CN102616101B - Vehicle running state control device - Google Patents
Vehicle running state control device Download PDFInfo
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- CN102616101B CN102616101B CN201210020307.9A CN201210020307A CN102616101B CN 102616101 B CN102616101 B CN 102616101B CN 201210020307 A CN201210020307 A CN 201210020307A CN 102616101 B CN102616101 B CN 102616101B
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Abstract
The invention provides a vehicle running state control device and a vehicle running state control method, which allow more proper running state control corresponding to the running state of a vehicle. The vehicle running state control device has a vehicle speed obtaining unit to obtain the vehicle speed; an up-down motion obtaining unit to obtain up-down motion of the vehicle body; an up-down motion maximum obtaining unit to obtain the maximum of the up-down motion of the vehicle body obtained by the up-down motion obtaining unit; an upper limit instruction value setting unit, to set the upper limit instruction value representing the upper limit of a brake force according to the maximum of the up-down motion obtained by the up-down motion maximum obtaining unit and the vehicle speed obtained by the vehicle speed obtaining unit; a brake force instruction value setting unit, to set the instruction value of the brake force according to the maximum of the up-down motion obtained by the up-down motion maximum obtaining unit and the upper limit instruction value set by the upper limit instruction value setting unit; and a brake unit, to apply the brake force on wheels according to the instruction value of the brake force set by the brake force instruction value setting unit.
Description
Technical field
The present invention relates to a kind of the running state of the vehicle control setup and the running state of the vehicle control method that control the motion of vehicle.
Background technology
In the past, as the technology controlling vehicle movement, there is a kind of technology that the dumping force of the shock absorber in suspension (suspension) device is controlled.
Such as, in the technology described in patent documentation 1, calculate the transverse force owing to acting on vehicle and the friction force produced in shock absorber.Further, from the destination request dumping force needed for the relative motion for suppressing between spring upper member and spring lower member, deducting the friction force calculated, calculating the target generation dumping force that shock absorber should produce.
Patent documentation 1: Japanese Unexamined Patent Publication 2010-137796 publication
Summary of the invention
the problem that invention will solve
But the control only carrying out dumping force according to the friction force of shock absorber produced by transverse force can not make the up-and-down movement of vehicle decay fully, likely can not carry out the operation conditions corresponding to the motoring condition of vehicle and control.
That is, in technology in the past, be difficult to carry out the appropriate operation conditions corresponding to the motoring condition of vehicle and control.
Problem of the present invention carries out the operation conditions corresponding to the motoring condition of vehicle more rightly to control.
for the scheme of dealing with problems
In order to overcome the above problems, in running state of the vehicle control setup involved in the present invention, upper limit command value setup unit sets the upper limit command value representing the braking force upper limit according to the maxim of vehicle body up-and-down movement and the speed of a motor vehicle, braking force command value setup unit sets the command value of braking force according to the maxim of vehicle body up-and-down movement and upper limit command value, apply braking force to wheel.
The invention provides a kind of running state of the vehicle control setup, it is characterized in that possessing: speed of a motor vehicle acquiring unit, it obtains the speed of a motor vehicle; Up-and-down movement acquiring unit, it obtains the up-and-down movement of vehicle body; Up-and-down movement maxim acquiring unit, it obtains the maxim of the up-and-down movement of the vehicle body got by above-mentioned up-and-down movement acquiring unit; Upper limit command value setup unit, it sets the upper limit command value of the upper limit representing braking force according to the maxim of up-and-down movement got by above-mentioned up-and-down movement maxim acquiring unit and the speed of a motor vehicle got by above-mentioned speed of a motor vehicle acquiring unit; Braking force command value setup unit, it is according to the maxim of the up-and-down movement got by above-mentioned up-and-down movement maxim acquiring unit and the command value being set braking force by the above-mentioned upper limit command value of above-mentioned upper limit command value setup unit setting; And brake unit, it comes to apply braking force to wheel according to the command value of the braking force set by above-mentioned braking force command value setup unit.
The invention provides a kind of running state of the vehicle control method, it is characterized in that, up-and-down movement for the vehicle body produced because of the input from road surface sets convergence time and the target braking force of this up-and-down movement, brake according to this target braking force, make the friction force of draft hitch change thus, control above-mentioned up-and-down movement.
the effect of invention
According to the present invention, by applying the braking force corresponding to the motoring condition of car amount, the friction force in the draft hitch of each wheel can be made to change to control up-and-down movement.
Thus, the operation conditions corresponding to the motoring condition of vehicle can be carried out more rightly to control.
Accompanying drawing explanation
Fig. 1 is the Sketch figure possessing the automobile 1 applying running state of the vehicle control setup 1A of the present invention.
Fig. 2 is the figure of the functional structure representing running state of the vehicle control setup 1A.
Fig. 3 is the block diagram of the structure representing brake actuator (brake actuator) 60.
Fig. 4 is the block diagram of the functional structure representing controller 50.
Fig. 5 is the block diagram of the functional structure representing maximum command value calculating part 57.
The block diagram of the functional structure of Tu6Shi presentation directives value generating unit 58.
Fig. 7 is the diagram of circuit of the running state of the vehicle control treatment represented performed by controller 50.
Fig. 8 is the figure representing the motoring condition of vehicle and the relation of control content.
Fig. 9 is the figure of the waveform of (a) up-and-down movement representing the vibration that have input single from road surface and (b) braking force command value.
Figure 10 represents the figure upgrading the state of maximum command value Fmax when have input successional vibration from road surface.
Figure 11 is the figure of the waveform representing (a) up-and-down movement to have input successional vibration from road surface and (b) braking force command value.
Figure 12 is the figure of the maximum command value Fmax represented when correcting relative to up-and-down movement.
Figure 13 is the figure of the maximum command value Fmax represented when correcting relative to the speed of a motor vehicle.
Figure 14 is the figure representing target friction power and another example of the corresponding table of target braking force.
Figure 15 is the diagram of circuit of the running state of the vehicle control treatment represented performed by controller 50.
Figure 16 is the figure of the waveform representing (a) up-and-down movement to have input successional vibration from road surface and (b) braking force command value.
description of reference numerals
1: automobile; 1A: running state of the vehicle control setup; 10: G sensor up and down; 20FR, 20FL, 20RR, 20RL: vehicle-wheel speed sensor; 30: brake pedal; 40: master cylinder; 50: controller; 51: bandpass filter portion; 52: absolute value acquisition unit; 53: operation conditions controls threshold value storage part up and down; 54: comparing section; 55: control to get involved judging part; 56: up-and-down movement maxim storage part; 57: maximum command value calculating part; 58: command value generating unit; 60: brake actuator; 62A, 62B: the first gate valve; 63FL-63RR: inlet valve (inlet valve); 64: pressure accumulator (accumulator); 65FL-65RR: blowoff valve (outlet valve); 66A, 66B: the second gate valve; 67: pump; 68: damping chamber; 70FR, 70FL, 70RR, 70RL: wheel cylinder; 80FR, 80FL, 80RR, 80RL: wheel; 90FR, 90FL, 90RR, 90RL: draft hitch; 100: vehicle body
Detailed description of the invention
Then, be described with reference to the embodiment of accompanying drawing to running state of the vehicle control setup involved in the present invention and running state of the vehicle control method.
(the first embodiment)
(integral structure)
Fig. 1 is the Sketch figure possessing the automobile 1 applying running state of the vehicle control setup 1A of the present invention.In addition, Fig. 2 is the figure of the functional structure representing running state of the vehicle control setup 1A.
In fig. 1 and 2, automobile 1 possesses upper and lower G sensor 10, vehicle-wheel speed sensor 20FR, 20FL, 20RR, 20RL, brake pedal 30, master cylinder 40, controller 50, brake actuator 60, wheel cylinder 70FR, 70FL, 70RR, 70RL, wheel 80FR, 80FL, 80RR, 80RL, draft hitch 90FR, 90FL, 90RR, 90RL and vehicle body 100.
The sensor of G up and down 10 in them, vehicle-wheel speed sensor 20FR, 20FL, 20RR, 20RL, controller 50 and brake actuator 60 form running state of the vehicle control setup 1A.
Upper and lower G sensor 10 detects the acceleration/accel of the above-below direction of vehicle body 100, will represent that the signal of the acceleration/accel detected outputs to controller 50.
Vehicle-wheel speed sensor 20FR, 20FL, 20RR, 20RL detect the rotating speed of wheel 80FR, 80FL, 80RR, 80RL, will represent that the signal of the rotating speed detected outputs to controller 50.
Brake pedal 30 is pedals that chaufeur carries out brake operating, and the treadle effort of chaufeur is delivered to master cylinder 40.
Master cylinder 40 is the in-line cylinders correspondingly generating the hydraulic pressure of two systems with the treadle effort of chaufeur.And, master cylinder 40 adopts following oblique (diagonal split) mode: by primary side (primary side) by wheel cylinder 70FL and 70RR of hydraulic pressure transfer to the near front wheel and off hind wheel, by primary side (secondary side) by wheel cylinder 70FR and 70RL of hydraulic pressure transfer to off front wheel and left rear wheel.
It is overall that controller 50 controls automobile 1, is made up of the microcomputer possessing CPU (Central Processing Unit: central processing unit), RAM (Random Access Memory: random access storage device), ROM (Read Only Memory: read-only memory (ROM)) etc.Further, controller 50 performs running state of the vehicle control treatment described later according to the various signals be transfused to, and exports the indicator signal for controlling brake actuator 60.Thus, controller 50 makes the friction force of draft hitch 90FR, 90FL, 90RR, 90RL change to control the up-and-down movement of vehicle.
Brake actuator 60 is mounted in master cylinder 40 and each hydraulic control device between wheel cylinder 70FR, 70FL, 70RR, 70RL.Brake actuator 60 correspondingly changes with the indicator signal carrying out self-controller 50 by making the oil pressure of wheel cylinder 70FR, 70FL, 70RR, 70RL, comes to apply braking force to each wheel 80FR, 80FL, 80RR, 80RL.Thereby, it is possible to make the friction force of draft hitch 90FR, 90FL, 90RR, 90RL change, control the up-and-down movement of vehicle.
Wheel cylinder 70FR, 70FL, 70RR, 70RL produce the pressure for being pressed into by the brake pads forming plate disc brake on the disk rotor rotated integratedly with wheel 80FR, 80FL, 80RR, 80RL.
Draft hitch 90FR, 90FL, 90RR, 90RL are arranged on the draft hitch between each wheel 80FR, 80FL, 80RR, 80RL and vehicle body 100.The shock absorber that draft hitch 90FR, 90FL, 90RR, 90RL have the transom be connected with the component of each wheel side by vehicle body 100, the spring cushioned the relative motion between each wheel and vehicle body 100 and the relative motion between each wheel and vehicle body 100 is reduced.
When draft hitch 90FR, 90FL, 90RR, 90RL to beat side displacement time, the center of each wheel produces the displacement of above-below direction and the displacement of fore-and-aft direction relative to vehicle body 100.
Now, in order to absorb the displacement of the vehicle body fore-and-aft direction of each wheel center, each wheel rotates.
Therefore, when being hindered the rotation of each wheel by braking force, draft hitch 90FR, 90FL, 90RR, 90RL twist, thus friction force changes.
In the present invention, utilize the change of this friction force to change the action of draft hitch, thus control the up-and-down movement of vehicle.
(structure of brake actuator)
Then, the structure of brake actuator 60 is described.
Fig. 3 is the block diagram of the structure representing brake actuator 60.
Brake actuator 60 make use of brake fluid pressure-controlled circuit, this brake fluid pressure-controlled circuit is used for anti-sliding control (ABS), traction control (TCS), stability control (VDC:Vehicle Dynamics Control) etc., and this brake actuator 60 is configured to independently to carry out supercharging, maintenance, decompression to the hydraulic pressure of wheel cylinder 70FR, 70FL, 70RR, 70RL with the brake operating of chaufeur.
Primary side possesses: the first gate valve 62A of open type, and it can close the stream between master cylinder 40 and wheel cylinder 70FL (70RR); The inlet valve 63FL (63RR) of open type, it can close the stream between the first gate valve 62A and wheel cylinder 70FL (70RR); Pressure accumulator 64, it is communicated between wheel cylinder 70FL (70RR) and inlet valve 63FL (63RR); The blowoff valve 65FL (65RR) of closed type, it can open the stream between wheel cylinder 70FL (70RR) and pressure accumulator 64; Second gate valve 66A of closed type, it can open the stream will be connected with between pressure accumulator 64 and blowoff valve 65FL (65RR) between master cylinder 40 and the first gate valve 62A; And pump 67, its suction side is communicated between pressure accumulator 64 and blowoff valve 65FL (65RR), and discharge side is communicated between the first gate valve 62A and inlet valve 63FL (63RR).In addition, the discharge side of pump 67 is provided with damping chamber 68, this damping chamber 68 suppresses the pulsation of the braking liquid of discharging, and weakens pedal vibration.
In addition, in the same manner as primary side, also possess the first gate valve 62B, inlet valve 63FR (63RL), pressure accumulator 64, blowoff valve 65FR (65RL), the second gate valve 66B, pump 67 and damping chamber 68 in primary side.
First gate valve 62A, 62B, inlet valve 63FL ~ 63RR, blowoff valve 65FL ~ 65RR and second gate valve 66A, 66B are the electromagnetic control valve that double pole double throw switches single solenoid bias spring (single solenoidspring offset) formula respectively, be configured to first gate valve 62A, 62B and inlet valve 63FL ~ 63RR and open stream in the normal position of non-excitation, blowoff valve 65FL ~ 65RR and second gate valve 66A, 66B closes closed channel in the normal position of non-excitation.
In addition, pressure accumulator 64 is formed by making the pressure accumulator of the piston of Compress Spring and cylinder spring shape in opposite directions.
In addition, pump 67 is by can independently keep the pump of the capacity types such as the gear type pump of the discharge rate of roughly fixing, piston pump to form with load pressure.
According to above structure, be described for primary side, when the first gate valve 62A, inlet valve 63FL (63RR), blowoff valve 65FL (65RR) and the second gate valve 66A are all in the normal position of non-excitation, hydraulic pressure from master cylinder 40 is directly passed to wheel cylinder 70FL (70RR), becomes common braking.
In addition, even if brake pedal is non-operating state, by the normal position making inlet valve 63FL (63RR) and blowoff valve 65FL (65RR) still be in non-excitation, first gate valve 62A excitation is closed, and the second gate valve 66A excitation is opened, then driving pump 67, the liquid of master cylinder 40 also can be sucked via the second gate valve 66A, and the hydraulic pressure of discharging is delivered to wheel cylinder 70FL (70RR) via inlet valve 63FL (63RR), carry out supercharging.
In addition, when the first gate valve 62A, blowoff valve 65FL (65RR) and the second gate valve 66A are in the normal position of non-excitation, when by inlet valve 63FL (63RR) excitation and when closing, respective stream from wheel cylinder 70FL (70RR) to master cylinder 40 and pressure accumulator 64 is cut off, thus can keep the hydraulic pressure of wheel cylinder 70FL (70RR).
And, when the first gate valve 62A and the second gate valve 66A is in the normal position of non-excitation, when inlet valve 63FL (63RR) excitation is closed, and by blowoff valve 65FL (65RR) excitation and when opening, the hydraulic pressure of wheel cylinder 70FL (70RR) flows into pressure accumulator 64 and is depressurized.The hydraulic pressure flowing into pressure accumulator 64 is sucked by pump 67 and turns back to master cylinder 40.
About primary side, because the action of common braking, supercharging, maintenance, decompression is identical with the action of above-mentioned primary side, therefore description is omitted.
Thus, controller 50, by drived control first gate valve 62A, 62B, inlet valve 63FL ~ 63RR, blowoff valve 65FL ~ 65RR, second gate valve 66A, 66B and pump 67, can carry out supercharging, maintenance, decompression to the hydraulic pressure of wheel cylinder 70FL ~ 70RR.
(functional structure of controller 50)
Then, the functional structure that controller 50 has for carrying out running state of the vehicle control treatment is described.
Fig. 4 is the block diagram of the functional structure representing controller 50.
In the diagram, controller 50 possesses bandpass filter portion 51, absolute value acquisition unit 52, up and down operation conditions control threshold value storage part 53, comparing section 54, control intervention judging part 55, up-and-down movement maxim storage part 56, maximum command value calculating part 57 and command value generating unit 58.
Value in control bandwidth set by bandpass filter portion 51 extracts from the detected value (acceleration/accel of above-below direction) of the up-and-down movement inputted by upper and lower G sensor 10, outputs to absolute value acquisition unit 52 by the detected value (hereinafter referred to as " up-and-down movement ") of the up-and-down movement extracted.In addition, be that example is described at this in order to the situation obtaining the up-and-down movement of vehicle body 100 with upper and lower G sensor 10, but as up-and-down movement, the value estimated according to suspension travel, wheel velocity etc. can also be used.
Absolute value acquisition unit 52 obtains the absolute value of the up-and-down movement inputted from bandpass filter portion 51.That is, the up-and-down movement be made up of the vector value changed with below up amendment is become scalar value by absolute value acquisition unit 52, obtains as absolute value.
Upper and lower operation conditions controls the control threshold value that threshold value storage part 53 stores up-and-down movement, and whether the control threshold value of this up-and-down movement is for being undertaken getting involved based on the control of running state of the vehicle control treatment determining by controller 50.
The control threshold value that the absolute value of the up-and-down movement got by absolute value acquisition unit 52 and upper and lower operation conditions control the up-and-down movement that threshold value storage part 53 stores compares by comparing section 54, is outputted to by comparative result and controls to get involved judging part 55.
Control to get involved judging part 55 and judge whether that the control carried out based on running state of the vehicle control treatment gets involved according to the comparative result inputted from comparing section 54.Specifically, when the absolute value that the comparative result inputted from comparing section 54 is the up-and-down movement got is more than or equal to the control threshold value of stored up-and-down movement, controls to get involved judging part 55 and be judged as that the control carried out based on running state of the vehicle control treatment gets involved.Now, when the absolute value that the comparative result inputted from comparing section 54 is the up-and-down movement got is more than or equal to the control threshold value of stored up-and-down movement, control to get involved judging part 55 all to carry out getting involved based on the control of running state of the vehicle control treatment, upgrade the maxim of the up-and-down movement stored in up-and-down movement maxim storage part 56 described later.
The absolute value that up-and-down movement maxim storage part 56 stores the up-and-down movement got from absolute value acquisition unit 52 becomes the maxim after the control threshold value being more than or equal to up-and-down movement.In addition, when controlling intervention judging part 55 and being judged as that carrying out control gets involved, up-and-down movement maxim storage part 56 upgrades the maxim stored.
The maxim of the up-and-down movement that maximum command value calculating part 57 stores based on the signal of rotating speed of the wheel represented from vehicle-wheel speed sensor 20FR, 20FL, 20RR, 20RL input, up-and-down movement maxim storage part 56 and from the maximum command value (command value of the higher limit of expression braking force) controlling to get involved judged result that judging part 55 inputs and to calculate for each wheel braking force.
Fig. 5 is the block diagram of the functional structure representing maximum command value calculating part 57.
As shown in Figure 5, maximum command value calculating part 57 store determined by train experiment, relative to the correspondence table (less than more than 0 1) of the correspondence table (less than more than 0 1) of the gain (up-and-down movement gain) of the maxim of up-and-down movement and the gain (speed of a motor vehicle gain) relative to the speed of a motor vehicle (being the rotating speed of wheel at this).Further, maximum command value calculating part 57, based on these corresponding tables, calculates up-and-down movement gain and speed of a motor vehicle gain respectively according to the maxim of up-and-down movement and the speed of a motor vehicle.Further, maximum command value calculating part 57 is by up-and-down movement gain and speed of a motor vehicle multiplied by gains.In addition, maximum command value calculating part 57 by this multiplication result with determined by train experiment, the command value (limit command value) that represents the size of braking force is multiplied, calculate maximum command value (Fmax), if this braking force is no matter be in what kind of vehicle-state to exceed this braking force, thinks and apply inharmonic sensation.
At this, when improving the hydraulic pressure of braking, the energy of vehicle body 100 vibration damping is increased, control effects improves, and on the other hand, if exceedingly improve the hydraulic pressure of braking, then applies to chaufeur sense of slowing down.
In addition, change according to this deceleration sense of state of vehicle.In order to not apply to chaufeur sense of slowing down while the control effects improving vehicle movement, therefore in the present embodiment, correspondingly calculate maximum command value with the state of vehicle.
Specifically, in the present embodiment, the input of up-and-down movement is larger, and by compound, chaufeur is more difficult to experience sense of slowing down in the motion of vehicle, and therefore the input of up-and-down movement is larger, and the maximum command value of braking force is more increased.
As mentioned above, by the maxim after the up-and-down movement controlling to use in the judgement got involved is set to the control threshold value having exceeded up-and-down movement.In addition, once lower than after control threshold value, when again exceeding control threshold value, upgrade the maxim of up-and-down movement, upgrading maximum command value Fmax.
That is, the kinetic energy that has of the larger vehicle of the speed of a motor vehicle is larger, and the ratio of the waste of power caused by drg is less, is more difficult to experience sense of slowing down, and therefore makes the maximum command value of braking force and the speed of a motor vehicle correspondingly increase.Exceed speed of a motor vehicle when controlling threshold value by being set to up-and-down movement in the speed of a motor vehicle controlling to use in the judgement got involved or having exceeded the maxim after controlling threshold value.
The maxim of the up-and-down movement that command value generating unit 58 stores according to the maximum command value inputted from maximum command value calculating part 57 and up-and-down movement maxim storage part 56 calculates the command value of the braking force based on running state of the vehicle control treatment.
The block diagram of the functional structure of Tu6Shi presentation directives value generating unit 58.
As shown in Figure 6, command value generating unit 58 stores following correspondence table: the size of the up-and-down movement that size and the vehicle of the up-and-down movement that the vehicle obtained by train experiment (or equation of motion) is produced decay to the corresponding table of set motion following time (convergence time), the vehicle obtained by train experiment is produced and the corresponding table in order to suppress the corresponding table of the friction force needed for this vehicle movement (target friction power) and target friction power and the braking force (target braking force) obtained by train experiment.Further, command value generating unit 58, according to the maxim of inputted up-and-down movement, calculates convergence time based on the size of up-and-down movement with the corresponding table of convergence time.In addition, command value generating unit 58, according to the maxim of inputted up-and-down movement, calculates target friction power based on the size of inputted up-and-down movement with the corresponding table of target friction power.Further, command value generating unit 58 is according to the target friction power calculated, and based target friction force calculates target braking force with the corresponding table of target braking force.And, command generation unit 58 sets the waveform of the command value playing the braking force till controlling to terminate from controlling according to the maximum command value inputted from maximum command value calculating part 57 and the convergence time calculated and target braking force, generates the command value of braking force.
That is, as shown in the waveform of the command value of Fig. 6, the convergence time T0 that command value generating unit 58 setup algorithm goes out, from control starts, starts to maximum command value with the slope set by braking force and keeps braking force.And, command value generating unit 58 generates braking force command value along imaginary line from the moment that the imaginary line of fixed slope and maximum command value are intersected, the imaginary line of this fixed slope is set as to control when starting is target braking force F0, at convergence time T0 time braking force be 0.
That is, in the present embodiment, when carrying out the judgement controlling to get involved, till making the command value of braking force change to the maximum command value calculated by maximum command value calculating part 56.Controlling the up-and-down movement obtaining vehicle body 100 in intervention procedure, obtaining according to the estimated result of the change (damped vibration) of up-and-down movement afterwards until the time T0 that fully decays of the motion of vehicle body 100.In addition, about the change of up-and-down movement, the change of up-and-down movement can be estimated by calculating damped vibration in real time, or the result that use presupposes damped vibration and obtains is to estimate the change of up-and-down movement.Further, the command value of the braking force corresponding with this estimated result is correspondingly exported with the elapsed time from controlling to get involved.In addition, in the controlling, when input value exceedes threshold value again, again carry out the calculating of maximum command value and the estimation of vehicle movement, recalculate the command value of braking force.
(running state of the vehicle control treatment)
Then, the running state of the vehicle control treatment performed by controller 50 to realize the functional structure shown in Fig. 4 is described.
Fig. 7 is the diagram of circuit of the running state of the vehicle control treatment represented performed by controller 50.
Controller 50 starts running state of the vehicle control treatment while connection ignition lock, until ignition lock disconnects repeatedly perform this process.
In the figure 7, when starting running state of the vehicle control treatment, controller 50 obtains up-and-down movement and the speed of a motor vehicle (step S1) of vehicle.
Then, controller 50 judges whether the up-and-down movement of accessed vehicle is more than or equal to and controls threshold value (step S2), when be judged as the up-and-down movement of vehicle be not be more than or equal to control threshold value, repeat the process of step S1.
On the other hand, in step s 2, when being judged as that the up-and-down movement of vehicle is more than or equal to control threshold value, controller 50 obtain set during in the maxim of up-and-down movement (absolute value), and to be stored in up-and-down movement maxim storage part 56 (step S3).Like this, by the setting control threshold value relevant with the up-and-down movement of vehicle, can only to needing the up-and-down movement of the size of carrying out operation conditions control to control, thus can the fluctuation of inhibitory control.
Then, controller 50 judges whether to have updated the maxim (that is, whether again store value or whether obtain exceeding the value of institute's storing value in up-and-down movement maxim storage part 56) (step S4) of up-and-down movement.
In step s 4 which, when being judged as the maxim that have updated up-and-down movement, controller 50 utilizes maximum command value calculating part 57 to calculate the maximum command value Fmax (step S5) of braking force.In addition, in step s 4 which, when being judged as the maxim not upgrading up-and-down movement, the process of step S8 transferred to by controller 50.
Then, controller 50 utilizes command value generating unit 58 to go out convergence time T0 (step S6) according to the maximum value calculation of up-and-down movement, and, go out target braking force F0 (step S7) according to the maximum value calculation of up-and-down movement.
Then, controller 50 utilizes command value generating unit 58 to set the waveform (with reference to Fig. 6) (step S8) of the command value of braking force based on convergence time T0, target braking force F0 and maximum command value Fmax.
Then, with the elapsed time exceeded from up-and-down movement the moment controlling threshold value correspondingly, the command value of braking force is outputted to brake actuator 60 (step S9) with reference to the waveform of the command value of braking force by controller 50.Now, controller 50 can apply the correction (such as the speed of a motor vehicle larger, make correction etc. that command value more reduce) corresponding to the speed of a motor vehicle to the command value of the braking force set in step S112.
Then, 0 (namely controller 50 judges that whether the command value of braking force is, whether have passed through convergence time T0) (step S10), when the command value being judged as braking force is not 0 (namely, when being judged as not through convergence time T0), obtain up-and-down movement (step S11).
Then, controller 50 judges whether up-and-down movement is more than or equal to and controls threshold value (step S12), when be judged as up-and-down movement be not be more than or equal to control threshold value, transfer to the process of step S9, when being judged as that up-and-down movement is more than or equal to control threshold value, transfer to the process of step S3.
In addition, in step slo, when the command value being judged as braking force is 0 (namely, when being judged as have passed through convergence time T0), the maxim (step S13) stored in up-and-down movement maxim storage part 56 deleted by controller 50, and transfers to the process of step S1.
(motoring condition and the relation controlling content)
According to said structure, the automobile 1 of present embodiment applies the braking force corresponding to various motoring condition, controls up-and-down movement.
Fig. 8 is the figure representing the motoring condition of vehicle and the relation of control content.
In addition, the "×" in Fig. 8 represents and does not control, and "-" represents void value.In addition, in fig. 8, for the frequency of the vibration inputted from road surface, frequency domain is expressed as by near resonant frequency on spring, by near resonant frequency on spring hereinafter referred to as low frequency range, be expressed as high-frequency domain by near resonant frequency on spring to resonant frequency under spring.
As shown in Figure 8, automobile 1 changes applied braking force and period according to the size of up-and-down movement (little, in, large degree), input state (be single or continuously) from road surface, the speed of a motor vehicle (low regime, middling speed district, high velocity) and the frequency (low frequency range, frequency domain, high-frequency domain) of vibration that inputs.
Specifically, when the size of up-and-down movement is less than control threshold value (little degree), automobile 1 does not apply the braking force based on running state of the vehicle control treatment.
On the other hand, when the size of up-and-down movement is fixed range (the middle degree) being more than or equal to control threshold value, no matter from the vibration of road surface input single or input successional vibration, when the speed of a motor vehicle for middling speed district and the oscillation frequency inputted is frequency domain time, the short time applies the braking force of little degree.In addition, when the speed of a motor vehicle for high velocity and the oscillation frequency inputted is frequency domain time, the braking force of degree in applying time of degree in maintaining.In addition, when the speed of a motor vehicle for when low regime and high velocity and the speed of a motor vehicle for middling speed district and the oscillation frequency inputted be low frequency range and high-frequency domain when, do not apply the braking force based on running state of the vehicle control treatment.
In addition, when the size of up-and-down movement is scope (the large degree) exceeding more than the fixation degree controlling threshold value, no matter from the vibration of road surface input single or input successional vibration, when the speed of a motor vehicle for middling speed district and the oscillation frequency inputted is frequency domain time, the long-time braking force applying large degree.In addition, when the speed of a motor vehicle for high velocity and the oscillation frequency inputted is frequency domain time, apply maximum braking force and maintain maximum duration.Further, when the speed of a motor vehicle for high velocity and the oscillation frequency inputted is high-frequency domain time, the short time applies the braking force of little degree.
Thereby, it is possible to the vehicle running state of the oscillation frequency comprising the speed of a motor vehicle and input from road surface correspondingly, while suppression to apply to slow down sense to chaufeur, control up-and-down movement.
(action)
Then, action is described.
When the automobile 1 possessing running state of the vehicle control setup 1A involved in the present invention is transfused to the vibration from road surface in the process of moving, by running state of the vehicle control treatment, braking force is applied to each wheel, control the up-and-down movement of vehicle body 100.
Below, master mode example when have input the vibration of single from road surface and have input successional vibration from road surface is described.
(have input the situation of the vibration of single)
Fig. 9 is the figure of the waveform of (a) up-and-down movement representing the vibration that have input single from road surface and (b) braking force command value.In addition, in (a) of Fig. 9, solid line represents vehicle movement (up-and-down movement), and long and two-short dash line represents the estimated valve of vehicle movement, and dotted line represents control threshold value.
As shown in Figure 9, when owing to causing up-and-down movement to be more than or equal to control threshold value from the vibration on road surface, controller 50 stores the maxim of up-and-down movement, and carries out the estimation of vehicle movement.
As the method for estimation of vehicle movement, such as can use following method: according to the maximum acceleration value of up-and-down movement to based on body quality, spring constant, extinguishing coefficient and the equation of motion (with reference to formula (1)) that defines solves, calculate vehicle movement at any time thus.In addition, can omit by using following method and estimate vehicle movement with real-time real-time operation: in order to alleviate computation burden, when detecting the maximum acceleration value of up-and-down movement, only calculate from this moment and play time T0 till fully decay, carry out linear connection, that is, infer from detecting that till the maximum acceleration value of up-and-down movement plays time T0 be the method reduced linearly.
[formula 1]
X2: spring top offset
X1: spring bottom offset
X0: pavement displacement
K: spring constant
K: tyre spring rate
C: extinguishing coefficient
C: tire extinguishing coefficient
M: spring is improved quality
M: play unsprung weight
Wherein, above-mentioned equation of motion takes turns 2DOF model based on 1.
Further, controller 50 sets the waveform of the command value of braking force based on convergence time T0, target braking force F0 and maximum command value Fmax.
Afterwards, with the elapsed time from controlling to get involved correspondingly, the command value of braking force corresponding for the waveform of the command value with set braking force is outputted to brake actuator 60 by controller 50, and brake actuator 60 applies the corresponding braking force of and instruction value to each wheel.
Thus, in the draft hitch of each wheel, the friction force of draft hitch can be made to change, control up-and-down movement.
(have input the situation of successional vibration)
Below, as an example, the situation that have input two-time vibration is continuously described.But even if when have input the vibration of more than three times continuously, for the input of new vibration, time also by carrying out vibrating with the input second time of following explanation, the control of up-and-down movement is carried out in identical action.
First, the renewal of maximum command value Fmax is described.
Figure 10 represents the figure upgrading the state of maximum command value Fmax when inputting successional vibration from road surface.
As shown in Figure 10, when inputting first time vibration, controller 50 calculates the maximum command value Fmax of the maxim relative to accessed up-and-down movement.
Then, when inputting second time vibration, when up-and-down movement exceedes control threshold value, if this up-and-down movement is less than or equal to the maxim of up-and-down movement accessed when inputting first time vibration, then controller 50 keeps this maxim.In this case, the value calculated when maximum command value Fmax is also remained input first time vibration by controller 50.
Further, when when inputting second time vibration, accessed up-and-down movement exceedes the maxim of the up-and-down movement that first time gets, controller 50 upgrades the maxim of up-and-down movement, recalculates the maximum command value Fmax corresponding with this maxim.
In addition, in Fig. 10, as indicated by chain dotted lines, when up-and-down movement is lower than control threshold value, maximum command value can be made to successively decrease.In this case, the damped vibration of the higher limit of braking force and vehicle body 100 can be made correspondingly to reduce, thus more not easily can apply to chaufeur sense of slowing down.
Then, the control of braking force is described.
Figure 11 is the figure of the waveform representing (a) up-and-down movement to have input successional vibration from road surface and (b) braking force command value.In addition, in (a) of Figure 11, solid line represents vehicle movement (up-and-down movement), and long and two-short dash line represents the estimated valve of vehicle movement, and dotted line represents control threshold value.
As shown in figure 11, when owing to causing up-and-down movement to be more than or equal to control threshold value from the vibration on road surface, controller 50 stores the maxim of up-and-down movement, and carries out the estimation of vehicle movement.
Further, controller 50 sets the waveform of the command value of braking force based on convergence time T0, target braking force F0 and maximum command value Fmax.
Afterwards, with the elapsed time from controlling to get involved correspondingly, the command value of braking force corresponding for the waveform of the command value with set braking force is outputted to brake actuator 60 by controller 50, and brake actuator 60 applies the corresponding braking force of and instruction value to each wheel.
At this, when again vibrating from road surface input second time, when causing up-and-down movement to be more than or equal to control threshold value due to this vibration, controller 50 re-starts and controls to get involved.
That is, for new input, controller 50 stores the maxim of up-and-down movement, and carries out the estimation of vehicle movement.
Further, controller 50 sets the waveform of the command value of braking force based on the convergence time T0 recalculated, target braking force F0 and maximum command value Fmax.
Afterwards, with the elapsed time from controlling to get involved correspondingly, the command value of braking force corresponding for the waveform of the command value with set braking force is outputted to brake actuator 60 by controller 50, and brake actuator 60 applies the corresponding braking force of and instruction value to each wheel.
Thus, even if when have input successional vibration from road surface, the friction force in the draft hitch of each wheel also can be made to change, thus up-and-down movement can be controlled accordingly with inputted each vibration.
As mentioned above, when the automobile 1 involved by present embodiment is transfused to the vibration from road surface, when the up-and-down movement of vehicle be more than or equal to control threshold value time, obtain the maxim of up-and-down movement, calculate the maximum command value of the braking force based on this maxim and the speed of a motor vehicle.Further, automobile 1 sets the waveform based on the maxim of up-and-down movement and the braking force command value of maximum command value, correspondingly braking force corresponding for the waveform of the command value with set braking force is applied to each wheel with the elapsed time from controlling to get involved.
Therefore, by applying the braking force corresponding to the motoring condition of vehicle, the friction force in the draft hitch of each wheel can be made to change, control up-and-down movement.
Thus, automobile 1 involved according to the present embodiment, can carry out the operation conditions corresponding to the motoring condition of vehicle more rightly and control.
In addition, automobile 1 involved by present embodiment, when have input successional vibration from road surface, up-and-down movement is more than or equal to control threshold value, and during the maxim of the up-and-down movement accessed when having exceeded first time vibration, upgrade the maxim of up-and-down movement, also upgrade maximum command value correspondingly.Then, the maximum command value etc. after upgrading is used again to apply braking force.
Thus, even if when have input successional vibration, also can carry out the operation conditions corresponding to the motoring condition of vehicle more rightly and controlling.
In addition, in the present embodiment, vehicle-wheel speed sensor 20FR, 20FL, 20RR, 20RL correspond to speed of a motor vehicle acquiring unit, and upper and lower G sensor 10 corresponds to up-and-down movement acquiring unit.In addition, up-and-down movement maxim storage part 56 corresponds to up-and-down movement maxim acquiring unit, and maximum command value calculating part 57 corresponds to upper limit command value setup unit.In addition, command value generating unit 58 corresponds to braking force command value setup unit, and brake actuator 60 corresponds to brake unit.In addition, control to get involved judging part 55 and correspond to control intervention judging unit.In addition, command value generating unit 58 corresponds to convergence time estimation unit, target braking force setup unit, braking force instructional waveform setup unit, target friction power setup unit and target braking force determining means.
(effect of the first embodiment)
(1) upper limit command value setup unit sets the upper limit command value representing the braking force upper limit according to the maxim of vehicle body up-and-down movement and the speed of a motor vehicle, braking force command value setup unit sets the command value of braking force according to the maxim of vehicle body up-and-down movement and upper limit command value, apply braking force to wheel.
Thus, by applying the braking force corresponding to the motoring condition of vehicle, the friction force in the draft hitch of each wheel can be made to change to control up-and-down movement.
Thus, according to the present invention, the operation conditions corresponding to the motoring condition of vehicle can be carried out more rightly and control.
(2) control to get involved judging unit the up-and-down movement of vehicle body and the threshold value controlling to get involved are compared, when the up-and-down movement of vehicle body is more than or equal to the threshold value controlling to get involved, apply braking force by above-mentioned brake unit.
Thus, can only to needing the up-and-down movement of the size of carrying out operation conditions control to control, thus can the fluctuation of inhibitory control.
(3) convergence time estimation unit estimates the convergence time of the up-and-down movement of vehicle according to the maxim of vehicle body up-and-down movement, target braking force setup unit carrys out target setting braking force according to the maxim of vehicle body up-and-down movement, and braking force instructional waveform setup unit sets the waveform of command value relative to the time of braking force according to convergence time, target braking force and upper limit command value.
Thus, set the characteristic of the braking force corresponding to the size of inputted vibration, thus can suppress to apply to chaufeur sense of slowing down, the up-and-down movement of vehicle can be controlled simultaneously rightly.
(4) target friction power setup unit sets the target friction power of draft hitch according to the maxim of up-and-down movement, and target braking force determining means decides target braking force according to target friction power.
Thereby, it is possible to reflect the friction force of the draft hitch corresponding with inputted up-and-down movement, decide appropriate target braking force.
(5) for the up-and-down movement of the vehicle body produced because of the input from road surface to set convergence time and the target braking force of this up-and-down movement, brake according to target braking force, make the friction force of draft hitch change thus, control the up-and-down movement of vehicle body.
Thereby, it is possible to correspondingly change the friction force in the draft hitch of each vehicle with the motoring condition of vehicle, control up-and-down movement.
Thus, according to the present invention, the operation conditions corresponding to the motoring condition of vehicle can be carried out more rightly and control.
(application examples 1)
In the first embodiment, the output of maximum command value calculating part 57 can be corrected in the larger region (high input area) of the maxim of up-and-down movement and smaller region (low input area).
Figure 12 represents the figure relative to maximum command value Fmax when the correcting of up-and-down movement.
As shown in figure 12, maximum command value Fmax is considered to use the value be directly proportional to up-and-down movement (upper and lower acceleration/accel) as shown in phantom in FIG. like that.But in the region that up-and-down movement is smaller, instruction during input low relative to brake actuator 60, there is insufficient situation in the actual trackability exported.
Therefore, in order to suppress the deceleration sense being applied to chaufeur thus, make maximum command value Fmax lower than the value of long and two-short dash line.In addition, in the region that up-and-down movement is larger, maximum command value Fmax is larger value, therefore in order to suppress excessive vehicle movement change to arrange limits value.
Thus, when the region transfers that the region smaller from up-and-down movement is moved larger up and down, can suppress to apply incongruity to chaufeur, the up-and-down movement of vehicle can be controlled simultaneously.
In addition, in use-case, sensory evaluation should carried out by train experiment, determine the region that up-and-down movement is smaller and the larger region of up-and-down movement thus.
(effect)
In the low input area of the maxim of up-and-down movement and at least one region of high input area, upper limit command value setup unit carries out the correction that upper limit command value is declined.
Thus, when the region transfers that the region smaller from up-and-down movement is moved larger up and down, can suppress to apply incongruity to chaufeur, the up-and-down movement of vehicle can be controlled simultaneously.
(application examples 2)
In the first embodiment, the output of maximum command value calculating part 57 can be corrected in the higher region (high input area) of the speed of a motor vehicle and the lower region (low input area) of the speed of a motor vehicle.
Figure 13 represents the figure relative to maximum command value Fmax when the correcting of the speed of a motor vehicle.
As shown in figure 13, about maximum command value Fmax, as shown in phantom in FIG., consider to utilize relative to speed of a motor vehicle monotonically increasing value (such as following the value of the function of more than secondary).But in low speed of a motor vehicle district, as described in by application examples 1, instruction during input low relative to brake actuator 60, there is insufficient situation in the actual trackability exported.
Therefore, relative to vehicle kinetic energy of having before controlling to get involved, the loss ratio of the kinetic energy caused due to control for brake likely becomes large.
Therefore, in order to suppress the deceleration sense being applied to chaufeur thus, when low speed of a motor vehicle district, make maximum command value Fmax lower than monotonically increasing characteristic.In addition, when high speed of a motor vehicle district, maximum command value Fmax is larger value, therefore in order to suppress excessive vehicle movement change to arrange restriction.
Thus, when from the smaller region of the speed of a motor vehicle to the region transfers that the speed of a motor vehicle is higher, can suppress to apply incongruity to chaufeur, the up-and-down movement of vehicle can be controlled simultaneously.
In addition, in use-case, sensory evaluation should carried out by train experiment, determine the region that the speed of a motor vehicle is lower and the higher region of the speed of a motor vehicle thus.
(effect)
Upper limit command value setup unit carries out the correction that upper limit command value is declined in the low input area of the speed of a motor vehicle and at least one region of high input area.
Thus, when from the lower region of the speed of a motor vehicle to the region transfers that the speed of a motor vehicle is higher, can suppress to apply incongruity to chaufeur, the up-and-down movement of vehicle can be controlled simultaneously.
(application examples 3)
When utilizing command value generating unit 58 to set the waveform of the command value of braking force, as the corresponding table of target friction power with target braking force, the correspondence table of the characteristic that following Figure 14 can be used such.
Figure 14 is the figure representing target friction power and another example of the corresponding table of target braking force.
In the correspondence table shown in Figure 14, show target braking force relative to target friction power, follow the characteristic of the function of more than secondary.
By being set to this characteristic, even if be tending towards saturated high friction force region in target friction power, the target braking force for obtaining required friction force also more adequately can be calculated.
(the second embodiment)
Then, the second embodiment of the present invention is described.
(structure)
Running state of the vehicle control setup 1A involved by present embodiment has the structure identical with Fig. 1 ~ Fig. 3 in the first embodiment.
On the other hand, in the running state of the vehicle control treatment performed by controller 50, start the threshold value (fixed threshold) of the control of braking force in setting with different from the first embodiment in the movement threshold this point terminating to set in threshold value (end threshold value) this point of control of braking force and the control at braking force change.
Thus, be described for the running state of the vehicle control treatment performed by controller 50 below.
Figure 15 is the diagram of circuit of the running state of the vehicle control treatment represented performed by controller 50.
Controller 50 starts running state of the vehicle control treatment while connection ignition lock, until ignition lock disconnects repeatedly perform this process.
In fig .15, when starting running state of the vehicle control treatment, controller 50 obtains up-and-down movement and the speed of a motor vehicle (step S101) of vehicle.
Then, controller 50 judges whether the up-and-down movement of accessed vehicle is more than or equal to fixed threshold (step S102).At this, fixed threshold is for judging whether the up-and-down movement of vehicle becomes the threshold value carrying out controlling the state got involved when not having to perform the brake-power control based on running state of the vehicle control treatment.That is, fixed threshold is determined in the same manner as the control threshold value of the step S2 in the first embodiment.
In step s 102, when being judged as that the up-and-down movement of vehicle is more than or equal to fixed threshold, controller 50 judges whether the up-and-down movement of vehicle is more than or equal to and terminates threshold value (step S103).At this, terminating threshold value is for judging whether the up-and-down movement of vehicle becomes the threshold value departing from the state controlled, and this terminates threshold value and is set as the value less than fixed threshold when performing the brake-power control based on running state of the vehicle control treatment.
In step s 103, when be judged as the up-and-down movement of vehicle be not be more than or equal to terminate threshold value, the command value of braking force is set as 0 (step S104) by controller 50, repeats running state of the vehicle control treatment.
On the other hand, in step s 103, when being judged as that the up-and-down movement of vehicle is more than or equal to end threshold value, controller 50 judges whether to be in (step S105) in the control based on the braking force of running state of the vehicle control treatment, when be judged as be not be in the control based on the braking force of running state of the vehicle control treatment, transfer to the process of step S104.
In step S105, when being judged as being in the control based on the braking force of running state of the vehicle control treatment, controller 50 judges whether the up-and-down movement of vehicle is more than or equal to movement threshold (step S106).
In step s 106, when being judged as that the up-and-down movement of vehicle is not that when being more than or equal to movement threshold, the process of step S112 transferred to by controller 50.
On the other hand, when being judged as that the up-and-down movement of vehicle is more than or equal to movement threshold in step s 106, and when being judged as that the up-and-down movement of vehicle is more than or equal to fixed threshold in step s 102, controller 50 obtain set during in the maxim of up-and-down movement (absolute value), and to be stored in up-and-down movement maxim storage part 56 (step S107).
Then, the maxim (that is, whether again storing value in up-and-down movement maxim storage part 56, or whether obtain the value exceeding institute's storing value) that have updated up-and-down movement is judged whether.
In step S108, when being judged as the maxim that have updated up-and-down movement, controller 50 utilizes maximum command value calculating part 57 to calculate the maximum command value Fmax (step S109) of braking force.In addition, in step S108, when being judged as the maxim not upgrading up-and-down movement, the process of step S112 transferred to by controller 50.
Then, controller 50 utilizes command value generating unit 58 to calculate convergence time T0 (step S110) according to the maxim of up-and-down movement, and, go out target braking force F0 (step S111) according to the maximum value calculation of up-and-down movement.
Then, controller 50 utilizes command value generating unit 58, sets the waveform (with reference to Fig. 6) (step S112) of the command value of braking force based on convergence time T0, target braking force F0 and maximum command value Fmax.Now, controller 50 keeps the estimation waveform (intrinsic curve) of the up-and-down movement on the basis of the waveform of the command value as setting braking force, sets with the command value of braking force the movement threshold reduced in time accordingly.In this case, the estimation waveform of up-and-down movement directly can be set to movement threshold, maybe will be multiplied by the deviation gain of the detected value deviation considering up-and-down movement to the estimation waveform of up-and-down movement and the value obtained is set to movement threshold.
Then, with the elapsed time exceeded from up-and-down movement the moment controlling threshold value correspondingly, controller 50 with reference to the waveform of the command value of braking force, by the command value movement output of braking force to brake actuator 60 (step S113).Now, controller 50 can apply the correction (such as the speed of a motor vehicle larger, make correction etc. that command value more reduce) corresponding to the speed of a motor vehicle to the command value of the braking force set in step S112.
Further, controller 50 obtains up-and-down movement and the speed of a motor vehicle (step S114) of vehicle, transfers to the process of step S103.
(action)
Then, action is described.
When the automobile 1 possessing running state of the vehicle control setup 1A involved in the present invention is transfused to the vibration from road surface under steam, by running state of the vehicle control treatment, braking force is applied to each wheel, control the up-and-down movement of vehicle body 100.Now, automobile 1 sets the movement threshold along with the elapsed time from controlling to get involved changes.Further, during controlling braking force by running state of the vehicle control treatment, again input the vibration from road surface, when the up-and-down movement of vehicle exceedes movement threshold, reset applied braking force, carry out the control of braking force.
Figure 16 is the figure of the waveform representing (a) up-and-down movement to have input successional vibration from road surface and (b) braking force command value.In addition, in (a) of Figure 16, solid line represents vehicle movement (up-and-down movement), long and two-short dash line represents the estimated valve of vehicle movement, single dotted broken line represents the maxim of vehicle movement, and dotted line represents control threshold value (fixed threshold, movement threshold and end threshold value).In addition, in figure 16, movement threshold is consistent with the estimated valve of vehicle movement.
As shown in figure 16, when owing to causing up-and-down movement to be more than or equal to fixed threshold from the vibration on road surface, controller 50 stores the maxim of up-and-down movement, and carries out the estimation of vehicle movement.
Further, controller 50 sets the waveform of the command value of braking force based on convergence time T0, target braking force F0 and maximum command value Fmax.Now, controller 50 keeps based on primary vibration input and the estimation waveform of the up-and-down movement of setting, is set as movement threshold.
Afterwards, with the elapsed time from controlling to get involved correspondingly, the command value of braking force corresponding for the waveform of the command value with set braking force is outputted to brake actuator 60 by controller 50, and brake actuator 60 applies the corresponding braking force of and instruction value to each wheel.
At this, when again vibrating from road surface input second time, when causing up-and-down movement to be more than or equal to control threshold value due to this vibration, controller 50 re-starts and controls to get involved.
That is, for new input, controller 50 stores the maxim of up-and-down movement, and carries out the estimation of vehicle movement.
Further, controller 50 sets the waveform of the command value of braking force based on the convergence time T0 recalculated, target braking force F0 and maximum command value Fmax.
Afterwards, with the elapsed time from controlling to get involved correspondingly, the command value of braking force corresponding for the waveform of the command value with set braking force is outputted to brake actuator 60 by controller 50, and brake actuator 60 applies the corresponding braking force of and instruction value to each wheel.
Thus, during when inputting first time vibration, body vibrations is restrained, even if when again have input vibration from road surface, the friction force in the draft hitch of each wheel also can be made to change, thus up-and-down movement can be controlled accordingly with inputted each vibration.
As mentioned above, about the automobile 1 involved by present embodiment, when have input the vibration from road surface, if the up-and-down movement of vehicle is more than or equal to fixed threshold, then obtain the maxim of up-and-down movement, calculate the maximum command value of the braking force based on this maxim and the speed of a motor vehicle.Further, automobile 1 sets the waveform based on the maxim of up-and-down movement and the braking force command value of maximum command value, correspondingly braking force corresponding for the waveform of the command value with set braking force is applied to each wheel with the elapsed time from controlling to get involved.
Further, in the execution of above-mentioned control, when from road surface again inputted vibration time, when up-and-down movement is more than or equal to movement threshold, obtains the maxim of up-and-down movement, calculate the maximum command value corresponding to this maxim.Then, the maximum command value etc. calculated is used again to apply braking force.
Thus, during body vibrations when previous inputted vibration is restrained, even if when from road surface again inputted vibration, the friction force in the draft hitch of each wheel also can be made to change, thus up-and-down movement can be controlled accordingly with inputted each vibration.
In addition, in the present embodiment, vehicle-wheel speed sensor 20FR, 20FL, 20RR, 20RL correspond to speed of a motor vehicle acquiring unit, and upper and lower G sensor 10 corresponds to up-and-down movement acquiring unit.In addition, up-and-down movement maxim storage part 56 corresponds to up-and-down movement maxim acquiring unit, and maximum command value calculating part 57 corresponds to upper limit command value setup unit.In addition, command value generating unit 58 corresponds to braking force command value setup unit, and brake actuator 60 corresponds to brake unit.In addition, control to get involved judging part 55 and correspond to control intervention judging unit.In addition, command value generating unit 58 corresponds to convergence time estimation unit, target braking force setup unit, braking force instructional waveform setup unit, target friction power setup unit and target braking force determining means.
(effect of the second embodiment)
(1) set movement threshold and be confirmed as the threshold value of fixed threshold as control intervention of fixed value, this movement threshold reduces accordingly in time with the command value of the braking force set by braking force command value setup unit.Further, when not applying braking force by brake unit, the up-and-down movement of vehicle body and fixed threshold being compared, applying braking force when the up-and-down movement of vehicle body is more than or equal to fixed threshold.In addition, when being applied with braking force by brake unit, the up-and-down movement of vehicle body and movement threshold are compared.Further, when the up-and-down movement of vehicle body is more than or equal to above-mentioned movement threshold, the braking force that alternative applying is performing, and apply braking force accordingly with the up-and-down movement of the vehicle being more than or equal to movement threshold.
Therefore, during body vibrations when previous inputted vibration is restrained, even if when from road surface again inputted vibration, the friction force in the draft hitch of each wheel also can be made to change, thus up-and-down movement can be controlled accordingly with inputted each vibration.
Thus, the operation conditions corresponding to the motoring condition of vehicle can be carried out more rightly to control.
Claims (9)
1. a running state of the vehicle control setup, is characterized in that, possesses:
Speed of a motor vehicle acquiring unit, it obtains the speed of a motor vehicle;
Up-and-down movement acquiring unit, it obtains the up-and-down movement of vehicle body;
Up-and-down movement maxim acquiring unit, it obtains the maxim of the up-and-down movement of the vehicle body got by above-mentioned up-and-down movement acquiring unit;
Upper limit command value setup unit, it sets the upper limit command value of the upper limit representing braking force according to the maxim of up-and-down movement got by above-mentioned up-and-down movement maxim acquiring unit and the speed of a motor vehicle got by above-mentioned speed of a motor vehicle acquiring unit;
Braking force command value setup unit, it is according to the maxim of the up-and-down movement got by above-mentioned up-and-down movement maxim acquiring unit and the command value being set braking force by the above-mentioned upper limit command value of above-mentioned upper limit command value setup unit setting; And
Brake unit, it comes to apply braking force to wheel according to the command value of the braking force set by above-mentioned braking force command value setup unit.
2. running state of the vehicle control setup according to claim 1, is characterized in that,
Also possess and control to get involved judging unit, this control gets involved judging unit and the up-and-down movement of the vehicle body got by above-mentioned up-and-down movement acquiring unit and the threshold value controlling to get involved is compared, when the up-and-down movement of vehicle body is more than or equal to the threshold value controlling to get involved, apply braking force by above-mentioned brake unit.
3. running state of the vehicle control setup according to claim 2, is characterized in that,
The threshold value that above-mentioned control intervention judging unit setting movement threshold and the fixed threshold being confirmed as fixed value are got involved as above-mentioned control, this movement threshold reduces accordingly in time with the command value of the braking force set by above-mentioned braking force command value setup unit
When not applying braking force by above-mentioned brake unit, above-mentioned control gets involved judging unit and the up-and-down movement of vehicle body and above-mentioned fixed threshold is compared, when the up-and-down movement of vehicle body is more than or equal to above-mentioned fixed threshold, apply braking force by above-mentioned brake unit; When applying braking force by above-mentioned brake unit, above-mentioned control gets involved judging unit and the up-and-down movement of vehicle body and above-mentioned movement threshold is compared, when the up-and-down movement of vehicle body is more than or equal to above-mentioned movement threshold, substitute the applying of the braking force performed by above-mentioned brake unit, and make above-mentioned brake unit apply braking force accordingly with the up-and-down movement of the vehicle body being more than or equal to this movement threshold.
4. the running state of the vehicle control setup according to any one in claims 1 to 3, is characterized in that,
Above-mentioned braking force command value setup unit possesses:
Convergence time estimation unit, it carrys out the convergence time of the up-and-down movement of estimated vehicle body according to the maxim of above-mentioned up-and-down movement;
Target braking force setup unit, it carrys out target setting braking force according to the maxim of above-mentioned up-and-down movement; And
Braking force instructional waveform setup unit, it, according to the convergence time estimated by above-mentioned convergence time estimation unit, the target braking force set by above-mentioned target braking force setup unit and the upper limit command value by above-mentioned upper limit command value setup unit setting, sets the waveform of command value relative to the time of braking force.
5. running state of the vehicle control setup according to claim 4, is characterized in that,
Above-mentioned target braking force setup unit possesses:
Target friction power setup unit, it sets the target friction power of draft hitch according to the maxim of above-mentioned up-and-down movement; And
Target braking force determining means, it decides target braking force according to the target friction power set by above-mentioned target friction power setup unit.
6. the running state of the vehicle control setup according to any one in claims 1 to 3, is characterized in that,
Above-mentioned upper limit command value setup unit, at least one region in the low input area and high input area of the maxim of the up-and-down movement got by above-mentioned up-and-down movement maxim acquiring unit, carries out the correction that above-mentioned upper limit command value is declined.
7. running state of the vehicle control setup according to claim 4, is characterized in that,
Above-mentioned upper limit command value setup unit, at least one region in the low input area and high input area of the maxim of the up-and-down movement got by above-mentioned up-and-down movement maxim acquiring unit, carries out the correction that above-mentioned upper limit command value is declined.
8. the running state of the vehicle control setup according to any one in claims 1 to 3, is characterized in that,
Above-mentioned upper limit command value setup unit, at least one region in the low input area and high input area of the speed of a motor vehicle got by above-mentioned speed of a motor vehicle acquiring unit, carries out the correction that above-mentioned upper limit command value is declined.
9. running state of the vehicle control setup according to claim 4, is characterized in that,
Above-mentioned upper limit command value setup unit, at least one region in the low input area and high input area of the speed of a motor vehicle got by above-mentioned speed of a motor vehicle acquiring unit, carries out the correction that above-mentioned upper limit command value is declined.
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| CN1640715A (en) * | 2004-01-02 | 2005-07-20 | 上海汇众汽车制造有限公司 | Mechanical shock-absorbing type suspension travel automatic regulator |
| CN1769083A (en) * | 2004-10-07 | 2006-05-10 | 丰田自动车株式会社 | Braking and drive force control apparatus for a vehicle |
| CN101516651A (en) * | 2006-09-15 | 2009-08-26 | 丰田自动车株式会社 | Suspension system for vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8271175B2 (en) * | 2005-08-05 | 2012-09-18 | Honda Motor Co., Ltd. | Vehicle control device |
| JP4661730B2 (en) * | 2006-08-10 | 2011-03-30 | トヨタ自動車株式会社 | Advanced control device for vehicle |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1640715A (en) * | 2004-01-02 | 2005-07-20 | 上海汇众汽车制造有限公司 | Mechanical shock-absorbing type suspension travel automatic regulator |
| CN1769083A (en) * | 2004-10-07 | 2006-05-10 | 丰田自动车株式会社 | Braking and drive force control apparatus for a vehicle |
| CN101516651A (en) * | 2006-09-15 | 2009-08-26 | 丰田自动车株式会社 | Suspension system for vehicle |
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| CN102616101A (en) | 2012-08-01 |
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