying the rear roll angular velocity RR _R and the rear roll gain (-CR _R ') and the calculator 26
Multiply by 5 to calculate the rear roll control moment UR _R. Then, the control force F _ZFR is obtained by _multiplying the bounce control force UB by _LR / L by the calculator 254 and further multiplying the bounce control force UB by 0.5 by the calculator 255 to the plus terminal of the adder 256,
The value obtained by multiplying the pitch control moment UP by 1 / L by the calculator 257 and further by 0.5 by the calculator 258 is added to the adder 2.
Input to the negative terminal 56, before the roll control moment UR _F the arithmetic unit 259 1 / t _F multiplied by further enter the 0.5 times the value in the calculator 260 to the negative terminal of the adder 256, adder It is calculated based on the calculation result in the unit 256.

Similarly, the control force F _ZFL is obtained by inputting the output of the arithmetic unit 255 to the plus terminal of the adder 261,
8 is input to the minus terminal of the adder 261, the output of the arithmetic unit 260 is input to the plus terminal of the adder 261,
It is calculated based on the operation result of the adder 261. Also,
Control force F _ZRR may bounce control force UB the arithmetic unit 262 multiplies L _F / L, further, a value 0.5 times the arithmetic unit 263 is input to the plus terminal of the adder 264, the output of the arithmetic unit 258 Is input to the plus terminal of the adder 264, and the value obtained by multiplying the rear roll control moment UR _R by 1 / t _R by the calculator 266 and further by 0.5 by the calculator 267 is input to the minus terminal of the adder 264. Then, it is calculated based on the calculation result of the adder 264. Similarly, the control force F _ZRL is
3 is applied to the plus terminal of the adder 268 and the arithmetic unit 258
Is input to the plus terminal of the adder 268, and the
The output of the adder 268 is input to the plus terminal of the adder 268, and is calculated based on the calculation result of the adder 268.

[0093] Then, each of these control force F _ZFL to F _ZRR, is added to the vehicle height control force F _N to maintain the vehicle height to the target vehicle height, it is outputted to the driver 106 as a target control force F _FL to F _RR, With the driver 106, these target control forces F _FL to
The excitation currents i _{FL to} i _RR to the hydraulic cylinders 15 _FL to 15 _RR corresponding to F _RR are calculated, and each of the pressure control valves 17 _FL to 17 _RR is calculated.
It is supplied to a 7RR proportional solenoid 17s.

Therefore, the second embodiment is different from the first embodiment.
In embodiments, it is calculated by dividing the roll direction of the angular velocity to the previous rolling angular velocity RR _F and the rear roll angular RR _R, in the above embodiment, when calculating the bounce correction coefficient C _BR and the pitch correction factor C _PR , Front roll angular velocity RR
The larger the value of _F and the rear roll velocity RR _R and based on the calculated bounce correction coefficient C _BR and the pitch correction factor C _PR corrects the bounce reference gain CB and the pitch reference gain CP, back and forth in response to the pitch angular velocity PR Roll reference gain C
And R _F and CR _R, corrected and bounce reference gain CB, longitudinal roll gain CR _F 'and CR _R' original before roll control moment UR _F and rear roll control and a longitudinal roll angular velocity RR _F and RR _R The operation is the same as that of the first embodiment except that the moment UR _R is calculated and these moments are distributed to the front wheel side and the rear wheel side, respectively, to perform control.

Therefore, the same effect as that of the first embodiment can be obtained, and in the second embodiment, the roll control is performed based on the front and rear roll angular velocities. Roll control can be performed with higher precision than in comparison. Also, the stroke sensor 52FL
To 52RR are cheaper than the vertical acceleration sensors 28FR to 28RR.
By using 2RR, the control device can be configured at lower cost, and the same effect as that of the first embodiment can be realized at lower cost.

Next, a third embodiment of the present invention will be described. FIG. 18 is a schematic configuration diagram showing a third embodiment of the present invention. This third embodiment is different from the first embodiment shown in FIG. 6 in that the lateral acceleration sensors 29F and 29R and the longitudinal acceleration sensor 3 are used.
0 is added, and is the same as that of the first embodiment except that the processing of the control device 31 is different, and the same reference numerals are given to the same parts.

Here, the control device 31 corresponds to the control means, the longitudinal acceleration sensor 30 and each of the arithmetic circuits associated in the second embodiment correspond to the pitch state detection means, and the lateral acceleration sensors 29F and 29R and the Each arithmetic circuit associated with the second embodiment corresponds to the roll state detecting means, and the pitch state detecting means and the roll state detecting means correspond to the second state detecting means.

The lateral acceleration sensors 29F and 29R are
Arranged at any position on the vehicle at a distance in the front-rear direction,
For example, as shown in FIG. 19, the lateral acceleration sensor 29F is disposed forward and the lateral acceleration sensor 29R is disposed rearward. As shown in FIG. On the contrary, in the right turning state where the vehicle is steered to the right, lateral acceleration detection values _YGF and _YGR which are negative voltage values corresponding to the lateral acceleration are output.

The longitudinal acceleration sensor 30 is disposed at an arbitrary position on the vehicle. As shown in FIG. 20, when the vehicle stops or runs at a constant speed, it is zero, and when the vehicle accelerates, a positive voltage value corresponding to the acceleration state is obtained. next, and outputs the longitudinal acceleration detection value X _G which is a negative voltage value corresponding to the deceleration state during deceleration of the vehicle in the opposite. And these lateral acceleration sensors 29F and 29R
Then, each detection value of the longitudinal acceleration sensor 30 is input to the control device 31.

FIG. 21 shows the structure of the control device 31. The control device 31 in the third embodiment is different from the control device 31 in the first embodiment shown in FIG. Add the arithmetic circuit 307, gain b <br/> emissions addition processing of the control force calculating circuit 305 as a gain calculating circuit 304 and the control signal forming means is different as the correction means is the same as the first embodiment, The same parts are given the same reference numerals.

The gain operation circuit 304 is formed by a function generator or the like in the same manner as in the first embodiment.
And the pitch angular velocity PR and the roll angular velocity RR from 3, the lateral acceleration detection value of the lateral acceleration sensor 29F and 29R Y _GF and Y _GR and longitudinal acceleration detection value X of the longitudinal acceleration sensor 30
_G and the correction coefficients C _BP , C _BR , C _RP , and C shown in FIG.
_PR and the correction coefficients C _BX , C _BY , C _PY , and C _RX shown in FIG.
And a reference gain CB as a preset control gain,
A bounce gain CB ′, a pitch gain CP ′, and a roll gain CR ′ are calculated based on CP and CR, and output to the control force calculation circuit 305.

Here, the correction coefficient C_BX, C_BY, C_PY, C_RX
Is the lateral acceleration detection value Y_GFAnd Y_GRWhichever is greater, or
Is the longitudinal acceleration detection value X_GIs set according to the longitudinal acceleration
Detection value X_GThe bounce reference gain CB according to
Bounce correction coefficient C_BXIs, as shown in FIG.
For example, the longitudinal acceleration detection value X_GBut | X_G| ≦ | X_G1
| (For example, | X_G1 | = 4.2 [G])
Is the bounce correction coefficient C _BX= 1, | X_G2 | ≦ | X_G|
(For example, | X_G2 | = 8.4 [G])
Bounce correction coefficient C_BX= 0, | X_G1 | <| X_G| <|
X_G2 |, the longitudinal acceleration detection value | X_G| Increases
Bounce correction coefficient C_BXSo that
Is set.

Similarly, a bounce correction coefficient C for correcting the bounce reference gain CB according to the detected lateral acceleration value Y _G
As shown in FIG. 22B, _BY indicates that, for example, when the lateral acceleration detection value Y _G is | Y _G | ≦ | Y _G 1 | (for example, | Y _G 1
| = 2.1 [G]), the bounce correction coefficient C
_BY = 1, | Y _G 2 | ≦ | Y _G | (for example, | Y _G 2 | =
4.2 [G]), the bounce correction coefficient C _BY =
0, | Y _G 1 | <| Y _G | <| Y _G 2 |, the bounce correction coefficient C _BY is set to decrease as the lateral acceleration detection value | Y _G | increases.

The lateral acceleration detection value Y_GAccording to the pitch
Pitch correction coefficient C for correcting reference gain CP_PYFigure 2
2 (c), for example, the lateral acceleration detection value Y
_GIs | Y_G| ≦ | Y_G3 | (for example, | Y_G3 | =
2.1 [G]), the pitch correction coefficient C_PY=
1, | Y_G4 | ≦ | Y_G| (For example, | Y_G4 | = 4.
2 [G]), the pitch correction coefficient C_PY= 0, |
Y_G3 | <| Y_G| <| Y_G4 | if lateral acceleration
Degree detection value | Y_GIncreases as | increases pitch correction coefficient C
_PYIs set to decrease. Similarly, longitudinal acceleration detection
Outgoing price X_GTo correct the roll reference gain CR according to
Correction coefficient C_RXIs, for example, as shown in FIG.
For example, the longitudinal acceleration detection value X_GBut | X_G| ≦ | X_G3 |
(For example, | X_G3 | = 4.2 [G])
Roll correction coefficient C_RX= 1, | X_G4 | ≦ | X_G｜ (Eg
If | X_G4 | = 8.4 [G]), roll
Correction coefficient C_RX= 0, | X_G3 | <| X_G| <| X_G4 |
, The longitudinal acceleration detection value | X_G| Increases
Roll correction coefficient C_RXIs set to decrease
I have.

[0105] Also, the longitudinal acceleration detection value X _G 1 to X _G 4 and the lateral acceleration detected value Y _G 1 to Y _G 4, the capacity of the hydraulic cylinder as an actuator, in consideration of the size of each control gain It is necessary to determine, for example, the control force that can be generated by the hydraulic cylinder is in the range of ± 2500 [N], and the control force of each wheel ± 250 [N] is generated for the longitudinal acceleration detection value 1 [G], Further, when a control force of each wheel ± 500 [N] is generated with respect to the lateral acceleration detection value 1 [G], the longitudinal acceleration detection values X _G 1 and X _G 3 and the lateral acceleration detection values Y _G 1 and Y _G
For _G 3, generative control force of the hydraulic cylinder, i.e., 2500 values for generating 1 / 3-1 / 2 of the [N],
Longitudinal acceleration detection value X _G 2, X _G 4 and the lateral acceleration detected value Y
_{For G} 2 and Y _G 4, it is preferable to set a control force that can be generated by the hydraulic cylinder, that is, a value that generates 制 御 of 2500 [N] to the entire control force that can be generated.

The bounce reference gain CB, pitch reference gain CP, roll reference gain CR, and each correction coefficient shown in FIG. 12 are the same as in the first embodiment. Then, the bounce gain CB 'and the pitch gain C
P ', the roll gain CR' is calculated by the _{CB '= CB × C BP ×} C BR × C BX × C BY CP' = CP × C PR × C PY CR '= CR × C RP × C RX.

Anti-roll pitch control force calculation circuit 307
Includes a lateral acceleration detection value Y _GF and Y _GR, and the longitudinal acceleration detection value X _G, reference gain CX previously set, CY _F, CY _R
The anti-roll control force F _X and the anti-pitch control force F _Y for each wheel are calculated based on the preset weights c ₁ , c ₂ , c ₃ , and c _4, and the control force calculation circuit 305 Output.

Here, the anti-pitch control force F _Xm (m = F
L～RR) includes anti-pitch reference gain CX, is calculated on the basis of the longitudinal acceleration detection value _{X G, F XFL = F XFR} = -CX × X G ...... (22) F XRL = F XRR = CX × X _G (23)

The anti-roll control force F _Ym (m = FL
To RR) are anti-roll reference gains CY _F , CY
_R , weights c ₁ , c ₂ , c ₃ , c ₄ , and lateral acceleration detection values Y _GF and Y _GR are calculated. -F _YFL = F _YFR = CY _F × (c ₁ × Y _GF + C ₂ × Y _GR ) (24) −F _YRL = F _YRR = CY _R × (c ₃ × Y _GF + c ₄ × Y _GR ) (25)

Then, as shown in FIG. 23, the anti-roll pitch control force calculation circuit 307 calculates the above (22) to (2)
The calculation of the expression 5) is performed by the calculation circuit, and the anti-roll pitch control force F _XFR + F _YFR at the front right wheel is multiplied by the calculation unit 371 of the longitudinal acceleration detection value X _G and the anti-pitch reference gain CX. The result is input to the minus terminal of the adder 372, and the multiplication result obtained by multiplying the lateral acceleration detection value Y _GF and the weight c ₁ by the calculator 373 and the lateral acceleration detection value Y
The anti-roll reference gain CY _F multiplied by the operation result is input to the plus terminal of the adder 372 by arithmetic unit 376 the sum of the multiplication result and multiplied by the weighting c _{2 GR} in calculator 374 and adder 375 , 372 are calculated based on the result of addition performed by the adder 372.

Similarly, the anti-roll pitch system at the front left wheel
Your power F_XFL+ F_YFLCalculates the output of the arithmetic unit 371 by the adder 3
Input to the minus terminal of 77 and add the output of
Input to the minus terminal of the adder 377,
It is calculated based on the addition result. In addition, anti
Roll pitch control force F_XRR+ F_YRROf the arithmetic unit 371
The output is input to the plus terminal of the adder 378, and the lateral acceleration is detected.
Outgoing Y_GFAnd weight c _ThreeMultiplied by an operator 379
Calculation result and lateral acceleration detection value Y_GRAnd weight c_FourAnd
Adder 381 adds the result of multiplication by the adder 380
The result of the addition is calculated by the arithmetic unit 382 as the anti-roll reference value.
In CY_RInput the multiplied value to the plus terminal of adder 378
Then, it is calculated based on the addition result in the adder 378.

The anti-roll pitch control force F _XRL + F _YRL at the rear left wheel is obtained by adding the output of the arithmetic unit 371 to the adder 38.
3 is input to the plus terminal, the output of the calculator 382 is input to the minus terminal of the adder 383, and the output is calculated based on the addition result of the adder 383. The control force calculation circuit 305 includes the gains calculated by the gain calculation circuit 304 and the integration circuit 103 similarly to the control force calculation circuit 105 of the first embodiment.
The bounce control force UB, the pitch control moment UP, and the roll control moment UR are calculated on the basis of the speeds from the respective speeds, and the control forces F _{ZFL to} F _ZRR are calculated. Target control forces F _{FL to} F _RR for each wheel based on roll pitch control force F _Xm + F _Ym (m = _FL to _RR ) and vehicle height control force F _N for maintaining the vehicle height at the target vehicle height. Is calculated, and the driver 10
6 is output.

Here, the target control force Fm (m = FL to R
R) is calculated by Fm = F _Zm + F _Xm + F _Ym + F _N (m = FL to RR). The driver 106 calculates the exciting currents i _{FL to} i _RR to the hydraulic cylinders corresponding to the target control forces F _{FL to} F _RR , and calculates the pressure control valves 17 _{FL to} 17 _RR.
It is supplied to the proportional solenoid 17s of RR.

Next, the operation of the third embodiment will be described. Now, assuming that the vehicle is traveling straight on a flat road surface at a constant speed, the longitudinal acceleration detection value X _G , the lateral acceleration detection values Y _GF , and Y _GR become substantially zero, and thus are the same as in the first embodiment. In addition, target control forces F _FL to F _FL formed from vehicle height control force F _N
The control force corresponding to _RR is each hydraulic cylinder 15FL-15R
Generated from R, the vehicle is kept flat.

In this state, assuming that the vehicle receives an in-phase bounce input by traveling on a undulating road or the like, the vertical acceleration detection values Z _{GFR to} Z _GRR become values corresponding to the vertical acceleration. If the vehicle is not in the pitch or roll state at this time, the longitudinal acceleration detection value _XG and the lateral acceleration detection values _YGF and _YGR become substantially zero,
As in the embodiment, the bounce control force UB and the vehicle height control force F according to the bounce reference gain CB and the bounce speed BR.
_The control force in accordance with _N is the hydraulic cylinder 15FL to 15RR
The bounce is suppressed and the vehicle body is maintained in a substantially flat state.

Next, it is assumed that a lateral acceleration is generated by turning or the like while the vehicle is traveling on a undulating road or the like, and no longitudinal acceleration is generated at this time. And, for example,
In FIG. 22, the detected lateral acceleration value | Y _G 1 | = | Y _G 3
|, | Y _G 2 | = | Y _G 4 |, lateral acceleration detection value Y _GF = Y
_GR , in FIG. 12, | RR1 | = | RR3 |, | RR
2 | = | RR4 |.

First, when the vehicle turns, lateral acceleration is generated. For example, if the detected lateral acceleration is | Y _GF | ≦ | Y _G 1 |, the bounce correction coefficients C _BY and C _BY from FIG.
_BX , pitch correction coefficient C _PY , roll correction coefficient C _RX are “1”
At this time, the roll angular velocity RR calculated based on the vertical acceleration detection values Z _{GFR to} Z _GRR is | RR | ≦ | RR1
|, From FIG. 12, each correction coefficient C _BP ,
Since C _BR , C _RP , and C _PR become “1” and the respective reference gains are not corrected by the respective correction coefficients, the anti-roll pitch control force F _Xm + F corresponding to the lateral acceleration detection values Y _GF , Y _GR.
And _Ym (m = _FL~RR), a bounce control force UB corresponding to bounce rate BR, control force corresponding to the vehicle height control force F _N is generated from the hydraulic cylinder 15FL～15RR, vehicle by the lateral acceleration roll The vehicle height is kept flat by preventing the vehicle from becoming a state and suppressing bounce vibration.

When the detected lateral acceleration value becomes | Y _G 1 | <| Y _GF | <| Y _G 2 | at the time of turning, the bounce correction coefficient C _BY and the pitch correction coefficient C _{PY become} 0 <C _BY , C _PY
<1, the bounce correction coefficient C _BX and the roll correction coefficient C _RX become “1”, and the vertical acceleration detection values Z _{GFR to} Z G
_The roll angular velocity RR calculated based on _GRR is | RR1 |
Assuming that <| RR | <| RR2 |, the bounce correction coefficient C _BR and the pitch correction coefficient C _PR are 0 <to C _BR and C
_PR <1, and the bounce reference gain CB is corrected to be small by the bounce correction coefficients C _BR and C _BY , so that the bounce control force UB is suppressed. Therefore, the bounce control force U
B is suppressed, but a control force corresponding to the roll control moment UR and the anti-roll pitch control force F _Xm + F _Ym (m = FL to RR) is generated. Although it is not good, the change in the posture in the roll direction can be suppressed, so that the vehicle behavior does not become unstable.

Assuming that the detected value of the lateral acceleration becomes | Y _G 2 | ≦ | Y _GF | and the roll angular velocity becomes | RR 1 | <| RR | <| RR 2 | Correction coefficients C _BY = C _PY = 0, correction coefficients C _BR and C
_PR is 0 <C _BR , C _PR <1, so that the bounce gain CB ′ and the pitch gain CP ′ are zero, and the roll gain C
R 'is the roll reference gain CR, and the roll control moment UR is equal to the roll reference gain CR and the roll angular velocity RR.
The bounce control force UB and the pitch control moment UP are suppressed to zero, and the anti-roll pitch control force F _Xm + F _Ym (m = FL to RR) is determined according to the lateral acceleration detection value Y _GF. Is calculated.

Therefore, the roll control moment UR corresponding to the roll angular velocity RR and the anti-roll pitch control force F
Since _{Xm + F Ym (m = FL~RR} ) and vehicle height control force control force corresponding to the F _N is generated from the hydraulic cylinder 15FL～15RR, but not good ride comfort can not be bouncing vibration suppressing Since a sufficient control force for suppressing a change in the attitude in the roll direction is generated, the vehicle behavior does not become unstable.

Similarly, when the detected value of lateral acceleration is | Y_G2 | ≦ |
Y_GF|, And the roll angular velocity is | RR2 | ≦ | RR |
If the correction coefficient C_BY= C_PY= C_BR= C_PR= 0
Therefore, the bounce gain CB ′ and the pitch
The gain CP 'becomes zero, and the roll gain CR' = CR
Therefore, the bounce control force UB is suppressed to zero,
Roll control moment UR according to angular velocity RR
Roll pitch control force F _Xm+ F_Ym(M = FL to RR)
Sufficient control to suppress the corresponding change in the roll direction
Power is generated from hydraulic cylinders 15FL to 15RR
Therefore, the vehicle behavior does not become unstable.

Next, it is assumed that a longitudinal acceleration is generated by, for example, depressing a brake pedal while the vehicle is traveling on a undulating road or the like. At this time, for example, in FIG. 12, | PR1 | = | PR3 | | PR2 | = | PR4
In FIG. 22, | X _G 1 | = | X _G 3 |
| X _G 2 | = | X _G 4 |. It is also assumed that no lateral acceleration has occurred.

For example, when the longitudinal acceleration detection value X _G is | X _G | ≦ | X _G 1 | in a gentle braking state, the correction coefficient C _BX = C _RX = 1, and the vertical acceleration The pitch angular velocity PR based on the detected values Z _{GFR to} Z _GRR is | PR
| ≦ | PR1 | a is assuming, because they are not corrected any reference gain by the correction factor, the speed and the control force is a hydraulic cylinder 15F in accordance with the longitudinal acceleration detection value X _G
By generating from L to 15RR, the vehicle is maintained in a substantially flat state.

Then, for example, the longitudinal acceleration detection value X_GBut
｜ X_G1 | <| X_G| <| X_G2 |
Positive coefficient C_BXAnd C_RXIs 0 <C_BX, C_RX<1 and this
When the pitch angular velocity PR is | PR | ≦ | PR1 |
The correction coefficient C_BRAnd C_PRBecomes "1"
Therefore, the bounce reference gain CB is equal to the correction coefficient C _BX
And the roll reference gain CR becomes the correction coefficient.
Therefore, it is not compensated, and therefore the suppressed bow
Control force UB, roll reference gain CR and roll angular velocity
Roll control moment UR according to degree RR,
Speed detection value X_GAnti-roll pitch control force F according to_Xm
+ F_Ym(M = FL-RR) and vehicle height control force F_NCorresponding to
Control force is generated from the hydraulic cylinders 15FL to 15RR.
Will be. Therefore, the bounce control force UB is suppressed.
The ride is comfortable because bounce vibrations cannot be completely suppressed.
Is not good, but to suppress the attitude change in the pitch direction
Since sufficient control force is generated, the vehicle behavior becomes unstable.
And the steering stability can be improved.

For example, when a sudden braking state occurs and the longitudinal acceleration detection value X _G satisfies | X _G 2 | ≦ | X _G |, the correction coefficients C _BX and C _RX become “1”. If the pitch angular velocity is | PR1 | <| PR | <| PR2 |, the correction coefficients C _BP and C _RP are 0 <C _BP , C _RP
<1, the bounce reference gain CB is suppressed by the correction coefficient C _BP , and the bounce control force UB is suppressed as described above, so that the bounce vibration due to the bounce input cannot be reliably suppressed. Although the comfort is not good, a sufficient control force for the attitude change in the pitch direction is generated, so that the vehicle behavior does not become unstable and the steering stability can be improved.

At this time, the pitch angular velocity PR becomes | PR2 |
When ≤ | PR |, the correction coefficients C _BP and C _RP become zero, so that the bounce gain CB ′ becomes zero, and thus the bounce control force UB becomes zero. By giving priority to the control force for the pitch, it is possible to prevent the vehicle behavior from becoming unstable and improve the steering stability.

Next, it is assumed that a pitch and a roll are generated in a state where the vehicle has a bounce input by, for example, depressing a brake pedal while the vehicle is turning while traveling on a undulating road or the like. Here, the lateral acceleration detection value Y _GF
= Y _GR . Then, in a state where the vehicle turns slowly and the detected value of lateral acceleration is | Y _GF | ≦ | Y _G |
Slow braking is applied and the longitudinal acceleration detected value is | X _G | ≦ | X _G 1
|, Each correction coefficient obtained from FIG. 22 is “1”, and at this time, the vertical acceleration detection value Z _GFR
Roll angular velocity calculated on the basis of .about.Z _GRR is | RR | ≦ |
Assuming that RR1 | and the pitch angular velocity are | PR | ≦ | PR1 |, each correction coefficient obtained from FIG. 12 is “1”, and therefore, each reference gain is not corrected by the correction coefficient. When the acceleration, the roll, and the pitch angular velocity are small, the control force for the bounce, the pitch, and the roll is not suppressed, so that the posture change in each direction can be reliably suppressed.

Then, for example, the detected value of lateral acceleration | Y _G 1
If the detected longitudinal acceleration value is | X _G | ≦ | X _G 1 | in the state of | <| Y _GF | <| Y _G 2 |, the correction coefficients C _BY and C _PY are 0 <C _BY , C _PY <1. At this time,
When the roll angular velocity is | RR | ≦ | RR1 | and the pitch angular velocity is | PR | ≦ | PR1 |, the bounce reference gain CB and the pitch reference gain CP are small according to the lateral acceleration detection value _YGF or _YGR. Since the correction is performed, the control force for the bounce and the pitch is suppressed, so that the riding comfort is somewhat poor. However, since the change in the posture in the roll direction is preferentially suppressed, the vehicle behavior does not become unstable.

At this time, the roll angular velocity is | RR1 | <|
When RR | <| RR2 |, the correction coefficients C _BR and C _PR become 0 <C _BR and C _PR <1, and the bounce reference gain CB is further reduced by the correction coefficient C _BR and the pitch reference The gain CP is further corrected by the correction coefficient _CPR . At this time, longitudinal acceleration detected value _{| X G 1 | <| X} G | <| X G 2 | If it is, the correction coefficient C _BX, C _RX is _{0 <C BX, C RX <} 1 next , Roll angular velocity | RR | ≦ | RR1 |, pitch angular velocity | PR
If | ≦ | PR1 |, the correction coefficients C _BX , C _BY ,
C _PY and C _{RX satisfy} 0 <C _BX , C _BY , C _PY and C _RX <1, and
Since the correction coefficients C _BP , C _BR , C _PR , and C _RP are “1”,
The bounce reference gain CB is corrected small according to the lateral acceleration and the longitudinal acceleration, the pitch reference gain CP is corrected small to the lateral acceleration, and the roll reference gain CR is corrected small according to the longitudinal acceleration.

At this time, the roll angular velocity is | RR1 | <|
RR | <| RR2 | or the pitch angular velocity is | PR1
If | <| PR | <| PR2 |, the correction coefficient C
Each reference gain is further corrected by _BP , C _BR , C _PR , and C _RP . At this time, the longitudinal acceleration detection value is | X _G
If 2 | ≦ | X _G |, the correction coefficients C _BX and C _RX
Becomes zero, so that the bounce gain CB 'and the roll gain CR' become zero, so that the bounce control force UB and the roll control moment UR become zero.

When the detected value of lateral acceleration is | Y _G 2 | ≦ | Y
_{When GF} |, the correction coefficients C _BY and C _PY become zero, so that the bounce gain CB ′ and the pitch gain CP ′ become zero, and thus the bounce control force UB and the pitch control moment UP become zero. At this time, longitudinal acceleration detected value _{| X G 1 | <| X} G | <| X G 2 | if it is, the
Roll reference gain CR is further reduced corrected in accordance with the longitudinal acceleration detection value X _G, pitch angular velocity | PR1 | <| P
If R | <| PR2 |, the roll reference gain CR is further reduced in accordance with the pitch angular velocity PR.

The detected longitudinal acceleration value is | X_G2 | ≦
｜ X_G|, The correction coefficient C_BX, C_BY,
C_PY, C_RXAre all zero, so that each control gain is zero.
And vehicle height control force F_NAnd anti-roll pitch control force F_Xm+
F_Ym(M = FL to RR).
15FL to 15RR. did
Therefore, according to the third embodiment, the longitudinal acceleration detection value X
_GBounce correction coefficient C set according to_BX, Roll supplement
Positive coefficient C_RXAnd a bar set according to the pitch angular velocity PR.
Wuns correction coefficient C_BP, Roll correction coefficient C_RPAnd by
Reduce bounce reference gain CB and roll reference gain CR
And the lateral acceleration detection value Y _GFOr Y_GRIn response to the
Bounce correction coefficient C to be set_BYAnd pitch correction staff
Number C _PYAnd a bounce set according to the roll angular velocity RR
Correction coefficient C_BR, Pitch correction coefficient C_PRAnd by the bow
Compensation reference gain CB and pitch reference gain CP
Correct, bounce control force UB, pitch control by these
Moment UP and roll control moment UR,
These suppressed control forces and the anti-roll pitch control force F
_Xm+ F_Ym(M = FL to RR) and the vehicle height control force F_NAnd also
And the target control force F_FL~ F_RRBy calculating
Acceleration detection value Y_GFOr Y_GRBounce if is large
Better posture change in the roll direction than in the direction and pitch direction
First, the longitudinal acceleration detection value X_GIs large
Is more in the pitch direction than in the bounce and roll directions.
Posture change is controlled with priority, and the roll angular velocity RR
Is larger than the bounce direction and pitch direction.
Control the attitude change in the direction of the
If the PR is large, the bounce direction and roll direction
Roll and ba
Ounce or pitch and bounce, or roll and pi
Switch and bounce occur simultaneously, or
Roll or pitch when bounce is occurring, or
Is when roll and pitch are about to occur at the same time
In addition, the bounce control force is suppressed, and the roll and pitch
The magnitude of the angular velocity and the magnitude of the lateral acceleration and longitudinal acceleration
Small change in posture in roll direction and pitch direction according to
Control force to control the roll direction and pitch direction
Priority should be given to the control force for the one with the greatest change.
And bounce with a bounce input.
Target control in the event of a roll or pitch
Force F_FL~ F_RRFrom the hydraulic cylinders 15FL to 15RR
By exceeding the control force that can be generated, each hydraulic cylinder
15FL to 15RR generate the control force as set.
Control the posture change in the roll direction or pitch direction
Insufficient control force ensures vehicle behavior becomes unstable
This can improve the steering stability of the vehicle.

At this time, the anti-roll pitch control force F _Xm
+ F _Ym (m = FL to RR) is not corrected, and the roll or the pitch is prevented from being generated by the lateral acceleration and the longitudinal acceleration. Therefore, by suppressing the pitch or the roll control moment, It is not vibrated in the pitch direction or the roll direction. Further, a posture change is predicted based on the longitudinal acceleration detection value _XG and the lateral acceleration detection values _YGF and _YGR, and an anti-roll pitch control force for suppressing the predicted posture change is added to the target control force. F
_{Since FL to} F _RR is calculated, the attitude control can be performed with high accuracy, and each reference gain is corrected based on the longitudinal acceleration detection value _XG and the lateral acceleration detection values _YGF and _YGR. Thus, the attitude control can be performed with higher accuracy.

Further, taking into account turning, acceleration and deceleration, etc., stability can be ensured even when a large road surface input is received during sudden turning, sudden acceleration, sudden deceleration, or the like. In addition,
In the third embodiment, the bounce correction coefficient C _BY and the pitch correction coefficient C _PY are calculated based on the larger one of the lateral acceleration detection values Y _GF and Y _GR. It is also possible to calculate based on the smaller one of _YGF and _YGR , an arbitrarily set detection value, or an addition value obtained by weighting them with a predetermined weight.

In the first and third embodiments, the case where the three vertical acceleration sensors 28FR to 28RR are installed has been described. However, the present invention is not limited to this, and the three vertical acceleration sensors 28FR to 28RR A vertical acceleration sensor may be arranged at each position, and the vertical acceleration sensors 28RL and 28RR on the rear wheel side need not be arranged symmetrically with respect to a longitudinal line passing through the roll center. It may be arranged,
If the three vertical acceleration sensors are arranged so as not to be on a straight line, the bounce, the pitch, and the acceleration in the roll direction can be calculated, and the above-described embodiment becomes possible.

In the first and third embodiments, three vertical acceleration sensors 28FR to 28RR are provided, and the bounce speed, roll and pitch are determined based on the detected vertical acceleration values Z _{GFR to} Z _GRR. Although the case where the angular velocity is calculated has been described, the bounce speed is calculated by directly measuring the roll and pitch angular velocities with a rate gyro or the like, disposing a vertical acceleration sensor at the center of gravity of the vehicle, and integrating this value. It is also possible to

In the first and third embodiments, each speed is calculated by integrating the bounce acceleration, the pitch, and the roll angular acceleration, and the calculated speed is multiplied by a gain corresponding to each speed. By calculating the bounce control force, the roll and the pitch control moment, and distributing these to the control force for each wheel, the case where the bounce, the roll, and the control force in the pitch direction are generated has been described. It is also possible to generate a bounce spring force, a pitch and a roll spring moment by applying a product obtained by multiplying by a preset gain and a bounce control force, a roll and a pitch control moment.

In this case, the bounce control force UB, the roll control moment UR, and the pitch control moment UP are calculated by UB = −CB ′ × BG UR = −CR ′ × RG UP = −CP ′ × PG.

In this case, the band pass filter in the integrating circuit 103 is changed to a high pass filter (cutoff frequency is 0.05 to 0.3 Hz) for removing a DC component, or the high frequency noise of the vertical acceleration sensor is changed. When it is necessary to remove the noise, the cut-off frequency on the high frequency side of the band-pass filter is set to a higher value of 5 to 10 Hz.

Next, a fourth embodiment of the present invention will be described. FIG. 24 is a schematic configuration diagram showing a fourth embodiment of the present invention. The fourth embodiment is different from the second embodiment shown in FIG. 14 in the lateral acceleration sensor 29 applied in the third embodiment.
F and 29R and a longitudinal acceleration sensor 30 are added, and the processing is the same as that of the second embodiment except that the processing of the control device 31 as the control means is different. is there.

FIG. 25 shows the structure of the control device 31. The control device 31 in the fourth embodiment is different from that of FIG.
, A displacement calculation circuit 202 and a differentiation circuit 203
When a anti-roll pitch control force calculating circuit 307, a gain calculation circuit 404 as a gain b <br/> emission correcting means, a control force calculating circuit 405 as a control signal forming means, the driver 1
06, the displacement calculation circuit 202 and the differentiation circuit 203 have the same functional configuration as the displacement calculation circuit 202 and the differentiation circuit 203 of the second embodiment, and the anti-roll pitch control force calculation circuit 307 Has the same functional configuration as the anti-roll pitch control force calculation circuit 307 in the third embodiment.

The gain calculation circuit 404 is constituted by a function generator and the like as in the second embodiment.
Pitch angular velocity PR and longitudinal roll angular velocity RR from 03
Based on the _F and RR _R, the correction coefficient C _BP shown in FIG. 12,
C _BR, C _RP, calculates the C _PR, as in the third embodiment, a lateral acceleration detection value Y _GF and Y _GR, and a longitudinal acceleration detection value X _G on the basis of each correction from 22 Coefficient C _BX ,
C _BY , C _RX , and C _PY are calculated, and these correction coefficients and reference gains CB, CP, and CR as preset control gains are calculated.
Based on the _F and CR _R, bounce gain CB output to 'pitch gain CP', front roll gain CR _F 'and rear roll gain CR _R' calculated by the control force calculating circuit 405.

Here, the bounce gain CB 'and the pitch gain
In CP ', roll gain CR before and after _F'And CR_R′
Is CB ′ = CB × C_BP× C_BR× C_BX× C_BY CP '= CP × C_PR× C_PY, CR_F'= CR_F× C_RP× C_RX, CR_R'= CR_R× C_RP× C_RX It is calculated by

The control force calculation circuit 405 is formed by a calculation circuit or the like in the same manner as the control force calculation circuit 205 of the second embodiment. Each gain calculated by the gain calculation circuit 404 and the bounce speed BR , Pitch angular velocity P
R, based on the front and rear roll angular velocity RR _F and RR _R, bounce control force UB, pitch control moments UP, front roll control moment UR _F and rear roll control moment U
Calculates the R _R, anti-roll pitch control force F _Xm + F _Ym from anti-roll pitch control force calculating circuit 307
( _M = FL to RR) and a target control force F for each wheel based on a vehicle height control force F _N for maintaining the vehicle height at the target vehicle height.
_FL to _FRR are calculated and output to the driver 106.

Here, the target control force Fm (m = FL to R
R) is calculated by Fm = F _Zm + F _Xm + F _Ym + F _N. Next, the operation of the fourth embodiment will be described. The fourth embodiment, in the operation of the third embodiment, the similar to the second embodiment, calculated by dividing the roll direction of the angular velocity to the previous rolling angular velocity RR _F and the rear roll angular RR _R, front and rear roll The control moments UR _F and UR _R are calculated, and the operation is the same as in the second and third embodiments.

Therefore, both effects of the second and third embodiments can be obtained. In the fourth embodiment, the bounce correction coefficient C _BY and the pitch correction coefficient C _PY are calculated based on the larger of the detected lateral acceleration values Y _GF and Y _GR. It is also possible to calculate the smaller of the acceleration detection values Y _GF and Y _GR , or an arbitrarily set detection value, or an addition value obtained by weighting them with a predetermined weight.

In the second and fourth embodiments, the case where the bounce speed BR is calculated by differentiating the relative displacement detection values X _DFL -X _DRR of the stroke sensors 52FL-52RR has been described. It is also possible to directly detect the bounce speed by a speed sensor. Further, in the second and fourth embodiments, the bounce correction coefficient C _BR, have been made the pitch correction factor C _PR to calculate on the basis of either larger one of the roll angular velocity RR _F and RR _R, smaller one of the roll angular velocity RR _F and RR _R, or detected value arbitrarily set, or it is also possible to calculate these on the basis of a predetermined weighted addition value.

In the second and fourth embodiments, the case where the bounce control force UB proportional to the bounce speed is calculated and the control force corresponding to the calculated bounce control force UB is generated has been described. It is also possible to adopt a configuration in which a force is generated and a spring force is generated. In this case, the stroke displacement can be directly measured by a stroke sensor, or the stroke speed can be measured by a stroke speed sensor, and the measurement result can be integrated and applied as the stroke displacement.

In the first to fourth embodiments,
The case where the hydraulic cylinder is applied as the actuator for adjusting the vehicle height has been described. However, the present invention is not limited to this, and a pneumatic actuator, an electromagnetic actuator, or the like can be applied. May be used as long as it is an actuator that can generate. Also,
In the first to fourth embodiments, the case where the control device 31 is formed by an arithmetic circuit has been described. However, the present invention is not limited to this. The control device 31 may be configured by a microcomputer or the like so as to perform equivalent functions. It may be.
FIG. 26 is a flowchart showing a processing procedure when the control device 31 is formed by a microcomputer in the first embodiment. In the control device 31, this process is executed by a timer interrupt at predetermined time intervals. In S201, the vertical acceleration sensors 28FR ~
Load the vertical acceleration detection value Z _GFR to Z _GRR of 28RR, then the Step S202 (1) ~ (3) the vertical acceleration detection value based on the formula Z _GFR to Z _GRR from bouncing acceleration BG, pitch angle acceleration PG, Roll angular acceleration R
Calculate G.

In step S203, these accelerations are integrated by low-pass filtering or the like to calculate the bounce speed BR, the pitch angular speed PR, and the roll angular speed RR. Then, in step S204, the pitch angular speed P is calculated.
On the basis of R and the roll angular velocity RR, for example, a corresponding correction coefficient is calculated from the correspondence between the pitch and roll angular velocity and each correction coefficient shown in FIG. In step S205, based on the correction coefficient and each preset reference gain,
Each gain is calculated based on the equation (6).

Then, the flow shifts to step S206, based on the respective speeds calculated in step S203 and the respective control gains calculated in step S205, from the above (7) to (9).
The target control forces F _{FL to} F _RR are calculated according to the equations and the equations (14) to (17a), and in step S207, these target control forces F _{FL to} F _RR are output to the driver 106, and the process returns to the main program.

The control device 31 can be formed by a microcomputer or the like by performing the processing according to the same processing procedure in the second to fourth embodiments. Further, in the first to fourth embodiments, the case where the pressure control valves 17FL to 17RR are applied as the control valves has been described. .

In the first to fourth embodiments,
The case where hydraulic oil is used as the working fluid has been described. However, the present invention is not limited to this, and any working fluid can be used as long as the fluid has a low compression ratio. In the first to fourth embodiments, both the roll state and the pitch state are detected, and the reference gains are corrected based on both of the detected values to set the control gain. It is also possible to correct the bounce reference gain based on only one of the roll state and the pitch state.

In the first to fourth embodiments,
The correction coefficient for correcting each reference gain is the roll angular velocity RR
And the pitch angular velocity PR, or have been made to calculate on the basis of the longitudinal acceleration detection value X _G and the lateral acceleration detected value Y _G, not limited thereto, the roll angle acceleration RG and pitch angle acceleration PG, or, It is also possible to calculate based on the roll angle displacement and the pitch angle displacement, and it is also possible to calculate based on a value obtained by filtering these values.

In the first to fourth embodiments,
Although the correction coefficient is set based on FIGS. 12 and 22, the correction coefficient can be set arbitrarily without being limited to FIGS. 12 and 22. For example, as shown in FIG. 27,
For posture change reference values such as pitch angular velocity PR, roll angular velocity RR, longitudinal acceleration detection value X _G , lateral velocity detection value Y _G ,
When the posture change reference value is increasing, the correction coefficient is set with a hysteresis characteristic so as to be larger than the correction coefficient when the posture change reference value is decreasing, and the reference gain is corrected with the hysteresis characteristic, so that the pitch and roll are corrected. It is possible to attach importance to the convergence after the posture change becomes large, and to prevent a sudden change in the gain when the pitch and the roll angular velocity fluctuate near the threshold.

Further, each correction coefficient is not limited to a linear change with respect to the posture change calculation value.
The correction coefficient is set in a high-order curve as shown in FIG. 28A, or the correction coefficient is set in a high-order curve and with a hysteresis characteristic as shown in FIG. By making the curve change, it is possible to prevent an unnatural vibration change such as hunting due to a gain change.

If the detected state change values such as the pitch and the roll angular velocity are both large, the roll angular velocity RR, the roll angular acceleration RG, and the lateral acceleration detected value Y _G are determined in advance as shown in FIG. A pitch angle correction coefficient set so as to become smaller as the posture change reference value becomes larger, and the pitch angle correction coefficient and the detected pitch angle acceleration P
R, the pitch direction attitude change reference value such as the longitudinal acceleration detection value _XG or the like is multiplied by the pitch direction attitude change reference value, and the pitch direction attitude change reference value is corrected to be small. As shown in FIG. 29 (b), when the roll angular velocity PR exceeds a reference value, for example, the roll direction correction coefficient is set so as to decrease as the attitude change reference value increases in the corrected pitch direction. set to zero pitch angle correction coefficient, a roll correction coefficient C _RP correcting the roll reference gain CR in accordance with the pitch angular velocity PR by setting to "1", when the pitch state by narrow relative center of gravity height In comparison, since the roll state is more unstable, it is also possible to secure the running stability by giving priority to unstable roll control. It is a function.

The vehicle speed is detected by a vehicle speed detecting means such as a vehicle speed sensor.
It is also possible to change the correction coefficient of FIG. 2 or FIG. 22 to a small value, calculate each gain based on the changed correction coefficient, and perform the processing. In the first to fourth embodiments, the control is performed based on only one of the vertical acceleration sensor 28 and the stroke sensor 52. Both are disposed, and the vertical speed calculated based on the detection value of the stroke sensor 52 and the vertical acceleration sensor 2
By calculating the vertical speed based on the vertical speed calculated based on the detected value of 8 and performing the control based on the calculated vertical speed, the control can be performed with higher accuracy. It is also possible to

Next, a fifth embodiment of the present invention will be described. FIG. 30 shows a schematic configuration of the fifth embodiment, in which a space between the vehicle body 507 and each of the wheels 13FL to 13RR is provided.
Springs 510FL-510RR supporting the vehicle weight;
Damping force variable shock absorbers 501FL to 501FL-5 as a posture change suppressing mechanism capable of damping shocks and vibrations and switching the damping force between at least two stages of a low damping force and a high damping force.
Suspension device 509FL-50 including 01RR
9RR is interposed.

The suspension device 509F
Vertical acceleration sensors 28FL-28RR and stroke speed sensors 53FL-53RR for detecting the sprung acceleration are attached to the upper body side of L-509RR, and detection values of the vertical acceleration sensors 28FR-28RR and the stroke speed sensors 53FL-53RR. A control signal for switching the damping force of each of the variable damping force shock absorbers 501FL to 501RR to either a low damping force or a high damping force is output by the control device 31 as control means based on the above.

FIG. 31 is a sectional view showing an example of the variable damping force shock absorbers 501FL to 501RR. The variable damping force shock absorbers 501FL to 501RR have the same configuration. The outer cylinder 515 and the rod 516 that move together, and the lower end thereof is fixed to the wheels 13FL to 13RR so that the wheels 13F
A rod 516 includes an upper rod 518 and a lower rod 519, and includes a tube 517 that moves integrally with L-13RR.

A tube 51 is provided at the lower end of the lower rod 519.
Tube 517 below piston 520 sliding inside 7
A free piston 521 is disposed in the inside of the tube 517.
An upper piston chamber A is formed above the internal piston 520, a lower piston chamber B is formed between the piston 520 and the free piston 521, and a gas chamber C is formed below the free piston 521. The chamber B is filled with hydraulic oil, and the gas chamber C is filled with high-pressure gas.

The piston 520 has an extension side valve 522.
An expansion orifice 523, a contraction-side valve 524 and a contraction-side orifice 525 are provided. A through-hole 526 and a hollow portion 527 are formed in the center shaft portion of the upper rod 518, and the lower rod 519 has a bypass passage 5 communicating the upper piston chamber A and the lower piston chamber B.
28, and a hollow portion 529 which communicates with a middle portion of the bypass passage 528 and a hollow portion 527 formed in the upper rod 518 is formed.

In the hollow portion 527 of the upper rod 518,
A plunger 530 having a T-shaped longitudinal section is disposed, and a lower portion of the plunger 530 is inserted into the hollow portion 529 of the lower rod 519. Further, a solenoid 531 is disposed around the plunger 530 inside the hollow portion 527 of the upper rod 518, and a return spring 53 that constantly presses the plunger 530 upward.
2 are arranged.

The solenoid 531 includes an upper rod 518
Is connected to a driver 506 of the control device 31 to be described later via a lead wire 533 passing through the through hole 526. This variable damping force shock absorber 501 has a
The extension side valve 522 is opened and the extension side orifice 523 is opened.
The upper piston chamber A and the lower piston chamber B communicate through
Further, the contraction side orifice 5 is formed by the contraction side valve 524.
25 is closed. In the contraction stroke, the contraction side valve 5
24 is opened, the upper piston chamber A and the lower piston chamber B communicate with each other via the contraction-side orifice 525, and the extension-side valve 522 closes the extension-side orifice 523.

In either case of the above-described extension stroke or contraction stroke, the solenoid 531 is driven by the driver 50.
In a non-energized state in which excitation is not performed by the plunger 5,
The lower spring 30 is pressed upward (in the direction D) by the return spring 532, and the lower end of the plunger 530 separates from the bypass passage 528, and the upper piston chamber A and the lower piston chamber B communicate with each other via the bypass passage 528. Therefore, the damping force of the variable damping force shock absorber 501 is low.

The solenoid 531 is connected to the driver 506.
The plunger 530 is moved downward in the drawing (direction E) by the electromagnetic force of the solenoid 531 against the urging force of the return spring 530, and the bypass passage 528 is closed. Accordingly, the damping force of the variable damping force shock absorber 501 is high.

FIG. 32 shows the structure of the control device 31. The control device 31 in the fifth embodiment includes a speed calculation circuit 502, a control force calculation circuit 505, and a driver 5
06, the vertical acceleration sensors 28FR-28
Vertical acceleration detection value of RR Z _{GF R} ~Z _GRR pitch angular velocity PR at a rate calculation circuit 502 based on the roll angular rate RR,
Vertical speed BR _FL -BR _{RR at the} top of each suspension
And outputs the same to the control force calculation circuit 505. The control force calculation circuit 505 calculates the stroke speed sensors 53FL to 53FL.
Based on the stroke speed detection values SR _{FL to} SR _RR of 53RR and the speeds and the like from the speed calculation circuit 502, damping constants C _{FL to} C _RR as control gains for each wheel are set and output to the driver 506. Then, the driver 506 supplies the exciting currents i _{FL to} i _RR corresponding to the attenuation constant C to the solenoid 531.

Here, the vertical acceleration sensors 28FR-28
The RR has the same functional configuration as the first embodiment, and the stroke speed sensors 53FL to 53RR output a positive voltage in the extension direction and a negative voltage in the contraction direction. In the speed calculation circuit 502, the vertical acceleration sensors 28FR to 28RR are formed by, for example, a calculation circuit or the like.
Based on the vertical acceleration detection values Z _{GFR to} Z _GRR of
The bounce acceleration BG, the roll angular acceleration RG, and the pitch angular acceleration PG are calculated by performing arithmetic processing in the same manner as the acceleration arithmetic circuit 102 of the embodiment, and the following (2) is calculated based on these accelerations.
6) to (29) are calculated to calculate the vertical accelerations BG _{FL to} BG _RR at each wheel.

[0170] _{BG FL = BG + L F ·} PG + RG · t / 2 ...... (26) BG FR = BG-L F · PG-RG · t / 2 ...... (27) BG RL = BG + L R · PG + RG · t / 2 _{...... (28) BG RR = BG} + L R · PG-RG · t / 2 ...... (29) where, as in the first embodiment, L _F is longitudinal distance from the center of gravity to the front wheel, L _R Is the distance in the front-rear direction from the center of gravity to the rear wheel, and t is the tread.

FIG. 33 is a block diagram showing the structure of the speed calculation circuit 502.
Based on the detected vertical acceleration values Z _{GFR to} Z _GRR of 8RR, a bounce acceleration BG, a roll angular acceleration RG, and a pitch angular acceleration PG are calculated similarly to the acceleration calculation circuit 102. Then, enter the bounce acceleration BG to the positive terminal of the adder 541, a multiplication result of the L _F times the pitch angle acceleration PG in calculator 542 and input to the negative terminal of the adder 541, the calculator roll angle acceleration RG 543 Is input to the minus terminal of the adder 541.
The result of the operation in the 1, vertical acceleration BG _FR of the front right wheel are calculated.

The bounce acceleration BG is added to an adder 544.
And the pitch angular acceleration PG is calculated by the arithmetic unit 5
The multiplication results of the L _F multiplied by 45 and the input to the negative terminal of the adder 544, t the roll angle acceleration RG in calculator 546 /
The result of the doubling is input to the plus terminal of the adder 544, and the vertical acceleration BG _FL of the front left wheel is calculated based on the calculation result of the adder 544.

The bounce acceleration BG is added to an adder 547.
Fill in the multiplication results of L _R multiplies the pitch angular acceleration PG in calculator 548 and input to the plus terminal of the adder 547, the roll angle acceleration RG of the calculator 549 at t / 2 times the result of the multiplication adder 547 Of the adder 54
7, the vertical acceleration BG _{RR of the} rear right wheel is calculated.

Similarly, the bounce acceleration BG is added to the adder 55
Type 0 of the positive terminal, the multiplication result of the L _R multiplies the pitch angular acceleration PG in calculator 551 and input to the plus terminal of the adder 550, t the roll angle acceleration RG in calculator 552 /
2 times the multiplication result input to the plus terminal of the adder 550, the calculation result of the adder 550, the vertical acceleration BG _RL of the rear left wheel is calculated.

The vertical acceleration BG _{FL of} each wheel
~ BG _RR , pitch angular acceleration PG and roll angular acceleration RG
For example, the cut-off frequency is set to 0.05 to 0.05 so that the phase is delayed by about 90 degrees near the sprung resonance frequency of the vehicle while removing the DC component of each calculated acceleration.
0.3 Hz, is inputted to the integration circuit 553 is constituted by a band-pass filter is set to about 0.5～3Hz, the integration circuit 553 integrates the respective accelerations, vertical velocity BR _FL ~BR _RR, pitch angular velocity PR and the roll angular velocity RR are calculated, and these respective rates, and the pitch angular velocity PR and the roll angular velocity RR are output to the control arithmetic circuit 505.

The control arithmetic circuit 505 is constituted by, for example, a microcomputer or the like, and executes processing based on the flowchart shown in FIG. This process is executed, for example, by a timer interrupt at predetermined time intervals. First, in step S101, the vertical speeds BG _{FL to} BG _RR , the pitch angular speed PR and the roll angular speed RR calculated by the speed arithmetic circuit 502, and the stroke speed sensor 53FL The stroke speed detection values SR _{FL to} SR _RR are read.

Next, the flow shifts to step S102, where the pitch angular acceleration PG and the roll angular acceleration RG are set to | PG | ≧
It is determined whether or not PG0 or | RG | ≧ RG0, and |
When PG | ≧ PG0 or | RG | ≧ RG0,
The process proceeds to step S103, where | PG | ≧ PG0 or | R
If G | ≧ RG0, the process proceeds to step S104.

Here, PG0 and RG0 are preset reference values, for example, PG0 = 3.3 [rad / s
² ], RG0 = 3.3 [rad / s ² ]. In step S103, it sets a high damping force damping constant C _FL -C _RR to the total damping force control shock absorber 501 as C _H, the process proceeds to step S110.

On the other hand, in step S104, after i = 1, the process proceeds to step S105, where SRm × BRm is calculated based on the stroke speed detection values SR _{FL to} SR _RR and the vertical speeds BR _{FL to} BR _RR . It is determined whether it is greater than 0. Here, m is set based on i. When i = 1, m = FR, when i = 2, m = FL, and when i = 3, m = R.
When R and i = 4, m = RL.

Then, in step S105, SRm × BR
If m> 0, the process proceeds to step S106,
The decay constant Cm as Cm = C _H, the process proceeds to step S108 to set a high damping force, SRm in step S105
When × BRm> not 0, the process proceeds to step S107, the attenuation constant Cm as Cm = C _L, the process proceeds to step S108 to set the low damping force.

Next, the flow shifts to step S108, where i =
It is determined whether or not i is 4, and if i is not 4, the process proceeds to step S109, where i = i + 1 in step S109.
After that, the process returns to step S105. And step S
If i = 4 at 108, the process proceeds to step S110, and the set attenuation constants C _{FL to} C _RR are set in the driver 506.
And return to the main program.

[0182] In this case, step S103~ step S1
Reference numeral 10 corresponds to the control signal forming means. Driver 50
At 6, the damping constants C _{FL to} C _{RR are} obtained from the control force calculation circuit 505.
Enter the damping constant C C _H Namely, if it is set to the high damping force, the solenoid 5 a predetermined exciting current i
When the damping constant C is set to C _L, that is, low damping force, the supply of the exciting current i to the solenoid 531 is stopped.

[0183] Thus, for example, now, the vehicle is assumed to be traveling straight flat road at a constant speed, the vertical acceleration detection value from the vertical acceleration sensor 28FR~28RR Z _{GF R} ~Z _GRR and stroke speed sensor 53FL ~ 5
The stroke speed detection values SR _{FL to} SR _RR of 3RR become substantially zero. Therefore, the roll angular velocity RG and the pitch angular velocity PG calculated by the velocity arithmetic circuit 502 become substantially zero, and at this time, the product of the detected stroke velocity SR and the vertical velocity BR becomes SRm × BRm = 0, and therefore, as shown in FIG. In processing,
The process proceeds from step S105 to step S107, sets the low damping force damping constant Cm as Cm = C _L. Therefore, in this case, the four wheels are set to low damping force.

In this state, if it is assumed that the vehicle receives an in-phase bounce input due to the vehicle traveling on a undulating road or the like, the vertical acceleration detection values Z _{GFR to} Z _GRR become values corresponding to the vertical acceleration. Assuming that the vehicle does not have a roll and a pitch, the process proceeds from step S102 to step S104 in the process of FIG. 34, and the product of the stroke speed detection value SR and the vertical speed BR is SRm ×
Depending on whether BRm> 0, the attenuation constant is set to either a high damping force C _H or low damping force C _L.

Next, the state in which the vehicle is traveling on a undulating road or the like is described.
Rolls are generated by turning, etc. from the state, and pitch is generated
If not, then the vertical acceleration detection value Z_GFR
~ Z _GRRThe roll angular acceleration RG based on RG is RG ≧ RG0
34, the process from step S102 is performed in the process of FIG.
The process proceeds to step S103, where the damping force of each wheel is
High damping force C
_HSet to.

At this time, the roll angular acceleration RG becomes | RG
Assuming that | <RG0, the process proceeds from step S102 to step S104 in the processing of FIG. 34, and for each damping force variable shock absorber 501FL to 501RR, the stroke speed detection value SR is multiplied by the vertical speed BR, and the multiplication result is obtained. Is positive, the attenuation constant is set to C _L , and if the multiplication result is negative, the attenuation constant is set to C _H.

[0187] Therefore, when such a roll angular velocity RG roll occurring on the vehicle is large | RG | because if a ≧ RG 0 is set to the high damping force all damping constant C as C _H, for example, the turning inner wheel side As the piston 520 of the damping force variable shock absorber 501 reaches its maximum in the extension stroke, the stroke speed detection values SR _{FL to} SR _RR do not change due to collision with a bump stopper or the like. The running stability is not impaired by setting it low.

At this time, for example, when the vehicle is running on a undulating road or the like and the brake pedal is depressed or the like, a pitch is generated in the vehicle and a roll is not generated. Z _GFR ~ Z
_The pitch angular acceleration PG based on _GRR is | PG | ≧ PG0
If it is, the process proceeds from step S102 in the processing of FIG. 34 to step S103, it sets the damping constant of the damping force variable shock absorber 501FL~501RR of each wheel to all high damping force C _H.

At this time, the pitch angular velocity PR becomes
Assuming that | PG | <PG0, the processing in FIG.
The process proceeds from step S102 to step S104, and
For variable damping shock absorbers 501FL to 501RR
And the stroke speed detection value SR and the vertical speed BR
Multiply, and if the multiplication result is positive, the damping constant
C _L, When the multiplication result is negative, the attenuation constant is C_HSet in
Set.

[0190] Thus, if such a pitch angular velocity PG pitch generated in the vehicle is large | PG | if a ≧ PG0 Since the set to the high damping force all damping constant C as C _H, for example, attenuated by the pitch When the piston 520 of the variable force shock absorber 501 is maximized in the extension stroke, the stroke speed detection value SR does not change due to collision with a bump stopper or the like, so that the damping constant of one of the front and rear wheels is set to be low, so that the vehicle travels. There is no loss of stability.

For example, when the vehicle is on a undulating road or the like and the brake pedal is depressed during turning and the vehicle enters a pitch and roll state with a bounce input, the pitch angular velocity PG Alternatively, one of the roll angular speeds RG is equal to a predetermined reference value PG0 or RG0.
At this time, all the damping constants are set as C _H , so that the turning inner wheel or turning outer wheel, or
By setting one of the front wheel side and the rear wheel side to a low damping force, running stability is not impaired.

Therefore, according to the fifth embodiment, when the roll state or the pitch state of the vehicle is equal to or greater than a predetermined reference value, the damping force of each damping force variable shock absorber 501 is set to a high damping force. Since there is a bounce input in the roll state, or when there is a bounce input in the pitch state, when the piston 520 is maximum in the extension stroke or maximum in the contraction stroke, Stroke speed detection value SR
Is constant, it is possible to prevent a low damping force from being set, and prevent running stability from being impaired.

[0193] Further, by setting the attenuation constant in the high damping force C _H when it becomes a reference value or more either pitch or roll angular velocity is preset, the energy of the hydraulic or the like as the fifth embodiment The present invention can be applied to a suspension having no source, and steering stability can be improved. In the fifth embodiment, the case where the variable damping force shock absorber is applied has been described. However, the present invention is not limited to this, and an air spring whose spring constant can be changed can also be applied.

In the fifth embodiment, the case where the control is performed by applying the microphone computer has been described. However, for example, an analog electronic circuit, a logic circuit, or the like configured to perform the same function may be applied. It is possible.
Further, in the above-described fifth embodiment, when the pitch angular velocity PR or roll angular velocity RR exceeds a predetermined reference value, it is made a damping constant for all variable damping force shock absorber as set to the high damping force C _H However, for example, it is also possible to set the high damping force C _H when the pitch angular acceleration or the roll angular acceleration exceeds a predetermined reference value, and based on the roll angular displacement or the pitch angular displacement. It is also possible to set it.

Next, a sixth embodiment of the present invention will be described. FIG. 35 shows a schematic configuration of the sixth embodiment. In the schematic configuration diagram of the first embodiment shown in FIG. 6, a lateral acceleration sensor 29 and a vehicle speed sensor 32 are added, and control as control means is performed. The third embodiment is the same as the first embodiment except that the processing of the device 31 is different.

The vertical acceleration sensors 28FR to 28RR serving as vertical acceleration detecting means are connected to the front right wheel 1 of the vehicle body.
3FR, rear left wheel 13RL, and rear right wheel 13RR. As shown in FIG. 9, each of the vertical acceleration sensors 28FR to 28RR outputs a zero voltage when the vertical acceleration is zero, and outputs a positive voltage in response to an upward acceleration. outputting an acceleration detection value Z _G, and outputs the acceleration detection value Z _G comprising a negative voltage in response thereto when the downward acceleration occurs. Thus, the three wheels 13FR to 13RR
36, the vertical acceleration sensors 28FR to 28RR are arranged at the positions shown in FIG.
Occurs, the vertical acceleration sensors 28FR to 28R
The vertical acceleration detection values Z _{GFR to} Z _GRR represented by the following equations (30) to (32) are output from _R.

Z _GFR = Z ″ −L ₂ θ ″ + L ₁ φ ″ (30) Z _GRL = Z ″ + L ₄ θ ″ −L ₃ φ ″ (31) Z _GRR = Z ″ + L ₄ θ ″ + L ₃ φ ″ (32) Here, L ₁ is the horizontal distance between the front-rear direction line passing through the center of gravity of the vehicle and the front right vertical acceleration sensor 28FR, and L ₂ is the horizontal direction passing through the center of gravity of the vehicle. longitudinal distance, L ₃ is the front-rear direction line and the rear left and rear right vertical acceleration sensor 28R through the center of gravity point of the vehicle between the lines and the front right vertical acceleration sensor 28FR
Left and right between the L and 28RR direction distance, L ₄ is the left-right direction line and the rear left and rear right acceleration sensor 28 that passes through the center of gravity of the vehicle
This is the distance in the front-rear direction between RL and 28RR.

A lateral acceleration sensor 29 serving as a lateral acceleration detecting means for detecting a lateral acceleration generated in the vehicle body and a roll state detecting means and a vehicle speed sensor 32 serving as a vehicle speed detecting means for detecting a vehicle speed of the vehicle body are provided at appropriate positions on the vehicle body. As shown in FIG. 37, the lateral acceleration sensor 29 outputs a lateral acceleration detection value Y _G of zero voltage in a straight running state, and outputs a lateral acceleration in a right turning state in which the vehicle is steered right from the straight running state, as shown in FIG. And a negative voltage value corresponding to the lateral acceleration in the left turning state in which the vehicle is steered to the left.
Output _G. The vehicle speed sensor 32 outputs a vehicle speed detection value V corresponding to the vehicle speed, for example, by detecting the rotation speed of the output shaft of the transmission.

The vertical acceleration sensors 28FR-28
The detected values of the RR, the lateral acceleration sensor 29 and the vehicle speed sensor 32 are supplied to the control device 31. FIG. 38 shows the control device 3
As shown in FIG. 38, the control device 31 in the sixth embodiment converts a microcomputer 42 and pressure command values P _{FL to} P _RR output from the microcomputer 42 into D as shown in FIG. / A converted analog voltages V _{FL to} V _RR are input to control valve drive circuits 44FL to 44FL
RR.

The microcomputer 42 has at least an input interface circuit 42a, an output interface circuit 42b, an arithmetic processing device 42c, and a storage device 42d. _{GFR to} Z
_GRR is input via the A / D converters 41FR to 41RR, and the lateral acceleration detection value Y _{G of the} lateral acceleration sensor 29 is input.
And the vehicle speed detection value V of the vehicle speed sensor 32 are inputted via A / D converters 41Y and 41V, respectively, and the pressure command values P _{FL to} P _RR outputted from the output interface circuit 42b.
Is the analog voltage V _FL at the D / A converters 43FL to 43RR.
It is converted into ~V _RR, the control valve drive circuit 44FL~44R
Supplied to R.

The arithmetic processing unit 42c has an input interface
Vertical acceleration sensors 28FR-28 via the
Vertical acceleration detection value Z of RR_GFR~ Z_GRRAnd lateral acceleration
Lateral acceleration detection value Y of sensor 29_GAnd the vehicle of the vehicle speed sensor 32
The speed detection value V and the vertical acceleration detection value Z are read._GFR~ Z
_GRRCalculate the following equations (33) and (34) based on
The pitch angular acceleration shown in FIGS.
θ ”and roll angular acceleration φ ″, and
Calculate the expression (35) and set it at the front left wheel 13FL position.
Vertical acceleration estimated value Z_GFLAnd calculate each of these accelerations
Integral processing by low-pass filter processing, vertical speed
X_FL'~ X_RR', Pitch speed θ', roll speed φ '
Out of the gain characteristics shown in FIGS.
The vehicle speed gain G_V, Lateral acceleration gain G_Y, Pitchley
Togain G_P, Roll rate gain G_RAnd further
And vehicle speed gain G_VAnd lateral acceleration gain G_YAnd based on
Is the bounce correction gain characteristic shown in FIG. 44 set in advance?
The bounce correction gain G_BSeeking these gains
The bounce control gain GZ is calculated from the
Bounce control force FZ based on_FL~ FZ_RRCalculate
In addition, as shown in FIG._GBased on
Then, the roll control force Mφ is calculated, and the bounce control force FZ is calculated.
_FL~ FZ_RRAnd each hydraulic cylinder based on the roll control force Mφ
The target control force F generated by the motors 15FL to 15RR_FL~ F
_RRAre calculated, and the pressure control valves 17FL to 17FL corresponding to these are calculated.
Pressure command value P for RR_FL~ P_RROutput interface
D / A converters 43FL to 43FL through the face circuit 42b
Output to 3RR.

[0202] φ ″ = (Z _GRR −Z _GRL ) / 2L ₃ (34) Z _GFL = Z _GFR + Z _GRL −Z _GRR (35) The storage device 42d is composed of a ROM, a RAM, and the like. A program necessary for the arithmetic processing is stored in advance, and the arithmetic result of the arithmetic processing unit 42c is sequentially stored.

The control valve drive circuits 44FL to 44RR
Are constituted by, for example, floating-type constant current circuits, and excitation currents i _FL to I _FL to V _RR corresponding to analog voltages V _{FL to} V _{RR obtained} by D / A conversion of the input pressure command values P _{FL to} P _RR.
supplying i _RR proportional solenoid 17s of the pressure control valve 17FL～17RR. Next, the operation of the above embodiment will be described with reference to the flowchart of FIG. 46 showing the processing procedure of the arithmetic processing unit 42c.

When the ignition switch is turned on, the control device 31 is turned on, and the arithmetic processing device 42c executes the posture change suppression processing shown in FIG.
That is, first, in step S1, initialization is performed, a predetermined vehicle height adjustment is performed based on a stroke detection value of a stroke sensor (not shown) provided at each wheel position, and parameters necessary for control are set. .

Then, the flow shifts to step S2, where the detected vertical acceleration values Z _GFR -Z _GRR from the vertical acceleration sensors 28FR-28RR, the detected lateral acceleration value Y _{G of the} lateral acceleration sensor 29, and the detected vehicle speed V of the vehicle speed sensor 32 are shown. Read. Next, the process proceeds to step S3 to calculate the pitch angular acceleration θ ″ and the roll angular acceleration φ ″ by performing the calculations of the above formulas (33) and (34), and then proceeds to step S4 to detect the vehicle speed. The bounce control gain GZ is calculated based on the value V, the detected lateral acceleration Y _G , the pitch angular acceleration θ ″, the roll angular acceleration φ ″, and the like, and proceeds to step S5.

In step S5, as shown in the following equation (36), the bounce control gain GZ calculated in step S4 is multiplied by the vertical speeds X _FL ′ to X _RR ′ to bounce control forces FZ _{FL to} FZ _RR. Is calculated. FZ _i = GZ · X _i ′ (i = FL to RR) (36) Next, in step S6, the lateral acceleration detection value Y _G read in step S2 is read as shown in the following equation (37).
And a roll control gain G′φ arbitrarily set in advance to calculate a roll control force Mφ.

Mφ = G′φ · Y _G (37) Then, the flow shifts to step S7, where the following formula (38) is used.
By calculating the equation (41), the four-wheel hydraulic cylinder 15F
Target control force F _FL to generate a translational motion at L ~ 15RR ~
Calculate F _RR . _{F FL = F N -FZ FL +} (Mθ + L r · Mφ / d) / 2 (L f + L r) ... (38) F FR = F N -FZ FR + (Mθ-L r · Mφ / d) / 2 _{(L f + L r) ...} (39) F RL = F N -FZ RL + (Mθ + L f · Mφ / d) / 2 (L f + L r) ... (40) F RR = F N -FZ RR + (Mθ −L _f · Mφ / d) / 2 (L _f + L _r ) (41) where F _N is a vehicle height control force required to maintain the vehicle height at the target vehicle height, and L _f is a center of gravity point. _Lr is the distance in the front-rear direction from the center of gravity to the rear wheel, and d is the distance in the left-right direction from the center of gravity g to each wheel.

Next, the process proceeds to step S8, for example,
Pressure command value calculation map previously stored in the storage device 42d
With reference to each target control force F_FL~ F_RRPressure command corresponding to
Value P _FL~ P_RRIs calculated, and then the process proceeds to step S9.
Calculated pressure command value P_FL~ P _RRThe output interface times
Via the path 42b to the D / A converters 43FL to 43RR.
And then proceed to step S10 to end the predetermined control.
Judge whether the condition is satisfied or not, and satisfy the control end condition.
If not, the process returns to step S2 to continue the control.
When the control termination condition is satisfied, the control is terminated.
You. Here, the ignition termination
After the switch has been switched from on to off,
Is set when the time has elapsed, this ignition switch
The power of the control device 31 is turned on even after the switch is turned off.
Self-hold state.

FIG. 47 is a flowchart showing the procedure of the bounce control gain calculation process in step S4 of FIG. In the bounce control gain calculation process, first,
In step S41, the vertical acceleration detection values Z _{GFR to} Z _GFR
The front left wheel 1 is calculated by performing the calculation of the above equation (35) based on _GRR.
An estimated vertical acceleration value Z _GFL in 3FL is calculated.

Then, the flow shifts to step S42, where the pitch angular acceleration θ ″ and roll angular acceleration φ ″ calculated in step S3 and the vertical acceleration detection values Z _{GFL to} Z _GRR are subjected to low-pass filter processing and integrated. , Pitch speed θ ', roll speed φ' and vertical speed X _FL '
X _RR ′ is calculated. Next, the process proceeds to step S43,
Vehicle speed detection value V, lateral acceleration detection value Y _G , pitch speed θ ′,
Based on the roll speed phi ', determined from the gain characteristics shown in FIGS. 40 43, the vehicle speed gain G _V, lateral acceleration gain G _Y, pitch rate gain G _P, the roll rate gain G _R.

Here, the vehicle speed gain is G_VIs the car in Figure 40
As shown in the gain characteristics depending on the speed,
For example, when the vehicle speed detection value V is V <V₁(example
V ₁= 80 [km / h]), G_V= −
0.08, V_Two<V (for example, V _Two= 130 km /
h]), G_V= 0.2, V₁<V <V_Twoso
In some cases, the vehicle speed gay increases as the vehicle speed detection value V increases.
G_VIs also set to increase.

Further, the lateral acceleration gain G_YIs the lateral acceleration detection
Outgoing Y_GGain α set by _YAnd the vehicle speed detection value V
Gain β set by_YWith the product
Acceleration detection value Y_GGain α_YIs the lateral acceleration in FIG.
As shown in the gain characteristic (a) of FIG.
Value Y_G, For example, the lateral acceleration detection value Y _G
Is Y_G<Y_G1(Eg Y_G1= 0.3 [G])
Α if_Y= 0, Y_G2<Y_G(Eg Y_G2= 0.5
[G]), α_Y= 1, Y_G1<Y_G<Y _G2so
In some cases, the lateral acceleration detection value Y_GAccording to the gain α_YAlso
Set to increase, the gain β_YIn FIG. 41 (b)
As shown, it is set according to the vehicle speed detection value V, for example,
When the vehicle speed detection value V is V <V_Y1(Eg V_Y1= 100 km
/ H]), β_Y= 0, V_Y2<V (for example, V
_Y2= 140 [km / h]), β_Y= 2.
0, V_Y1<V <V_Y2The vehicle speed detection value V increases
Gain β_YIs also set to increase
You.

Similarly, pitch rate gain _GP is determined by gain α _P set by pitch speed θ ′ and vehicle speed detection value V
Is obtained by multiplying by the gain β _P set by
The gain α _P based on the pitch speed θ ′ is set according to the pitch speed θ ′, as shown in FIG. 42 (a) of the gain characteristics based on the pitch speed.
θ ′ <θ ′ ₁ (for example, θ ′ ₁ = 10 [rad / se
If a _{c!) α P = 0, θ '} 2 <θ' ( for example, in the case of θ _'2 = 25 [rad / sec]) alpha _P
= 1, θ ′ ₁ <θ ′ <θ ′ ₂ , the gain α _P is set to increase according to the pitch speed θ ′, and the gain β _P is set as shown in FIG. is set according to the vehicle speed detection value V, for example, the vehicle speed detecting value V, V <V [theta] ₁
(Eg, Vθ ₁ = 80 [km / h]), β
_P = 0, Vθ ₂ <V (for example, Vθ ₂ = 120 [km /
h]), β _P = 0.4, Vθ ₁ <V <Vθ
_When it is ₂ , the gain β _P is set to increase as the vehicle speed detection value V increases.

Also, the roll rate gain G_RIs a roll
Gain α set by speed φ ' _RAnd the vehicle speed detection value V
Gain β set by_RAnd the product
Gain α by the rule speed φ '_RIs the roll speed shown in FIG.
As shown in the gain characteristic (a) of FIG.
For example, when the roll speed φ ′ is smaller than φ ′ <
φ '₁(Eg φ '₁= 10 [rad / sec])
Α_R= 0, φ '_Two<Φ '(for example, φ'_Two= 2
5 [rad / sec]), α_R= 1, φ '
₁<Φ '<φ'_Two, According to the roll speed φ '
Gain_RIs also set to increase, and the gain β_RIs
As shown in FIG. 43 (b), the setting is made according to the detected vehicle speed V.
For example, if the vehicle speed detection value V is V <Vφ₁(Eg V
φ₁= 80 [km / h]), β_R= 0, V
φ_Two<V (for example, Vφ_Two= 120 [km / h])
In case β_R= 0.4, Vφ₁<V <Vφ_TwoIf it is
Gain β as the vehicle speed detection value V increases._RAlso increase
Is set to

Therefore, the vehicle speed gain G _V is obtained according to the vehicle speed detection value V from the vehicle speed gain characteristic shown in FIG. 40, and then the lateral acceleration detection value Y is obtained from the lateral acceleration gain characteristic (a) shown in FIG. Gain α corresponding to _G
The _Y, determine the gain beta _Y corresponding to the vehicle speed detection value V from (b), to calculate the lateral acceleration gain G _Y by multiplying them. Similarly, the gain α _P corresponding to the pitch speed θ ′ is calculated from (a) of the gain characteristic based on the pitch speed shown in FIG.
From (b), a gain β _P corresponding to the vehicle speed detection value V is obtained,
The pitch rate gain _GP is calculated by multiplying these, and the gain α _R corresponding to the roll speed φ ′ is obtained from the gain characteristics (a) of the roll speed shown in FIG. obtains the gain beta _R which determines the roll rate gain G _R by multiplying them.

Then, the flow shifts to step S44, where a correction coefficient K _G as a lateral acceleration correction coefficient corresponding to the vehicle speed detection value V is obtained from the preset correction coefficient characteristics shown in FIG.
Ask for. Here, the correction factor K _G is set according to the vehicle speed detection value V, for example, the vehicle speed detecting value V is, in the case of V <V _K1 (e.g. V _K1 = 40 [km / h]) of K _G =
0, when V _K2 <V (eg, V _K2 = 80 [km / h]), K _G = 1, and when V _K1 <V <V _K2 , as the vehicle speed detection value V increases. correction factor K _G is also set to increase.

Next, the flow shifts to step S45, where the lateral acceleration detection value Y _G and the correction coefficient K _G obtained in step S44 are obtained.
Multiplying the door, which was a multiplication value KY, then the process proceeds to step S46, obtains the bounce correction gain G _B corresponding to the multiplication value KY calculated in step S46 from the bounce control gain characteristics shown in FIG. 44 (b) . Here, the bounce control gain characteristic is set in advance according to the multiplication value KY. For example, when the multiplication value KY is KY <KY ₁ (for example, KY
G _B = 1 in the case of ₁ = 0.5 [G]), KY ₂ <
If it is KY (e.g. KY ₂ = 1 [G]) is G _B =
0, KY ₁ <KY <bounce correction gain G _B in accordance with the multiplication value KY is increased when it is KY ₂ is set so as to decrease.

Next, in step S47, the following (42)
As shown in the equation, the vehicle speed gain G _V and the lateral acceleration gain G _Y
A value obtained by multiplying the bounce correction gain G _B to the sum of, and the roll rate gain G _R, by adding the pitch rate gain G _P, and calculates the bounce control gain GZ, the process returns to FIG. 46. In the process of _{GZ = G B · (G V} + G Y) + G R + G P ...... (42) The 46 and 47, the processing of step S5 corresponds to the bounce control force calculating means, step S6
Corresponds to the roll control force calculation means, and the processing in step S7
Process to S9 correspond to the control signal forming means, the processing of step S44 corresponds to the lateral acceleration correction coefficient calculating means corresponds to the process governor Soo correction gain calculating means step S45 and S46.

Therefore, assuming that the vehicle is traveling straight on a flat road surface at a constant speed, the lateral acceleration detection value Y _G from the lateral acceleration sensor 29 is Y _G = 0, and the vehicle speed sensor 32 indicates the vehicle speed. Is output, and the vertical acceleration detection values Z _{GFR to} Z _GRR from the vertical acceleration sensors 28FR to 28RR become zero. In the control device 31, the vertical acceleration sensors 28FR to 28FR
The pitch angular acceleration θ ″ and the roll angular acceleration φ ″ are calculated based on the vertical acceleration detection values Z _{GFR to} Z _GRR from the RR, and the vertical acceleration estimation value Z _GFL of the front left wheel 13FL is calculated in the process of step S41. The vertical acceleration detection value Z _GFR
〜Z _GRR is zero, the pitch angular acceleration θ ″, the roll angular acceleration φ ″, and the estimated vertical acceleration Z _GFL are zero.

Therefore, the vertical speeds X _FL 'to X _RR , the pitch speed θ', and the roll speed φ 'calculated in the process of step S42 become zero, and these calculated values and the detected lateral acceleration value Y _G
And the vehicle speed detection value V in the process of step S43,
Vehicle speed gain G _V, lateral acceleration gain G _Y, when obtaining the pitch rate gain G _P and the roll rate gain G _R, the lateral acceleration gain G _Y, pitch rate gain G _P and the roll rate gain G _R is zero.

In this case, the lateral acceleration detection value Y _G = 0
Therefore, the correction coefficient K _G obtained based on the vehicle speed detection value V
A multiplication value of the lateral acceleration detection value Y _G KY is KY <KY ₁ becomes, the bounce correction gain G _B is the G _B = 1 (step S44 to S46), calculates a bounce control gain GZ in the processing of step S47 Then, GZ = G _V.

Then, in the processing of step S5, the bounce
Control gain GZ and vertical speed X_FL'~ X_RRAnd multiply by
Uns control force FZ_FL~ FZ_RRIs calculated, and in step S6
Processed lateral acceleration detection value Y_GRoll control force Mφ based on
When calculated, the vertical speed X_FL'~ X_RRAnd lateral acceleration detection value
Y_GIs zero, the bounce control force FZ_FL~ FZ _RR
And the roll control force Mφ becomes zero, and is calculated in step S7.
Target control force F generated at each wheel_FL~ F_RRLooks at the vehicle height
Vehicle height control force F to maintain the vehicle height_NOnly these are
D / A converters 43FL to 43RR output
/ A converter 43FL-43RR output command voltage
V_FL~ V_RRExcitation current i corresponding to_FL~ I _RRIs a control valve drive
Circuits 44FL-44RR to 17FL-17
Output to the proportional solenoid 17s of the RR, the pressure control valve 1
Control oil pressure P for 7FL to 17RR_CIs the neutral control oil pressure P_NTo
The vehicle height is controlled by the hydraulic cylinders 15FL to 15RR under control.
A control force for maintaining the vehicle height is generated.

In this state, an in-phase bounce input is applied to the vehicle.
Assuming that there is a vertical acceleration detection value Z_GFR~ Z_GRR
Is a positive or negative value according to the vertical acceleration. At this time,
Bounce correction gain G_BIs G_B= 1, so bounce
Control gain GZ is GZ = G _VAnd, as above,
Bounce control gain GZ and vertical speed X_FL'~ X_RR´and
Bounce control force FZ according to_FL~ FZ_RRIs calculated.

The bounce control forces FZ _{FL to} FZ _FL
The target control forces F _{FL to} F _RR calculated based on the _RR , the roll control force Mφ, and the vehicle height control force F _N are used to control the pressure control valve 17F.
Control pressure P _C of L~17RR is controlled, the pressure control valve 1
Increasing pressure or a control hydraulic pressure P _C of 7FL~17RR by reducing the pressure, the thrust of the hydraulic cylinder 15FL~15RR is increased or decreased bounce is suppressed, the vehicle body is maintained substantially flat state.

Therefore, when the lateral acceleration detection value Y _G is Y _G =
0, i.e., if the vehicle body is not roll, bounce correction gain G _B is G _B = 1, does not correct small bounce control force FZ _FL ~FZ _RR, reliably bounce by bounce input Suppress. Next, it is assumed that the vehicle is turning right flat road, this time, the multiplication value KY of the correction coefficient K _G and the lateral acceleration detected value Y _G determined based on the vehicle speed detected value V in FIG. 44 , KY <KY ₁
State.

At this time, a detection value V corresponding to the vehicle speed is output from the vehicle speed sensor 32, and a lateral acceleration detection value Y _G consisting of a positive voltage is output from the lateral acceleration sensor 29. The vertical acceleration detection values Z _{GFR to} Z _GRR corresponding to the vertical acceleration are output from the sensors 28FR to 28RR. Then, similarly to the above, each of the vertical acceleration sensors 2
Vertical acceleration detection values Z _GFR -Z from 8FR-28RR
Obtaining the _GRR, a lateral acceleration detection value Y _G, based on the vehicle speed detecting value V vehicle speed gain G _V, lateral acceleration gain G _Y, the pitch rate gain G _P and the roll rate gain G _R.

In this case, the product KY of the correction coefficient K _G obtained based on the vehicle speed detection value V and the lateral acceleration detection value Y _G is KY.
<Because in KY _1, bounce correction gain G _B is G _B =
Therefore, the bounce control gain GZ is GZ = G
A _{V + G Y + G P +} G R. Based on the bounce control gain GZ, bounce control forces FZ _{FL to} FZ _RR are calculated,
Further, a roll control force Mφ is calculated based on the detected lateral acceleration value Y _G, and a target control force F _FL generated at each wheel is calculated based on the roll control force Mφ.
ＦF _RR is calculated. This target control force F _FL -F _RR is D / A
Converters 43FL-43RR output command voltages V _FL -V output from D / A converters 43FL-43RR.
The excitation currents i _{FL to} i _RR corresponding to V _RR are
4FL to 44RR are output to the proportional solenoids 17s of the pressure control valves 17FL to 17RR, and are output from the pressure control valves 17FL to 17RR.
Control pressure P _C of ~17RR is controlled.

[0228] In this case, since the vehicle is turning right, the pressure control valve 17FL and 17RL on the left wheel side becomes larger than the neutral control pressure P _N, the pressure control valve of the right wheel side 17F
R and 17RR becomes a value smaller than the neutral control pressure P _N, the thrust of the hydraulic cylinders 15FL and 15RL of the left wheel side is increased, the right wheel side hydraulic cylinder 15FR and 15
The thrust of the RR is reduced, suppressing the roll of the vehicle body and maintaining the vehicle body in a substantially flat state.

In this state, assuming that the vehicle receives a bounce input in phase, the vertical acceleration detection value Z
_GFR- Z _GRR increases in the positive or negative direction depending on the magnitude of the bounce input. Performs processing similar to the above, when obtaining the bounce correction gain G _B, vehicle speed and lateral acceleration of the vehicle does not change bounce correction gain G _B remains at G _B = 1.

Therefore, the bounce control gain GZ is G
_{Z = G V + G Y +} G P + G R , and the bounce control force corresponding to the bounce control gain GZ vertical velocity _{X FL '~X RR' FZ FL} ~FZ RR is calculated, in this case, vertical velocity X _FL '~ As X _RR ′ increases, the bounce control forces FZ _{FL to} FZ _RR also increase, and the roll control force Mφ and the bounce control force FZ _FL calculated based on the lateral acceleration detection value Y _G.
～FZ _RR target control force F _FL to F _RR is calculated from this target control force F _FL to F _RR, the pressure control valve 17FL~
Control pressure P _C of the 17RR is controlled, the pressure control valve 17F
Further increasing pressure or a control hydraulic pressure P _C of L~17RR by reducing the pressure, is suppressed bounce and roll the thrust of the hydraulic cylinder 15FL～15RR, the vehicle body is maintained substantially flat state.

[0231] In this case, the bounce correction gain G _B is G _B
= 1 and the bounce control gain GZ is not corrected small, but in this case, the product KY of the correction coefficient K _G obtained based on the vehicle speed detection value V and the lateral acceleration detection value Y _G is KY <
A KY _1, lateral acceleration detection value Y _G is small state, or a state the vehicle speed detecting value V is small, since the rolling of the vehicle body is small, even if a bounce input to the vehicle in this state, the bounce input The body is not vibrated in the roll direction.

Next, the vehicle is turning right on a flat road surface.
In this state, the supplementary value obtained based on the detected vehicle speed value V is used.
Positive coefficient K_GAnd lateral acceleration detection value Y_GFIG. 4 shows the product KY
In 4, KY₁<KY <KY_TwoState.
At this time, the correction coefficient K obtained based on the vehicle speed detection value V_GWhen
Lateral acceleration detection value Y_GMultiplied by KY is KY₁<KY <K
Y_TwoTherefore, the bounce correction gain G_BIs 0 <G_B<
1 and the bounce control gain GZ becomes GZ = G_B・ (G
_V+ G_Y) + G _P+ G_RAnd therefore bounce control
Force FZ_FL~ FZ_RRIs a small corrected value. Soshi
And the roll control force Mφ and the bounce control force FZ_FL~ FZ_RR
And the target control force F_FL~ F_RRIs calculated.
And the control oil pressure P of the pressure control valves 17FL to 17RR._CBut
The pressure control valves 17FL and 17RL on the left wheel side are
Vertical control hydraulic pressure P_NLarger value, and similarly, the right wheel side
Pressure control valves 17FR and 17RR are neutral control oil pressure P_N
Is smaller than the left wheel side hydraulic cylinder 15F.
L and 15 RL are increased, and the right wheel hydraulic
The thrust of the dampers 15FR and 15RR is reduced,
To keep the vehicle body almost flat.

[0233] In this state, assuming that there is bounced input phase to the vehicle, the bounce correction gain G _B is 0 <G
_{Since B} <1, the bounce control gain GZ is GZ = G
_{B · (G V + G Y} ) + G P + G bounce control force becomes _R FZ _FL ~FZ _RR is smaller correction was calculated the bounce control force FZ _FL ~FZ _RR and a lateral acceleration detection value Y _G based on The target control forces F _{FL to} F _RR are calculated based on the roll control force Mφ, whereby the pressure control valves 17FL to 17RR are calculated.
Is controlled.

[0234] Thus, by that there was bounced input, the control hydraulic pressure P _C of the pressure control valve 17FL and 17RL of the left wheel side becomes the highest control pressure P _MAX or more, the pressure control valve of the right wheel side 17FR and 17RR control Hydraulic pressure P _C
Is lower than the maximum control oil pressure P _MIN , for example, when the pressure is increased, the right wheel side pressure control valves 17FR and 17R
If only R is increased, and conversely, if the pressure is reduced, only the pressure control valves 17FL and 17RL on the left wheel side are reduced in pressure, so that the vibration is applied in the roll direction. Since the forces FZ _{FL to} FZ _RR are formed with a small correction, the excitation force in the roll direction becomes small,
Therefore, the vibration of the vehicle body in the roll direction is prevented.

Next, the vehicle is turning right on a flat road surface. At this time, a multiplication value KY of a correction coefficient K _G obtained based on the vehicle speed detection value V and a lateral acceleration detection value Y _G is obtained. Figure 4
In 4, it is assumed that KY ₂ <KY. In this case, since the multiplication value KY of the correction coefficient K _G and the lateral acceleration detected value Y _G determined based on the vehicle speed detection value V is a KY ₂ <KY, bounce correction gain G _B is G _B = 0, and the bounce control gain GZ becomes GZ = G _P + G _R. And
The bounce calculated control gain GZ and the vertical velocity X _FL 'bounce control force from the ~X _RR FZ _FL ~FZ _RR, also calculates a roll control force Mφ based on the lateral acceleration detection value Y _G,
Based on these, the target control forces F _{FL to} F _RR generated at each wheel are calculated.

[0236] Then, by the target control force F _FL to F _RR, controlled control pressure P _C of the pressure control valve 17FL~17RR is, the thrust of the hydraulic cylinders 15FL and 15RL of the left wheel side is increased, the right wheel side hydraulic Cylinder 15FR and 1
The thrust of 5RR is reduced, and the roll of the vehicle body is reliably suppressed to maintain the vehicle body in a substantially flat state. In this state,
Assuming that there is bounced input phase to the vehicle, this time, since the bounce correction gain G _B is the G _B = 0,
Under bounce control gain GZ is GZ = G _P + G _R next, a bounce control force FZ _FL ~FZ _RR corresponding to the bounce control gain GZ and vertical velocity X _FL '~X _RR', the lateral acceleration detection value Y _G The pressure control valves 17FL to 17FL are controlled by the target control forces F _{FL to} F _{RR including} the roll control force Mφ calculated
RR is controlled.

[0237] In this case, the bounce correction gain G _B is G _B
= 0, the bounce control gain GZ is largely suppressed, and the bounce control forces FZ _{FL to} FZ _RR are corrected to be significantly small, so that when the roll of the vehicle body is large, the pressure control valves 17FL to 17 Bounce control force Bounce control force FZ _{FL to} FZ even if a bounce input is received while 17RR is at the maximum or minimum control hydraulic pressure
_{Since the RR} is suppressed, the exciting force in the roll direction is suppressed, so that the vehicle is prevented from being excited in the roll direction.

Therefore, according to the sixth embodiment, the vehicle
Both vehicle speed detection values V and lateral acceleration detection values Y_GSet based on
Bounce correction gain G_BThe vehicle speed gain G_V
And lateral acceleration gain G_YAnd bounce correction
The gain GZ is set and the bounce control force FZ
_FL~ FZ_RRIs corrected to a small value, and the bounce control force FZ _FL
~ FZ_RRAnd the target control force F based on the roll control force Mφ
_FL~ F_RRThe vehicle turns sharply at high speed
Pressure control valves 17FL to 17R
R control oil pressure P_CIs the highest control oil pressure P_MAXOr minimum control oil
Pressure P_MINThere was a bounce input with the value close to
Control hydraulic pressure P_CIf the pressure is further increased or decreased
In this case, only one of the left wheel side and right wheel side
Ensures vibration in the roll direction caused by pressure
Can be suppressed, which can lead to
Can be improved.

[0239] In addition, the bounce correction gain G _B is the basis of the vehicle speed detection value V and the lateral acceleration detected value Y _G, to reduce the bounce correction gain G _B larger the roll,
Since the bounce control forces FZ _{FL to} FZ _RR are made smaller, the bounce control forces FZ _{FL to} FZ _RR are not corrected and the bounce is reliably suppressed and rolled when not rolling. In the state, the bounce control forces FZ _{FL to} FZ _RR can be effectively suppressed according to the size of the roll.

In the sixth embodiment, the case where the three vertical acceleration sensors 28FR to 28RR are installed has been described. However, the present invention is not limited to this case. A vertical acceleration sensor may be arranged, and the vertical acceleration sensors 28RL and 28RR on the rear wheel side need not be arranged symmetrically with respect to a longitudinal line passing through the roll center, but may be arranged at any position. Alternatively, if the three vertical acceleration sensors are arranged so as not to be on a straight line, the bounce, the pitch, and the acceleration in the roll direction can be calculated, and the above-described embodiment becomes possible.

In the sixth embodiment, the case where the control device 31 includes the microcomputer 42 has been described. However, the present invention is not limited to this. , And electronic circuits such as logic circuits.
The control valves include pressure control valves 17FL to 17RR.
The present invention is not limited to this, and other flow control type servo valves and the like can be applied.

In the sixth embodiment, the case where the working oil is used as the working fluid has been described. However, the present invention is not limited to this, and any working fluid may be used as long as it has a low compression ratio. I can do it. Further, in the sixth embodiment, the case where the hydraulic cylinder is applied as the actuator for adjusting the vehicle height has been described. However, the present invention is not limited to this, and an air suspension can be applied. Any actuator can be used as long as it can generate a thrust for raising and lowering the pressure.

Although the sixth embodiment has been described with reference to the case where the vehicle is turning right, the same effect can be obtained when the vehicle turns left. In addition, the sixth
In the embodiment has described the case of applying the lateral acceleration sensor as a roll state detecting means, based on the vertical acceleration detection value Z _GFR to Z _GRR, the (34) the roll angle calculated by performing the calculation of the equation It is also possible to apply acceleration. Further, although a lateral acceleration sensor is applied as the lateral acceleration detecting means, it can be calculated based on a detection value of the steering angle sensor.

Further, in the above embodiment, the case where the bounce suppression control and the roll suppression control are performed has been described. However, the pitch suppression control may be performed simultaneously.

[0245]

[0246]

[0247]

As described above, according to the first aspect of the present invention, when one of the detected values of the roll state detecting means and the pitch state detecting means increases,
The control gain corresponding to the other and the control gain corresponding to the bounce are corrected to be small by the gain correction means, and the control signal forming means uses the corrected control gain and each of the detected values of the bounce, pitch, and roll state detection means in the control signal forming means. By forming the control signal, when either one of the detected values of the pitch state and the roll state detecting means is large, the control force in the bounce direction is corrected to be small, and the control force for the larger one of the detected values of the pitch and roll state detecting means is corrected. , Priority is given to the one with a larger attitude change, and the steering stability of the vehicle can be improved.

[0248] In addition, the suspension control apparatus according to claim 2, the gain correction means calculates a pitch angle compensation coefficient based on the detected value of the roll state detecting means, the pitch angle compensation factor and the pitch state detection By multiplying the detection value of the means, the pitch state detection value is corrected to be smaller as the roll state detection value increases, and the control gain is corrected according to the corrected pitch state detection value and the roll state detection value. In addition, it is possible to preferentially suppress the roll state in which the steering stability is lower than the pitch state, and it is possible to improve the steering stability.

Further, in the suspension control device according to the third aspect , the gain correction means corrects the control gain in accordance with the detection value of the vehicle speed detection means, so that the attitude control can be performed with higher accuracy. A suspension according to claim 4.
The control unit controls the roll state and pitch state of the vehicle body.
A second state detecting means for detecting or estimating at least one of them;
Depending on the detection value of the gear and the detection value of the vehicle speed detection means,
Control gain corresponding to the bounce by the gain correction means
Corrected small and detected or estimated by the first state detection means
Bounce state of vehicle body and detection value of second state detection means
And control signal forming means based on the corrected control gains and
Forms a control signal for the posture change suppression mechanism
As a result, at least the control force in the bounce direction
The detection value of the second state detection means and the detection value of the vehicle speed detection means
And the detected value of the second state detecting means
The corresponding control force is prioritized according to the vehicle speed, so roll
Or control the vehicle by preferentially controlling the attitude change in the pitch direction
Stability can be improved. In the suspension control device according to a fifth aspect , the gain correction unit may be configured such that, when the detected values of the roll state and the pitch state are increasing, for example, when the detected values are decreasing. By correcting each control gain and correcting each control gain with a hysteresis characteristic, it is possible to improve the convergence of the posture change and prevent a sudden change in the control force. The suspension control device according to claim 6 is a vehicle control device.
At least one of the roll state and the pitch state
According to the detected value of the second state detecting means to be detected or estimated
At least the control gain corresponding to the bounce
The correction means makes small corrections with hysteresis characteristics.
The bouncing state of the car body detected or estimated by the state detecting means 1
Values detected by the state and second state detecting means, and each corrected control
Posture change suppression by control signal forming means based on gain
By forming a control signal for the control mechanism,
A second state detecting means for controlling the control force in the bounce direction
Is suppressed to a small value according to the detection value of the second state detection means.
Since priority is given to the control force corresponding to the detected value,
At the same time, the attitude change in the pitch direction is suppressed with priority.
To prevent sudden changes in the control force of the vehicle and improve the steering stability of the vehicle
Can be

Further, the suspension control device according to claim 7 calculates a bounce correction gain based on the vehicle speed and the lateral acceleration, and calculates a bounce control force for the bounce based on the calculated bounce correction gain and the vertical acceleration. By forming a control signal based on the calculated bounce control force and the roll control force, the bounce control force is corrected to a small value according to the size of the roll of the vehicle body, and the bounce control force in the roll direction accompanying the bounce input at the time of rolling is reduced. Excitation can be prevented, and the steering stability of the vehicle can be improved.

Further, the suspension control device according to claim 8 calculates a lateral acceleration correction coefficient based on the vehicle speed, calculates a bounce correction gain based on the calculated lateral acceleration correction coefficient and the lateral acceleration, and calculates the vehicle speed and the lateral acceleration. By calculating a bounce control force based on the corresponding vehicle speed gain and lateral acceleration gain, the vertical speed, and the bounce correction gain, and forming a control signal for the actuator based on the calculated bounce control force and the roll control force. , Based on the lateral acceleration and vehicle speed, the smaller the roll size, the smaller the bounce control force is corrected, and the vibration in the roll direction due to the bounce input during the roll is prevented to improve the steering stability of the vehicle Can be done.

Further, the suspension control device according to the ninth aspect does not correct the bounce control force when the roll is small such that the vehicle speed is equal to or lower than the first vehicle speed, and multiplies the lateral acceleration correction coefficient by the lateral acceleration. When the roll is larger than the second multiplied value, the bounce control force is corrected to zero, and when the roll in which the roll direction is likely to be excited by the bounce input is large, the bounce control force is reduced. By correcting the bounce control force to zero and not correcting the bounce control force when the roll is small, the bounce control force can be corrected effectively, preventing vibration in the roll direction due to bounce input during rolling The steering stability of the vehicle can be improved.

A suspension control device according to a tenth aspect provides a vehicle speed gain and a lateral acceleration gain corrected by a bounce correction gain, and a roll rate gain and a pitch rate corresponding to a roll speed and a pitch speed calculated based on a vertical acceleration. By calculating the bounce control force based on the gain and the vertical speed obtained by integrating the vertical acceleration,
Since the bounce control force is formed in consideration of the control force in the bounce direction associated with the roll and the pitch, the steering stability of the vehicle can be further improved.

[Brief description of the drawings]

FIG. 1 is a basic configuration diagram showing a schematic configuration of a suspension control device according to the present invention.

FIG. 2 is a basic configuration diagram showing a schematic configuration of a suspension control device according to the present invention.

FIG. 3 is a basic configuration diagram showing a schematic configuration of a suspension control device according to the present invention.

FIG. 4 is a basic configuration diagram showing a schematic configuration of a suspension control device according to the present invention.

FIG. 5 is a basic configuration diagram showing a schematic configuration of a suspension control device according to the present invention.

FIG. 6 is a schematic configuration diagram of a first embodiment of the present invention.

7 is a characteristic diagram showing the relationship between the exciting current i of the pressure control valve and the control pressure P _C.

FIG. 8 is an explanatory diagram showing an arrangement relationship of a vertical acceleration sensor in the first embodiment.

FIG. 9 is a characteristic diagram showing a relationship between a vertical acceleration of a vertical acceleration sensor and an output voltage.

FIG. 10 is a configuration diagram of a control device 31 in the first embodiment.

FIG. 11 is a block diagram showing a configuration of an acceleration calculation circuit 102.

FIG. 12 is an explanatory diagram showing a correspondence between a pitch angular velocity and a roll angular velocity and a correction coefficient.

FIG. 13 is a block diagram showing a configuration of a control force calculation circuit 105.

FIG. 14 is a schematic configuration diagram of a second embodiment of the present invention.

FIG. 15 is a configuration diagram of a control device 31 according to the second embodiment.

FIG. 16 is a block diagram illustrating a configuration of a displacement calculation circuit 202.

FIG. 17 is a block diagram illustrating a configuration of a control force calculation circuit 205.

FIG. 18 is a schematic configuration diagram of a third embodiment of the present invention.

FIG. 19 is an output characteristic diagram of a lateral acceleration sensor applicable to the third embodiment.

FIG. 20 is an output characteristic diagram of a longitudinal acceleration sensor applicable to the third embodiment.

FIG. 21 is a configuration diagram of a control device 31 in a third embodiment.

FIG. 22 shows lateral acceleration detection value Y _G and longitudinal acceleration detection value X
FIG. 9 is an explanatory diagram illustrating a correspondence between _G and a correction coefficient.

FIG. 23 is a block diagram showing a configuration of an anti-roll pitch control force calculation circuit 307.

FIG. 24 is a schematic configuration diagram of a fourth embodiment of the present invention.

FIG. 25 is a configuration diagram of a control device 31 in a fourth embodiment.

FIG. 26 is a flowchart illustrating a processing procedure when the control device 31 in the first embodiment is formed by a microcomputer.

FIG. 27 is an example showing a correspondence between a posture change reference value and a correction coefficient.

FIG. 28 is an example showing a correspondence between a posture change reference value and a correction coefficient.

FIG. 29 is an example showing a correspondence between a posture change reference value in the roll direction and a correction coefficient.

FIG. 30 is a schematic configuration diagram of a fifth embodiment of the present invention.

FIG. 31 is a longitudinal sectional view illustrating an example of a variable damping force shock absorber 501.

FIG. 32 is a configuration diagram of a control device 31 according to a fifth embodiment.

FIG. 33 is a block diagram showing a configuration of a speed calculation circuit 502.

FIG. 34 is a flowchart showing a processing procedure when a damping constant is set by the control force calculation circuit 505.

FIG. 35 is a schematic configuration diagram of a sixth embodiment of the present invention.

FIG. 36 is an explanatory diagram showing an arrangement relationship of a vertical acceleration sensor in a sixth embodiment.

FIG. 37 is an output characteristic diagram of a lateral acceleration sensor applicable to the sixth embodiment.

FIG. 38 is a block diagram illustrating an example of a control device 31 according to a sixth embodiment.

FIG. 39 is an explanatory diagram showing acceleration at the center of gravity.

FIG. 40 is a vehicle speed gain characteristic diagram showing gain characteristics according to vehicle speed.

FIG. 41 is a lateral acceleration gain characteristic diagram showing gain characteristics according to lateral acceleration.

FIG. 42 is a pitch speed gain characteristic diagram showing gain characteristics according to pitch speed.

FIG. 43 is a roll speed gain characteristic diagram showing a gain characteristic according to a roll speed.

FIG. 44 is a characteristic diagram showing a correspondence between a vehicle speed and a lateral acceleration and a bounce correction gain.

FIG. 45 is an explanatory diagram showing a roll control force at the center of gravity.

FIG. 46 is a flowchart illustrating an example of a processing procedure of a control device.

FIG. 47 is a flowchart illustrating a procedure of a bounce control gain calculation process.

[Explanation of symbols]

11FL-11RR Active suspension 12 Body side member 13FL-13RR Wheel 14 Wheel side member 15FL-15RR Hydraulic cylinder 17FL-17RR Pressure control valve 28FR-28RR Vertical acceleration sensor 29,29F, 29R Lateral acceleration sensor 30 Forward / backward acceleration sensor 31 Control device 32 vehicle speed sensor 42 microcomputer 44FL-44RR control valve drive circuit 52FL-52RR stroke sensor 53FL-53RR stroke speed sensor 501FL-501RR damping force variable shock absorber

──────────────────────────────────────────────────続 き Continuation of the front page (72) Michito Hirahara 2 Nissan Motor Co., Ltd. 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Prefecture (56) References JP-A-4-362408 (JP, A) JP-A-4- 38217 (JP, A) JP-A-2-179534 (JP, A) JP-A-2-231213 (JP, A) JP-A-62-289420 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60G 17/015

Claims (10)

(57) [Claims] An attitude change suppression mechanism capable of individually generating a control force for suppressing an attitude change of a vehicle body in response to a control signal interposed between each wheel and the vehicle body, Bounce state detection means for detecting or estimating the bounce state, roll state detection means for detecting or estimating the roll state of the vehicle body, pitch state detection means for detecting or estimating the pitch state of the vehicle body, the roll state detection means, pitch A suspension control device including a control unit that forms the control signal based on each detection value of the state detection unit and the bounce state detection unit and a control gain corresponding to a preset bounce, pitch, and roll, When one of the detected values of the roll state detecting means and the pitch state detecting means is larger than the other, the control means controls the control gay corresponding to the other. Gain control means for correcting the control gain corresponding to the bounce and the bounce to a small value, and a control signal formation for forming the control signal based on the control gain corrected by the gain correction means and the detection value of each state detection means. And a suspension control device. Wherein said gain correcting means, on the basis of the roll state detection value of said roll state detecting means, calculates a becomes smaller pitch angle compensation factor as detected value becomes large,
By multiplying the pitch state detection value of the pitch state detecting means and the pitch angle compensation coefficient to correct the pitch state detection value,
The suspension control device according to claim 1, wherein the control gain is corrected in accordance with the corrected pitch state detection value and the corrected roll state detection value. Wherein said gain correcting means comprises vehicle speed detecting means for detecting a vehicle speed, 請 Motomeko 1 or claim 2, characterized in that corrects the control gain in accordance with the detected value of the vehicle speed detecting means The suspension control device as described in the above. 4. A posture change suppressing mechanism capable of individually generating a control force for suppressing a change in posture of a vehicle body according to a control signal interposed between each wheel and the vehicle body, First state detecting means for detecting or estimating a bounce state; second state detecting means for detecting or estimating at least one of a roll state and a pitch state of the vehicle body; and the first and second state detecting means And a control means for forming the control signal based on both the detected values and a control gain corresponding to a preset bounce, pitch and roll, wherein the control means detects a vehicle speed. Detecting means; gain correcting means for correcting at least a control gain corresponding to the bounce in accordance with a detected value of the vehicle speed detecting means and a detected value of the second state detecting means; A suspension control device comprising: a control signal forming unit that forms the control signal based on a control gain corrected by a correcting unit and both detection values of the first and second state detecting units. 5. The suspension control device according to claim 1, wherein said gain correction means corrects each control gain with a hysteresis characteristic. 6. A posture change suppressing mechanism capable of individually generating a control force for suppressing a change in posture of a vehicle body according to a control signal interposed between each wheel and the vehicle body, First state detecting means for detecting or estimating a bounce state; second state detecting means for detecting or estimating at least one of a roll state and a pitch state of the vehicle body; and the first and second state detecting means And a control means for forming the control signal based on both the detected values and a control gain corresponding to a preset bounce, pitch, and roll. Gain correction means for correcting at least a control gain corresponding to the bounce in accordance with a detection value of the means with hysteresis characteristics; and a control gain corrected by the gain correction means and the first gain. And a control signal forming means for forming the control signal based on both detection values of the second state detecting means. 7. A posture change suppressing mechanism capable of individually generating a control force for suppressing a change in posture of a vehicle body according to a control signal interposed between each wheel and the vehicle body, Vertical acceleration detecting means for detecting vertical acceleration, roll state detecting means for detecting or estimating the roll state of the vehicle body,
A suspension control device comprising: a control unit that forms the control signal based on both detected values of the vertical acceleration detection unit and the roll state detection unit; the suspension control device includes a vehicle speed detection unit that detects a vehicle speed; A lateral acceleration detecting means for detecting a lateral acceleration occurring in the vehicle, wherein the control means calculates a bounce correction gain based on a detected value of the vehicle speed detecting means and a detected value of the lateral acceleration detecting means. Means, bounce control force calculation means for calculating a bounce control force for bounce based on the detected value of the vertical acceleration detection means and the bounce correction gain calculated by the bounce correction gain calculation means, and the roll state detection means A roll control force calculating means for calculating a roll control force based on the detected value; and a bounce control force calculating means. Suspension control system, characterized in that the and a control signal forming means for forming said control signal based on the bounce control force and the roll control force of the roll control force calculating means. 8. A posture change suppressing mechanism capable of individually generating a control force for suppressing a change in posture of the vehicle body in response to a control signal interposed between each wheel and the vehicle body, Vertical acceleration detecting means for detecting vertical acceleration, roll state detecting means for detecting or estimating the roll state of the vehicle body,
A suspension control device comprising: a control unit that forms the control signal based on the detection values of the vertical acceleration detection unit and the roll state detection unit; wherein the suspension control device includes a vehicle speed detection unit that detects a vehicle speed; A lateral acceleration detecting means for detecting a lateral acceleration generated in the vehicle, the control means comprising: a lateral acceleration correction coefficient calculating means for calculating a lateral acceleration correction coefficient in accordance with a detection value of the vehicle speed detecting means; A bounce correction gain calculation means for calculating a bounce correction gain according to the lateral acceleration correction coefficient calculated by the correction coefficient calculation means and the detection value of the lateral acceleration detection means, and a vehicle speed gain corresponding to the detection value of the vehicle speed detection means. A vertical acceleration gain corresponding to a detection value of the lateral acceleration detection means, a vertical velocity obtained by integrating a detection value of the vertical acceleration detection means, and the bounce Bounce control force calculation means for calculating a bounce control force for bounce based on the bounce correction gain calculated by the positive gain calculation means, and roll control for calculating a roll control force based on a detection value of the roll state detection means Force calculating means, and control signal forming means for forming the control signal based on the bounce control force calculated by the bounce control force calculating means and the roll control force calculated by the roll control force calculating means. A suspension control device. 9. A posture change suppressing mechanism capable of individually generating a control force for suppressing a change in posture of a vehicle body in accordance with a control signal interposed between each wheel and the vehicle body, Vertical acceleration detecting means for detecting vertical acceleration, roll state detecting means for detecting or estimating the roll state of the vehicle body,
A suspension control device comprising: a control unit that forms the control signal based on the detection values of the vertical acceleration detection unit and the roll state detection unit; wherein the suspension control device includes a vehicle speed detection unit that detects a vehicle speed; And a lateral acceleration detecting means for detecting a lateral acceleration generated in the vehicle, wherein the control means detects that the detected value of the vehicle speed detecting means is a first value.
0 when the vehicle speed is equal to or lower than the vehicle speed, and a predetermined positive value when the vehicle speed is equal to or higher than the second vehicle speed, and a lateral value that increases as the vehicle speed increases between the first vehicle speed and the second vehicle speed. A lateral acceleration correction coefficient calculating means for calculating an acceleration correction coefficient; and a product of a lateral acceleration correction coefficient calculated by the lateral acceleration correction coefficient calculating means and a detection value of the lateral acceleration detecting means being equal to or less than a first multiplied value. 1 when the value is greater than or equal to the second multiplied value and 0
A bounce correction gain calculating means for calculating a bounce correction gain which decreases as the multiplication value increases between the first multiplication value and the second multiplication value, and a vehicle speed corresponding to the detection value of the vehicle speed detection means Bounce control for bounce based on a gain, a lateral acceleration gain corresponding to a detection value of the lateral acceleration detection means, a vertical velocity obtained by integrating the vertical acceleration detection value, and a bounce correction gain calculated by the bounce correction gain calculation means. Bounce control force calculation means for calculating force, roll control force calculation means for calculating roll control force based on the detection value of the roll state detection means, bounce control force calculated by the bounce control force calculation means, Control signal forming means for forming the control signal based on the roll control force calculated by the roll control force calculating means. Scan Pension control device. 10. The bounce control force calculation means corrects a vehicle speed gain and a lateral acceleration gain by a bounce correction gain calculated by the bounce correction gain calculation means,
The vehicle speed gain and the lateral acceleration gain, the roll rate gain and the pitch rate gain corresponding to the roll speed and the pitch speed calculated based on the detection values of the vertical acceleration detecting means, and the detection values of the vertical acceleration detecting means are integrated. The suspension control device according to any one of claims 7 to 9, wherein the bounce control force is calculated based on the vertical speed calculated by the processing.