JPH07205629A - Hydraulic active suspension controller - Google Patents

Abstract

PURPOSE:To prevent rear wheel control output from becoming excessive in a preview-control-type hydraulic active suspension controller by, when a tempered tire is installed in a front wheel, correcting a preview gain of a rear wheel corresponding to the front wheel toward a lesser value. CONSTITUTION:In a preview control, in which the rear-wheel-side road surface input is predicted based on both front-wheel-side road surface input and delay time so that the force to cancel the road surface input when the rear wheel passes is generated, a preview gain to correct the control output to the rear wheel is set (a). Next, based on the preview gain set and preview controlling force, an preview control output to a hydraulic actuator (f) is calculated (g). In such a controller, it is detected whether or not any one of four (front and rear) wheels is equipped with a tempered tire (h) and, if so, whether or not the wheel equipped with the tempered tire is the front one (i). If this wheel is the front one, the preview gain of the rear wheel corresponding to the front wheel is corrected toward a lesser value (j).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic active suspension control device by preview control for predicting a rear wheel side road surface input based on a front wheel side road surface input and a delay time and generating a force for canceling the road surface input when a rear wheel passes.

[0002]

2. Description of the Related Art Conventionally, as a hydraulic active suspension control device by preview control, for example, one disclosed in Japanese Utility Model Laid-Open No. 4-20809 is known.

The above-mentioned conventional source shows a preview control technique for predicting a rear-wheel-side road surface input from a front-wheel-side road surface input and a delay time and generating a force to cancel the road-surface input when the rear wheel passes.

[0004]

However, in the above-mentioned conventional hydraulic active suspension control device, the influence of the temper tire mounting is affected even when one tire is replaced with a temper tire due to puncture or the like. Since normal preview control is continued without any consideration, the control force applied to the rear wheels is excessive if a temper tire with a large vertical spring constant is attached to the front wheels that detect road surface input. In addition, there is a problem that a rear wheel control timing is deviated when a temper tire having a different diameter is mounted on the rear wheel side for detecting the vehicle speed.

That is, when the wheels to which the temper tires having the same or different diameters are attached are the front wheels for detecting the road surface input, the temper spring increases the longitudinal spring constant, and the front wheels add to the vehicle body from the road surface. There is a difference between the force and the force applied to the vehicle body from the road surface at the rear wheels, and an excessive control force is applied to the rear wheels for balancing.

Further, when the wheels to which the temper tires of different diameters are mounted are the rear wheels for detecting the vehicle speed, the diameter of the temper tire becomes smaller than that of the standard tire so that the vehicle speed is higher than the actual vehicle speed. It is erroneously detected that there is, and the road surface input delay time from the front wheels to the rear wheels, which is determined by the vehicle speed, is shortened, and the rear wheel control timing is deviated.

The present invention has been made in view of the above problems. A first object of the present invention is to provide, in a hydraulic active suspension control device by preview control, wheels to which tempered tires of the same diameter or different diameters are mounted. Is to prevent the rear wheel control output from becoming excessive when the front wheel detects a road surface input.

A second object of the present invention is to prevent the rear wheel control output from becoming excessively large and prevent the rear wheel control output from becoming excessive when the wheels on which the tempered tires of different diameters are mounted are the front wheels for detecting road surface input. When the wheel on which the tire is mounted is the rear wheel that detects the vehicle speed, it is to prevent the rear wheel control timing from deviating.

The third object is to detect the temper tire mounting wheels having different diameters by a simple detection method in addition to the first object or the second object.

[0010]

In order to achieve the first object, in the hydraulic active suspension control device according to the first aspect of the present invention, as shown in the claim correspondence diagram of FIG. 1, the road surface on the front wheel side is shown. A preview gain setting means a for predicting a rear-wheel-side road surface input based on the input and delay time and setting a preview gain for correcting a control output to the rear wheel by preview control for generating a force for canceling the road surface input when the rear wheel passes, and a front wheel. Front wheel road surface input calculation means b for calculating the road surface input to the front wheel, front and rear wheel delay time setting means c for setting a delay time in which the road surface input to the front wheel becomes the road surface input to the rear wheel, and the stored front wheel road surface input The rear wheel road surface input estimating means d which estimates the data before and after the front and rear wheel delay time of the calculated value data as the rear wheel road surface input, and the preview control force is calculated from the estimated rear wheel road surface input. In the hydraulic active suspension control device by preview control, which includes review control force calculation means e and preview control output calculation means g for calculating preview control output to the hydraulic actuator f by the set preview gain and preview control force, A temper tire detecting means h for detecting which of the four front and rear wheels is equipped with a temper tire, and a temper tire mounting wheel determining means i for judging whether the wheel on which the temper tire is mounted is a front wheel. When,
When a temper tire is attached to a front wheel that detects a road surface input, a preview gain correction unit j that corrects a preview gain of a rear wheel corresponding to the front wheel to be small
And are provided.

In order to achieve the above second object, the hydraulic active suspension control system according to the second aspect of the present invention, as shown in the claim correspondence diagram of FIG.
In the hydraulic active suspension control device described above, the temper tire detecting means h is means for detecting which of the four front and rear wheels the temper tire is attached to, depending on whether or not the tire diameter is different. Yes, the temper tire mounting wheel determining means i is a means for determining whether the wheel on which the temper tire is mounted is a front wheel for detecting a road surface input or a rear wheel for detecting a vehicle speed. When the temper tire is mounted, the preview gain correction means j that corrects so that the preview gain of the rear wheel corresponding to the front wheel is reduced, and when the temper tire is mounted on the rear wheel that detects the vehicle speed, Front and rear wheel delay time correction means k for correcting the wheel delay time to be long.

In order to achieve the third object, in the hydraulic active suspension control system according to the third aspect of the present invention, as shown in the claim correspondence diagram of FIG.
Alternatively, in the hydraulic active suspension control device according to claim 2, the temper tire detection means h is
When traveling straight ahead, the wheel speeds of the respective wheels are compared with each other, and when there is a wheel having a wheel speed higher than a certain value as compared with the other wheels, it is a means for detecting that the wheel is a wheel fitted with a temper tire. .

[0013]

The operation of the first invention will be described.

During traveling, the preview gain setting means a controls the rear wheels by preview control for predicting the rear wheel side road surface input based on the front wheel side road surface input and the delay time and generating a force to cancel the road surface input when the rear wheels pass. The preview gain that corrects the output is set. On the other hand, the front wheel road surface input calculating means b calculates the road surface input to the front wheels, and the front and rear wheel delay time setting means c sets the delay time in which the road surface input to the front wheels becomes the road surface input to the rear wheels. In the road surface input estimating means d, the data before the front and rear wheel delay time of the stored front wheel road surface input calculated value data is estimated as the rear wheel road surface input, and in the preview control force calculating means e, from the estimated rear wheel road surface input. The preview control power is calculated. Then, in the preview control output calculation means g, the preview control output to the hydraulic actuator f is calculated by the set preview gain and preview control force, and the support oil pressure of the rear wheels is controlled by the preview control so as to suppress the road surface input. It

When a vehicle is running with a temper tire mounted on any one of the four front and rear wheels due to a flat tire, the temper tire detecting means h mounts the temper tire on any one of the four front and rear wheels. It is detected by the temper tire mounting wheel judgment means i whether the wheel on which the temper tire is mounted is the front wheel, and the preview gain correction means j mounts the temper tire on the front wheel for detecting the road surface input. When it is being performed, a correction is made to reduce the preview gain of the rear wheel corresponding to the front wheel.

Therefore, when the wheels to which the temper tires of the same diameter or different diameters are mounted are the front wheels for detecting the road surface input, the longitudinal spring constant increases due to the temper tires, and the force applied from the road surface to the vehicle body by the front wheels is increased. With respect to the overestimation, the rear wheel control output is prevented from becoming excessively large by correcting the preview gain of the rear wheel corresponding to the front wheel.

The operation of the second invention will be described.

When a temper tire having a different diameter is attached to any one of the four front and rear wheels due to a flat tire, the temper tire detecting means h determines whether the front and rear wheels have different diameters. It is detected which of the four wheels the temper tire is mounted on, and the temper tire mounting wheel determination means i detects whether the wheel on which the temper tire is mounted is a front wheel for detecting road surface input or a vehicle speed. When a temper tire is attached to the front wheel that determines whether the wheel is a wheel or not and the road surface input is detected, the preview gain correction means j makes a correction to reduce the preview gain of the rear wheel corresponding to the front wheel. When a temper tire is attached to the rear wheels for detecting the
Correction is made to lengthen the front and rear wheel delay time.

Therefore, when the wheels to which the temper tires of different diameters are mounted are the front wheels for detecting the road surface input, the rear wheel control output is prevented from becoming excessive by the correction of the preview gain, and the wheels mounted with the temper tires are not In the case of the rear wheel that detects the, the rear wheel control timing deviation is prevented by correcting the front and rear wheel delay time.

The operation of the third invention will be described.

When the temper tire is detected, the temper tire detecting means h compares the wheel speeds of the respective wheels during straight traveling, and if there is a wheel whose wheel speed is higher than a certain value by comparison with other wheels, that wheel is tempered. It is detected as a tire-mounted wheel.

By setting the temperer tire detection time to straight running, it is possible to easily detect the wheels fitted with the temper tires only by comparing the wheel speeds.

[0023]

Embodiments of the present invention will be described below with reference to the drawings.

First, the structure will be described.

FIG. 2 is an overall system diagram showing a hydraulic active suspension controller according to an embodiment of the present invention.

In FIG. 2, 1 is a vehicle body, 2 is a front wheel, 3 is a rear wheel, 4 is a front wheel side suspension spring, 5 is a front wheel side hydraulic actuator, 6 is a rear wheel side suspension spring, and 7 is a rear wheel side hydraulic actuator ( (Equivalent to hydraulic actuator f), 8 is a hydraulic source, 9 is a front wheel side hydraulic control valve, 10 is a rear wheel side hydraulic control valve, 11 is a suspension controller, 12 is a longitudinal acceleration sensor, 13 is a steering angle sensor,
Reference numeral 14 is a lateral acceleration sensor, 15 is a wheel speed sensor, 16 is a stroke sensor, and 17 is a vertical acceleration sensor.

FIG. 2 shows an example of mounting a temper tire, in which the front wheels 2 are fitted with temper tires having different diameters. In addition, front and rear wheels 2, 3 and suspension springs 4, 6
And hydraulic actuators 5, 7 and hydraulic control valves 9, 10
Is provided on each of the left and right wheels of the front and rear wheels,
The left and right wheels are controlled independently.

The wheel speed sensor 15, the stroke sensor 16 and the vertical acceleration sensor 17 are also provided for the front and rear wheels, respectively.

The suspension controller 11 is
Rear wheel front / rear G control + rear wheel lateral G control + rear wheel up / down G control + rear wheel preview control + rear wheel vehicle height control to issue a command to control the hydraulic pressure of the rear wheel side hydraulic actuator 7 to the hydraulic control valve 10.
Output to.

FIG. 3 is a rear wheel preview control block diagram, which includes a gain calculator 11a (corresponding to gain setting means a), a front wheel sprung absolute speed calculator 11b, a front wheel relative speed calculator 11c, and a front wheel. Unsprung speed calculator 11d,
Digital band pass filter 11e and front unsprung speed output value calculator 11f (corresponding to front wheel road surface input calculating means b)
, Random access memory 11g, delay time calculator 11h (corresponding to front and rear wheel delay time setting means c), rear wheel unsprung speed estimated value setter 11i (rear wheel road surface input estimation means d).
And the rear wheel unsprung speed corresponding control force calculator 11j
A rear wheel unsprung displacement calculator 11k, a rear wheel unsprung displacement corresponding control force calculator 11m, and a preview control force calculator 11
n (corresponding to preview control force calculating means e), preview control output calculator 11o (corresponding to preview control output calculating means g), and other control output calculator 11p such as up and down G
And a total control output calculator 11q and a temper tire mounted corrector 11r.

Next, the operation will be described.

[Suspension Control Operation by Preview Control] FIG. 4 is a flowchart showing a flow of suspension control operation processing by the preview control performed by the suspension controller 11. Each step will be described below.

In step 40, the gain αV depending on the vehicle speed
Is calculated.

In step 41, the gain α due to the front and rear G
XG is calculated.

At step 42, the gain αYG
Is calculated.

In step 43, the preview total gain α is calculated by the equation α = αV × αXG × αYG.

The above processing is performed in the gain calculator 11a.

In step 44, the front wheel sprung G which is a sensor signal from the vertical acceleration sensor 17 provided on the front wheel.
(D ² x ₁ ) is read.

In step 45, the front wheel sprung absolute speed dx ₁ is calculated by integrating the front wheel sprung spring G (d ² x ₁ ) in the front wheel sprung absolute speed calculator 11b by the low-pass filter.

In step 46, the stroke sensor 16
The sensor signals from the front wheel stroke (x ₀ -x ₁₎
Is read.

In step 47, the front wheel relative speed dx is obtained by differentiating the front wheel stroke (x ₀ -x ₁ ) in the front wheel relative speed calculator 11c using the high-pass filter.
_0- dx ₁ is calculated.

In step 48, in the front unsprung speed calculator 11d which is an adder, the front sprung absolute speed dx is calculated.
_The front unsprung speed dx ₀ is calculated by adding ₁ to the front wheel relative speed dx ₀ −dx ₁ .

In step 49, the calculated front wheel unsprung speed dx ₀ is passed through the digital bandpass filter 11e to remove low and high frequency components unnecessary for control from the front wheel unsprung speed dx ₀ , and the front wheel unsprung speed. In the output value calculator 11f, this output is multiplied by the preview total gain α to obtain the front wheel unsprung speed data dx ₀ .

At step 50, the front wheel unsprung speed data dx ₀ is stored in the random access memory 11g.

In step 51, the delay time calculator 11h
In, the front and rear wheel delay time T is calculated by the following formula.

T = L / V L; wheel base length,
V: vehicle speed In step 52, the rear wheel unsprung speed estimated value setter 11i
, The front unsprung speed data dx ₀ before the front and rear wheel delay time T is read out from the random access memory 11g,
This data is used as the rear wheel unsprung speed estimated value dx ' ₀ .

In step 53, the rear unsprung speed corresponding control force F ₁ is calculated by the rear wheel unsprung speed corresponding control force F ₁ by the formula F ₁ = −Cr · dx ′ ₀ In the unsprung wheel displacement calculator 11k, a rear wheel unsprung displacement x ′ ₀ is calculated from the rear wheel unsprung speed estimated value dx ′ ₀ by integration processing, and the rear wheel unsprung displacement corresponding control force calculator 11m calculates the rear wheel unsprung displacement. Control force F corresponding to unsprung displacement
₂ is calculated by the formula F ₂ = −Kr · x ′ ₀ .

[0048] At step 54, the preview control force calculator 11n, preview control force F is calculated by the sum of the rear wheel unsprung displacement corresponding control force F ₂ and the rear wheel unsprung speed corresponding control force F _1, the preview control In the output calculator 11o, the preview control output FP (= α · F) is calculated by the product of the preview total gain α and the preview control force F.

At step 55, the control output from another control output calculator 11p such as up and down G and the preview control output F.
The total control output FTOTAL is calculated by summing with P.

[Correction Processing When Installing Temper Tire] FIG. 5 is a flow chart showing the flow of correction processing when mounting the temper tire in the preview control performed by the compensator 11r when mounting the temper tire. Each step will be described below (temper tire). (Corresponding to detection means h, temper tire mounting wheel determination means i, preview gain correction means j, front and rear wheel delay time correction means k).

In step 60, for example, under the condition that the steering angle is in the neutral position region and the lateral acceleration is zero,
It is determined whether the vehicle is running straight.

In step 61, it is determined whether the front right vehicle speed VFR and the front left vehicle speed VFL are the same.

In step 62, it is determined whether the right rear wheel vehicle speed VRR and the left rear wheel vehicle speed VRL are the same.

At step 63, a correction is made to lengthen the front and rear wheel delay time T.

This correction is made as follows: T = (L / V) + Δt = (L / V) + {(L / V)-(L / V ')} where V: vehicle speed with normal tires, V': temper Vehicle speed at tires In step 64, it is determined whether the front right vehicle speed VFR is greater than the front left vehicle speed VFL.

In step 65, a correction is made to reduce the preview total gain αR of the right front wheel.

At step 66, a correction is made to reduce the preview total gain αL for the left and right wheels.

At steps 65 and 66, the preview total gains α R and α are set by predetermined set values.
L may be made smaller, or the preview total gain α R, which is a value corresponding to the magnitude of the wheel speed difference,
It is also possible to make αL small.

[Without Temper Tires Attached] When the vehicle is traveling straight without the temper tires attached, the judgment process of step 60 → step 61 → step 62 is repeated in the flowchart of FIG.
In, no gain correction or front / rear wheel delay time correction is performed.

Therefore, the preview control by the suspension control operation process shown in FIG. 4 is executed as it is. In this preview control, the rear unsprung speed estimated value is calculated from the front unsprung speed dx ₀ and the front and rear wheel delay time T. dx ' ₀ is estimated, and a force for canceling the rear wheel unsprung speed estimated value dx' ₀ is generated when passing through the rear wheels, so that vibration input to the vehicle body is systematically removed due to road surface response and the like, and the ride comfort is improved. Steering stability is secured.

When the error in the front / rear wheel delay time increases due to acceleration / deceleration, the control response delay occurs due to high speed traveling, or the traveling loci of the front and rear wheels differ due to turning or the like, the preview total gain α is set to the vehicle speed. It is possible to eliminate these influences by making the variable depending on the front and rear G, the lateral G, and the like, and lowering the control output when applicable.

[When a different diameter tempered tire is attached to the front wheel] When running straight with a different diameter tempered tire attached to the right front wheel,
In the flowchart of FIG. 5, step 60 → step 61
The flow proceeds from step 64 to step 65. In step 65, the temper tire mounting corrector 11r corrects the preview total gain αR of the right front and rear wheels to be small.

Therefore, when a tempered tire with a different diameter is mounted on the right front wheel, the longitudinal spring constant of the right front wheel becomes high, and against the overestimation of the force applied from the road surface to the vehicle body at the right front wheel,
The control output of the right rear wheel corresponding to that front wheel becomes excessive,
This output of the right rear wheel is prevented from becoming excessive by the correction that reduces the preview total gain αR,
Preview control is performed to obtain the same ride comfort as when driving with normal tires for all four wheels.

When running straight with the tempered tires of different diameters attached to the left front wheel, step 6 in the flow chart of FIG.
The flow proceeds from 0 → step 61 → step 64 → step 66. In step 66, the temper tire mounting corrector 11r corrects the preview total gain αL of the left rear wheel to be small.

Therefore, as in the case where the different diameter temper tire is mounted on the right front wheel, the left rear wheel output is prevented from becoming excessively large when the different diameter temper tire is mounted on the left front wheel.

[When mounting the different diameter temper tires on the rear wheels] When traveling straight with the different diameter temper tires mounted on one of the left and right rear wheels, step 60 → step 61 → step 62 → step 63 in the flowchart of FIG. Then, in step 63, the corrector 1 when the temper tire is attached is attached.
At 1r, correction is performed to lengthen the front and rear wheel delay time T.

Therefore, when traveling with different-diameter temper tires attached to one of the left and right rear wheels, which are vehicle speed detection wheels, the wheel speed with the different-diameter temper tires attached becomes high, and the vehicle speed is evaluated higher than it actually is. Front and rear wheel delay time T
Will be set shorter, but the front and rear wheel delay time T will be optimized by the correction to lengthen the front and rear wheel delay time T.
The shift of the rear wheel control timing is prevented.

Next, the effect will be described.

(1) In the hydraulic active suspension control device by the preview control, it is detected which of the four front and rear wheels the temper tire is attached to, and the wheel on which the temper tire is attached is the front wheel. At this time, because the device that performs correction is to reduce the preview total gain αR or αL of the left and right wheels corresponding to the front wheels, if the wheels with temper tires of the same or different diameter are the front wheels that detect road surface input, It is possible to prevent the rear wheel control output from becoming excessive.

(2) In the hydraulic active suspension control device based on the preview control, it is detected which of the four front and rear wheels the temper tire is attached to, depending on whether or not the tire diameter is different. When the wheels on which the temper tires are mounted are front wheels, correction is performed to reduce the preview total gain αR or αL of the left and right wheels corresponding to the front wheels, and the wheels on which different diameter tires are mounted increase the vehicle speed. When it is a rear wheel to be detected, since it is a device for correcting the front and rear wheel delay time T, the rear wheel control output becomes excessive when the wheel with the temper tires of different diameters is the front wheel that detects the road surface input. If the wheels with tempered tires with different diameters are the rear wheels that detect the vehicle speed, the rear wheel control type It is possible to prevent the displacement of the ring.

(3) When detecting a temper tire, the wheel speeds of the respective wheels are compared when traveling straight ahead, and if there is a wheel whose wheel speed is higher than a fixed value by comparison with other wheels, that wheel is the wheel fitted with the temper tire. Since the device for detecting the presence of the tire is used, it is possible to detect the tempered tire-mounted wheels having different diameters by a simple detection method. Especially, for vehicles to which this control is applied, ABS
When a wheel speed sensor is provided in advance for control or the like, it is advantageous in terms of cost and it is possible to detect wheels with different-sized temper tires.

Although the embodiments have been described above with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

For example, in the embodiment, as an example of the detection of the temper tire, an example is shown in which the wheel speed is compared during straight running, but the following temper tire detection method may be used. Installation of temper tires can be detected.

When the temper tire is mounted, since the vertical spring of the tire is large, the stroke sensor or the vertical acceleration sensor has a high frequency component. Therefore,
A wheel having a filter value for separating a high-frequency component equal to or higher than a set frequency from the sensor signal is larger than the set value is detected as a wheel equipped with a temper tire.

Assuming that the tempered tires are not mounted on the two left and right wheels at the same time, the integrated value of the stroke or vertical acceleration of the left and right wheels within a fixed time is obtained, and the integrated values of the left and right wheels are compared to obtain a value equal to or greater than a fixed value. Is detected as a wheel fitted with temper tires.

In the embodiment, an example is shown in which the preview total gains αR and αL of the left and right wheels are corrected as the preview gains to be corrected when the temper tires are attached to the front wheels.
The preview gain on the front wheel side may be corrected, the preview gain on the rear wheel side may be corrected, and further, of the gains of -Cr and -Kr, -Cr, which has a great influence on the speed, may be corrected. The gain may be greatly reduced as an example.

[0077]

According to the first invention of claim 1,
In a hydraulic active suspension control device by preview control, a temper tire detection means for detecting which of the four front and rear wheels is equipped with a temper tire, and whether or not the wheel on which the temper tire is mounted is a front wheel. A temper tire mounting wheel determining means for judging and a preview gain correcting means for correcting when the temper tire is mounted on the front wheel for detecting a road surface input so as to reduce the preview gain of the rear wheel corresponding to the front wheel. Since it is a device equipped with it, if the wheels with tempered tires of the same diameter or different diameters are the front wheels that detect road surface input, the effect that the rear wheel control output can be prevented from becoming excessive is obtained. To be

According to the second aspect of the present invention, in the hydraulic active suspension control system by preview control, the temper tire detection means determines which of the four front and rear wheels is used depending on whether or not the tire diameter is different. Is a means for detecting whether or not a tempered tire is mounted on the wheel of the vehicle, and whether the tempered tire mounted wheel judgment means is a front wheel for detecting a road surface input or a rear wheel for detecting a vehicle speed on which the tempered tire is mounted. When the temper tire is attached to the front wheel that detects road surface input, the preview gain correction means that corrects the preview gain of the rear wheel corresponding to the front wheel to be small, and the vehicle speed are detected. When tempered tires are mounted on the rear wheels, front and rear wheel delay time correction is performed to correct the front and rear wheel delay time Since it is a device equipped with a step, when the wheel equipped with the tempered tires of different diameters is the front wheel that detects the road surface input, it is possible to prevent the rear wheel control output from becoming excessively large. When the wheel on which the temper tire is mounted is the rear wheel for detecting the vehicle speed, it is possible to obtain the effect of preventing the rear wheel control timing from deviating.

According to a third aspect of the present invention, in the hydraulic active suspension control device according to the first aspect or the second aspect, the temper tire detection means is:
Since the wheel speeds of the respective wheels are compared with each other when the vehicle is traveling straight ahead, and if there is a wheel whose wheel speed is higher than a certain value by comparison with the other wheels, it is determined that the wheel is a wheel fitted with a temper tire. In addition to the effect of (1) or the effect of the second aspect of the invention, it is possible to obtain the effect of being able to detect the tempered tire mounted wheels having different diameters by a simple detection method.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a hydraulic active suspension control device of the present invention.

FIG. 2 is an overall system diagram showing a hydraulic active suspension control device according to an embodiment.

FIG. 3 is a rear wheel preview control block diagram in the embodiment apparatus.

FIG. 4 is a flowchart showing a flow of suspension control operation processing by preview control performed by the suspension controller of the embodiment apparatus.

FIG. 5 is a flow chart showing a flow of a temper tire mounting correction process in the preview control performed by the temper tire mounting compensator of the embodiment apparatus.

[Explanation of symbols]

 a preview gain setting means b front wheel road surface input calculation means c front and rear wheel delay time setting means d rear wheel road surface input estimation means e preview control force calculation means f hydraulic actuator g preview control output calculation means h temper tire detection means i temper tire mounted wheels Judgment means j Preview gain correction means k Front / rear wheel delay time correction means

Claims (3)

[Claims] 1. A preview gain for correcting a control output to a rear wheel by a preview control for predicting a rear wheel side road surface input from a front wheel side road surface input and a delay time and generating a force for canceling the road surface input when the rear wheel passes through is set. Preview gain setting means, front wheel road surface input calculating means for calculating road surface input to the front wheels, front and rear wheel delay time setting means for setting a delay time in which the road surface input to the front wheels becomes the road surface input to the rear wheels, The rear wheel road surface input estimation means for estimating the data before and after the front and rear wheel delay time of the calculated front wheel road surface input value data as the rear wheel road surface input, and the preview control force for calculating the preview control force from the estimated rear wheel road surface input. Calculation means and preview control output calculation for calculating preview control output to the hydraulic actuator by the set preview gain and preview control force In a hydraulic active suspension control device by preview control including a step, a temper tire detection unit that detects which of the four front and rear wheels is equipped with the temper tire, and the temper tire are attached. Temper tire mounting wheel determination means that determines whether the wheel is a front wheel, and when a temper tire is mounted on the front wheel that detects road surface input, a preview that corrects to reduce the preview gain of the rear wheel corresponding to that front wheel A hydraulic active suspension control device comprising: a gain correction means. 2. The hydraulic active suspension control device according to claim 1, wherein the temper tire detecting means installs the temper tire on any one of the front and rear wheels depending on whether or not the tire diameter is different. Is a means for detecting whether or not the tempered tire-mounted wheel judging means is means for judging whether the wheel on which the tempered tire is mounted is a front wheel for detecting a road surface input or a rear wheel for detecting a vehicle speed. When a temper tire is attached to the front wheel that detects the input, preview gain correction means that corrects to reduce the preview gain of the rear wheel corresponding to that front wheel, and a temper tire is attached to the rear wheel that detects the vehicle speed. The front-rear wheel delay time correction means for correcting the front-rear wheel delay time so as to lengthen the front-rear wheel delay time. Hydraulic active suspension control system for. 3. The hydraulic active suspension control device according to claim 1, wherein the temper tire detection means compares the wheel speeds of the wheels when the vehicle is traveling straight ahead, and the wheels are equal to or more than a certain value compared to the other wheels. A hydraulic active suspension control device, characterized in that when there is a high speed wheel, the wheel is a wheel equipped with a temper tire.