JP2001277833A - Chassis control system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a chassis control system for vehicles capable of controlling comfortableness during running with ease and at a low cost. SOLUTION: A first means detects the high frequency roughness of the road from the intermediate frequency of the front right and left wheels or the road just before the wheels, and a second means detects the actual variables output from a vehicle rolling stabilizing system, and a third means detects an actual state of a brake system, i.e., at least one of variables of the steering angle of steering wheels, inclination of a vehicle body and travel speed, and a fourth means acquires a first operation quantity for structure/destruct the corresponding torque in the rolling stabling system for the front wheels using a first algorithm and a second operation quantity for compensating the irregularity of the road by means of a rolling stabilizing system for rear wheels using a second algorithm according to the first operation quantity and based on the signal detected by the third means.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle chassis control system, and more particularly, to a first means for detecting a signal characterizing road unevenness in a traveling direction of a vehicle, and a method of realizing a chassis characteristic amount. A second means for detecting a signal indicating a state, a third means for detecting a signal indicating a traveling state and a driving state, and the first, second, and third means. And a fourth means for obtaining an operation amount to be supplied to the chassis operation member so that noise of the vehicle body caused by road irregularities is compensated based on the detected signal.

[0002]

2. Description of the Related Art A conventional vehicle chassis control system is disclosed in DE1973860 of Robert Bosch GmbH.
It is known from the German patent for 8C1.

[0003] Such a known system comprises a signal recording means for recording a signal from the surroundings of the vehicle and converting the signal into a surrounding signal, a signal processing means for obtaining important information of the chassis from the surrounding signal,
Calculating means for calculating a control signal of chassis control using important information of the chassis. For example, a radar sensor, an ultrasonic sensor or the above-mentioned patent publication DE19738608C1
By using a video sensor device with subsequent image processing as in the above, it is possible to compensate for or eliminate the noise introduced to the following axle due to the time delay when all subsequent axles pass over the road unevenness. .

[0004] Patent application D of Robert Bosch GmbH
From E4133238.5 a system is known for obtaining a signal indicating the road surface. Such systems include, for example, closed-loop driving dynamics control in passenger and commercial vehicles,
It can be used in open loop control and / or supervisory control systems.

In the above system, a first signal indicative of a relative movement between the vehicle body and at least one wheel is detected, and based on the first signal, a transition of a road surface under each rotating wheel is detected. Means are provided for forming a second signal indicative of It is clear that when using such a chassis control system, the driving comfort is largely determined by the noise at the rear axle of the vehicle and its compensation.

If the comfort system is provided with a sensor device for detecting road unevenness in front of the axle ahead in the traveling direction, effective control is possible also on the front axle.

[0007]

However, in the above-mentioned conventional chassis control system, road noise of all the wheels of the vehicle can be compensated to a predetermined limit. For example, as disclosed in the above-mentioned patent publication DE19738608C1, For example, it is extremely complicated and expensive to measure the road unevenness in front of the front axle in the traveling direction by using a camera with image processing at the subsequent stage.

In a system with good cost performance in which a signal is directly detected only at the front wheels, road irregularities in front of the front wheels are not detected, so that control on the axle ahead in the traveling direction has only a supportive effect.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a new and improved vehicle chassis control system capable of controlling running comfort easily and at low cost.

[0010]

In order to solve the above-mentioned problems, a first means (1) for detecting a signal characterizing a road unevenness in a traveling direction of a vehicle is provided. ), A second means (2) for detecting a signal indicating the actual state of the chassis characteristic amount, a third means (3) for detecting a signal indicating the running state and the driving state,
A chassis operating member (10, 10), based on signals detected by the first means, the second means, and the third means, so that noise of the vehicle body due to road unevenness is compensated;
Fourth means (4) for obtaining the manipulated variable to be supplied to 11)
And the first means (1) is adapted to detect road irregularities of medium frequency to high frequency just before or in front of the traveling direction by a left wheel (II).
li) and the right wheel (Ire) separately; the second means (2) detects the actual state of the variables of the rolling stabilization system (10, 11) of the vehicle; Means (3) for detecting at least one variable of the actual state of the brake system, the steering angle of the steered wheels, the inclination of the vehicle body and the running speed; and the fourth means (4) comprises: Using the algorithm of the front axle (V
A first manipulated variable for the corresponding torque build / collapse in the rolling stabilization system (10) in A), and according to the first manipulated variable and based on the signal detected by the third means. Using a second algorithm to obtain a second manipulated variable for compensating for road irregularities by a rolling stabilization system (11) at the rear wheels (IIIre, IVli) in the traveling direction. A vehicle control system is provided.

[0011] According to the invention described in this section, the rolling stabilization system in the vehicle can easily and inexpensively compensate for road noise in all wheels of the control vehicle by avoiding troublesome measurement of road stimulus.

According to a second aspect of the present invention, the first means (1) is a common means for removing noise caused by undulating roads which causes uniform movement of the left and right wheels. It is preferable to have the mode suppression unit (S3, S4).

According to a third aspect of the present invention, the first means (1) comprises a front wheel (Ire, IIl) in the traveling direction.
If the configuration is such that the road unevenness is detected from the vertical distance stimulus or acceleration stimulus in i), the input signal is directly limited to the vertical distance stimulus or acceleration stimulus at the front wheel in the running direction, so that a lower cost system can be realized. You.

According to a fourth aspect of the present invention, the first means (1) comprises a front wheel (Ire, IIl) in the traveling direction.
Preferably, the distance between the shaft portion (VA) of i) and the vehicle body or the vertical acceleration of the front wheel or the shaft portion is detected. Further, the signal may be a tire pressure signal or a wheel force signal.

According to a fifth aspect of the present invention, the first means (1) detects an angle signal from a rolling stabilizer (10) in a running direction of the rolling stabilization system. can do.

In the case where the rolling stabilization system is an electromechanical rolling stabilization system, the angle signal is determined by the travel direction front wheels (Ire, IIli). Is generated by the transmission output of the front rolling stabilizer (10) provided in the vehicle, or by the angle sensor provided in the electric rectified motor. The resulting angle change can be effectively detected.

In the case where the rolling stabilization system is a hydraulic rolling stabilization system, the first means (1) may include:
It is also possible to adopt a configuration in which road unevenness is detected by a pressure sensor or a flow sensor connected to the operation chamber of the hydraulic rolling stabilization system (10, 11).

Further, according to an eighth aspect of the present invention, the first means (1) includes a front wheel (Ire, IIl) in the traveling direction.
If it is configured to detect road irregularities ahead of i), the fourth means (4) uses a second algorithm to roll the front wheels (Ire, IIli) in the traveling direction. If a signal is supplied to the stabilization system, the comfort system is equipped with a sensor device that detects road irregularities in front of the front axle in the traveling direction.
Effective control of the front axle is possible. When only operating members having limited dynamic characteristics are used, the chassis control only has an effect on the front axle in the traveling direction, so a cost-effective chassis control system using a rolling stabilization system is required. Is achieved.

According to a ninth aspect of the present invention, the first means (1) is adapted to drive the front wheels (Ire, IIl) in the traveling direction.
If configured to directly detect road irregularities in i), the fourth means (4) obtains a manipulated variable for a front wheel using the first algorithm, It can be configured as follows.

Also, as in the invention according to claim 10,
The fourth means (4) is configured to use the second algorithm to supply signals only to the rolling stabilization systems (10, 11) for the rear wheels (IIIre, IVli) in the traveling direction. For example, since control is limited to the rear axle, a system with good cost performance is provided.

Also, as in the invention according to claim 11,
The fourth means (4) supplies signals to the rolling stabilization systems (10, 11) for the front wheels and the rear wheels and uses the first algorithm to drive the front wheels (Ire, IIli) to compensate for road irregularities and to compensate for road irregularities of the rear wheels using the second algorithm, in the case of "running straight," for example, vertical distance stimulation or acceleration stimulation The first algorithm "front axle" and the measurement at the first axle, where the reversal of the rolling stabilization system is actively supported by the corresponding torque build in the rolling stabilization system (actuator) The applied distance stimulus or acceleration stimulus is evaluated by the rolling stabilization system to compensate for this stimulus at the following wheels, using a second algorithm "after". It is divided into the shaft. "

Further, as in the invention according to claim 12,
The fourth means (4) can be configured such that the first and second algorithms are used separately for each of the left and right wheels.

[0023]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.
In the following description and the accompanying drawings, components having the same functions and configurations are denoted by the same reference numerals, and redundant description will be omitted.

(First Embodiment) First, a chassis control system according to a first embodiment will be described with reference to FIG. FIG. 1 is a perspective view showing the configuration of the chassis control system according to the first embodiment.

As shown in FIG. 1, a two-axle vehicle traveling on uneven roads is schematically illustrated. The road irregularities are expressed in the form of noise in left and right wheels Ire, IIIre and Ire.
It acts on Ili and IVli, but such noise generally differs on the right and left sides.

The noise directly detected by the front left and right wheels Ire and Ili is a time delay t2 corresponding to the vehicle size and the traveling speed.
_Re, after t2_li, left and right rear wheels IIIre, IVli
Recognized by Based on the time delay between the front axle VA and the rear axle HA (if the vehicle speed v is known), the desired vertical forces QIII, QIV are calculated and the rolling stabilization system (ie the rear operating unit) 11)
It can be adjusted with the rear wheels IIIre and IVli. In addition to the operation unit 11, the operation unit 10 can also adjust the desired vertical force transitions QIII and QIV. The operating unit 10 can compensate for the introduced rolling angle, if necessary.

The front wheels Ire,
The noise at the IIli is determined by the unit 1 by using the road unevenness of the middle frequency to the high frequency as the right front wheel Ire and the left front wheel IIli.
Are detected separately.

As described above, the road stimulus can be further detected in front of the axle VA in the traveling direction ahead by, for example, a video camera directed in the traveling direction and an image processing device connected downstream. It becomes a complicated configuration.

However, as shown in FIG. 1, in the present embodiment, the vertical distance at the front wheels Ire, IIli in the running direction or the average value of acceleration stimulation is used as the input signal of the detection unit 1. This is, for example, the distance between the shaft part and the body or the vertical acceleration of the wheel support or the shaft part.

Alternatively or additionally, in the case of existing angular signals from the front actuator 10 or in an electromechanical rolling stabilization system, for example, the transmission output or the angle provided on the motor of the front actuator 10 Sensor (necessary for driving in electronically commutated motors)
Can be evaluated.

If a hydraulic rolling stabilization system is provided, the pressure and flow sensors connected to the operating device chamber can also be evaluated.

In FIG. 1, the second unit 2 indicated by a broken line is, for example, the current or voltage of an electric servomotor, the angle values of the front and rear actuator units 10 and 11 of the vehicle rolling stabilization system, or Detect the actual state of variables such as pressure values.

Further, there is provided a third unit 3 for detecting the actual state of the vehicle such as the state of the brake system, the steering angle of the steered wheels, the inclination of the vehicle body and the running speed.

The values present in the first to third units or the calculated values are supplied to a fourth unit 4. The fourth unit uses the first algorithm to determine from the supplied signals or values the forward actuator 10 of the rolling stabilization system of the running direction forward axis VA.
Calculate or obtain the first manipulated variable for the corresponding torque build / collapse in. In FIG. 1, the right front wheel Ire,
It is shown as the desired vertical force QI, QII for the left front wheel IIli.

Further, the fourth unit uses the second algorithm based on the first manipulated variables QI and QII and the signals supplied from the second unit 2 and the third unit 3 to execute rear wheel IIIre. , IVli obtain a second manipulated variable QIII, QIV for compensating for road irregularities by means of an actuator 11 behind the rolling stabilization system. In this way, the distance stimulus or acceleration stimulus measured on the front axle VA in the traveling direction is evaluated, and the rear wheel axle algorithm allows the rolling stabilization system to set the rear wheel IIIr.
e, Stimulation at IVli is compensated.

Next, an algorithm for the front axle VA and the rear axle HA will be described. Such an algorithm can be used only for the front axle VA, only for the rear axle HA, or in combination with the front axle VA and the rear axle HA.

As described above, when using the predictive sensor device, the same algorithm as described above is used for the "rear axle" for the front axle. At this time, the delay times t2_re and t2_li shown between the front axle VA and the rear axle HA in FIG. 1 elapse from the time when the road axle in front of the front axle VA is recognized to the time when the front axle passes the stimulation. It was time. Such a delay time can be reduced depending on the sensor device used, and can ultimately be zero. In such a case, no additional "predicting" sensor device is required. With the "rear axle" algorithm, the rolling stabilization system for the front axle is activated for a short time so that road stimuli are isolated from the vehicle body.

Next, an operation flow of the chassis control system according to this embodiment will be described with reference to FIG. In addition,
FIG. 2 is a flowchart illustrating an operation flow of the chassis control system according to the present embodiment.

First, as shown in steps S1 and S2, the right and left vertical road surfaces are detected by a distance sensor attached to the unit 1 disposed between the axle and the main body, a speed sensor or an acceleration sensor in the chassis, for example. Noise is recognized (steps S1 and S2).

Next, in steps S3 and S4, the uniform movement of the right and left wheels caused by the wavy road is removed (common mode suppression) (steps S3 and S4).

Thereafter, in steps S5 and S6, the delay time at which the road noise stimulates the rear wheels IIIre and IVli is calculated on the rear axle (ie, the rear axle in the traveling direction V in FIG. 1) (steps S5 and S6). ). Further, in steps S5 and S6, as shown in FIG. 1, the load intensity or the load removal is calculated or calculated from the supply signals from the units 1, 2, and 3.

Further, in steps S7 and S8, FIG.
As shown by the load vectors QIII and QIV, the desired left and right wheel load transitions at the time point t2 are calculated (steps S7 and S8).

Finally, in step S9, the desired wheel loads calculated in steps S7 and S8 are obtained in order to provide stabilizer torque between the rolling stabilizer 10 on the front axle VA and the rolling stabilizer 11 on the rear axle HA. Re in transition t2 and li in t2 are combined. Step S9 is performed in the unit 4 shown in FIG.
It corresponds to.

Since the rolling stabilization system installed in the vehicle is used in the chassis control system according to the present embodiment, it can be implemented by software means when the "predicting" sensor device is not used. A system with good performance can be formed.

Although the preferred embodiment according to the present invention has been described above, the present invention is not limited to such a configuration.
Those skilled in the art can envisage various modified examples and modified examples within the scope of the technical idea described in the claims, and those modified examples and modified examples are also included in the technical scope of the present invention. It is understood to be included in.

[0046]

According to the rolling stabilization system in the vehicle, it is possible to easily and inexpensively compensate for road noise in all wheels of the vehicle, avoiding troublesome measurement of road stimulus.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a configuration of a chassis control system according to an embodiment.

FIG. 2 is a flowchart showing an operation flow of the chassis control system according to the embodiment.

[Description of Signs] 1, 2, 3 Unit 10, 11 Operation Unit (Actuator Unit) VA Front Axle HA Rear Axle Ire Right Front Wheel IIli Left Front Wheel IIIre Right Rear Wheel IVli Left Rear Wheel QI, QII First Manipulation QIII, QIV Load vector (second manipulated variable)

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Armin, Schulke Germany 71272 Leningen im Feitlieb 16 (72) Inventor Armin-Maria, Verhagen Germany 71701 Schwibel Dingen Hallgraben 34

Claims (12)

[Claims] A first means for detecting a signal characterizing road irregularities in the direction of travel of the vehicle; a second means for detecting a signal indicating an actual state of a chassis characteristic amount;
A third means for detecting a signal indicating a running state and a driving state; and- a signal caused by road unevenness based on the signals detected by the first means, the second means and the third means. A fourth means for obtaining an operation amount to be supplied to the chassis operation member so that noise of the vehicle body is compensated for. The first means comprises: The medium to high frequency road irregularities immediately before it are detected separately for the left and right wheels; the second means for detecting the actual state of the variables of the rolling stabilization system of the vehicle; Means for detecting at least one variable among the actual state of the brake system, the steering angle of the steered wheels, the inclination of the vehicle body and the running speed; and In use,
A first manipulated variable for the corresponding torque build / collapse in the rolling stabilization system on the front axle; and a second manipulated variable according to the first manipulated variable and based on the signal detected by the third means. Obtaining a second manipulated variable for compensating for road irregularities by a rolling stabilization system at the rear wheel in the driving direction using the algorithm of
A chassis control system for a vehicle. 2. The apparatus according to claim 1, wherein said first means includes a common mode suppression unit for removing noise caused by road undulations causing uniform movement of the left and right wheels. A vehicle chassis control system according to claim 1. 3. The vehicle chassis control system according to claim 1, wherein said first means detects road unevenness from a vertical distance stimulus or an acceleration stimulus at a front wheel in a traveling direction. 4. The system according to claim 3, wherein said first means detects a distance between a shaft portion of a front wheel in a traveling direction and a vehicle body or a vertical acceleration of a front wheel or a shaft portion. Vehicle chassis control system. 5. The apparatus according to claim 1, wherein said first means detects an angle signal from a rolling stabilizer in a running direction ahead of the rolling stabilization system.
The vehicle chassis control system according to any one of items 3 and 4. 6. When the rolling stabilization system is an electromechanical rolling stabilization system, the angle signal is obtained by a transmission output of a front rolling stabilizer provided on a front wheel in the traveling direction, or by an electronic commutation. The vehicle control system according to claim 5, wherein the system is generated by an angle sensor provided in the electric motor. 7. When the rolling stabilization system is a hydraulic rolling stabilization system, the first rolling stabilization system may include a first rolling stabilization system.
4. The method according to claim 1, wherein said means for detecting road irregularities comprises a pressure sensor or a flow sensor connected to an operation chamber of the hydraulic rolling stabilization system. Vehicle chassis control system. 8. When the first means is configured to detect road unevenness in front of a front wheel in a traveling direction,
7. The system according to claim 1, wherein said fourth means uses a second algorithm to provide a signal to a rolling stabilization system for a front wheel in the traveling direction.
Alternatively, the chassis control system according to any one of the seven items. 9. If the first means is configured to detect road irregularities directly at the front wheel in the traveling direction, the fourth means uses the first algorithm to perform a The chassis control system according to any one of claims 1, 2, 3, 4, 5, 6, and 7, wherein an operation amount for the wheel is obtained. 10. The system according to claim 1, wherein said fourth means uses a second algorithm to supply signals only to a rolling stabilization system for a rear wheel in the traveling direction. The chassis control system according to any one of items 3, 4, 5, 6, and 7. 11. The fourth means provides a signal to a rolling stabilization system for front and rear wheels and uses the first algorithm to compensate for road irregularities of the front wheels in the direction of travel. The chassis according to any one of claims 1, 2, 3, 4, 5, 6, and 7, wherein the second algorithm is used to compensate for road unevenness of a rear wheel. Control system. 12. The method according to claim 1, wherein said fourth means uses the first and second algorithms separately for each of the left and right wheels. 6,
The chassis control system according to any one of items 7, 8, 9, 10, and 11.