JP2007001496A - Vehicle for performing harmonic operation of active suspension and active stabilizer - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle exhibiting operation performance and durability to the maximum extent regarding any of an active suspension and an active stabilizer by simultaneously and harmonically operating the active suspension and the active stabilizer for distribution control of wheel vertical load in the vehicle having the active suspension and the active stabilizer. <P>SOLUTION: Regarding the respective wheels, the maximum value of allowance wheel vertical load obtained by respective controls of the active suspension and the active stabilizer is presumed and target vertical load of the respective wheels is shared at the wheel vertical load according to a relative ratio of the maximum value of each allowance wheel vertical load by the active suspension and the active stabilizer. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle that has an active suspension and an active stabilizer and controls a wheel contact load.

  The degree to which a vehicle wheel such as an automobile traveling on a general road is attached to the road surface (grip degree) depends on the ratio of the driving force or braking force acting on the wheel and the force with which the wheel is pressed against the road surface, that is, the ground load. It depends. Since the sum of the ground load of the wheels corresponds to the weight of the vehicle body, if the ground load of one wheel is increased, the ground load of the other wheels is reduced. In a four-wheeled vehicle, etc., the wheel braking force is generally distributed to all wheels, and in a four-wheeled vehicle, the wheel driving force is distributed to the front, rear, left, and right four wheels. When the driving force or braking force for one wheel is increased, the driving force or braking force for the other wheel decreases. Further, in the steering characteristic control in which adjustment is performed between the over-steering tendency and the under-steering tendency, when the driving force or the braking force for one wheel changes, the driving force or the braking force for the other wheel also changes. Therefore, in a multi-wheeled vehicle having four or more wheels, the vehicle running performance based on the grip of the wheel with respect to the road surface, that is, the steering characteristics such as the anti-slip property in acceleration and braking and the tendency of over steering / under steering are It depends on the distribution of driving force or wheel braking force between wheels and the distribution of wheel contact load between wheels.

Based on the above relationship, in a vehicle equipped with a mechanism for allocating driving force between wheels and suspension control means, the longitudinal force, lateral force, vertical force acting on the wheel, and the coefficient of friction between the wheel and the road surface are determined. Patent Document 1 below describes that the cornering power is detected to be detected, and the inter-wheel driving force distribution mechanism and the suspension are optimally controlled using the detected cornering power as a parameter.
JP2005-3083

  Conventionally, the wheel ground load distribution control in a vehicle distributes the grip degree of the wheel with respect to the road surface mainly between the front wheels and the rear wheels, and the wheel ground load control is performed exclusively by an active suspension. However, if the active stabilizer stretched between the left and right wheels is also of a type that is supported from the vehicle body at the central portion, it is possible to individually apply upward and downward forces to the wheels. In addition to the distribution of the ground load between them, it is also possible to distribute the ground load between the front and rear wheels.

  In a vehicle having an active suspension and an active stabilizer, the present invention adjusts the grip property of the wheel to the road surface in acceleration and braking of the vehicle by distributing the wheel driving force or the wheel braking force between the front and rear wheels. Alternatively, in order to adjust the steering characteristics such as the oversteering tendency or understeering tendency in steering, the active suspension and the active stabilizer are simultaneously operated in coordination to perform the wheel ground load distribution control. For any of the stabilizers, an object is to provide a vehicle that maximizes its operation performance and durability.

  In order to solve the above problems, the present invention includes at least one of a wheel driving force distribution unit and a wheel braking force distribution unit, an active suspension, and an active stabilizer. In a vehicle for controlling the ratio, a maximum value of an allowable wheel contact load obtained by controlling each of the active suspension and the active stabilizer is estimated for each wheel, and the wheel driving force distribution means or the wheel braking force distribution means is estimated. Relative ratio of the maximum allowable wheel contact load of each of the active suspension and the active stabilizer to the target ground load of each wheel corresponding to the distribution of the wheel driving force or wheel braking force to each wheel and the distribution of the target wheel load ratio Proposing a vehicle characterized by sharing with wheel contact load according to Than is.

  In the vehicle as described above, the distribution of the wheel driving force to each wheel by the wheel driving force distribution unit may be limited within the limit of the allowable wheel driving force distribution obtained by the control of the wheel driving force distribution unit.

  In order to solve the above-described problem, the present invention includes at least one of a wheel driving force distribution unit and a wheel braking force distribution unit, an active suspension, and an active stabilizer. In a vehicle for controlling the ratio of braking forces, the maximum allowable wheel contact load obtained by the control of each of the active suspension and the active stabilizer is estimated for each wheel, and the contact load of each wheel is determined as the active suspension and Each of the active stabilizers is shared by a wheel contact load corresponding to a relative ratio of the allowable wheel contact load maximum value, and then the wheel driving force distribution means or the wheel braking force distribution means so as to achieve a target wheel load ratio distribution. The wheel driving force or wheel braking force is distributed to each wheel by It is intended to propose a vehicle to be.

  Also in this case, the distribution of the wheel driving force to each wheel by the wheel driving force distribution means may be limited within the limit of the allowable wheel driving force distribution obtained by the control of the wheel driving force distribution means.

  Furthermore, in order to solve the above-mentioned problem, the present invention provides a vehicle having an active suspension and an active stabilizer for controlling the distribution of the wheel contact load between the wheels. The maximum value of the allowable wheel ground load obtained by the control of each of the suspension and the active stabilizer is estimated, and the target ground load of each wheel corresponding to the target steering characteristics is estimated by the active suspension and the active stabilizer. The present invention proposes a vehicle characterized by sharing with a wheel contact load according to the relative ratio of the maximum load value.

  A vehicle having at least one of a wheel driving force distribution unit and a wheel braking force distribution unit, an active suspension and an active stabilizer, and controlling a ratio of a wheel driving force or a wheel braking force to a wheel ground load, wherein The maximum allowable wheel contact load obtained by the control of each of the active suspension and the active stabilizer is estimated, and the wheel driving force or wheel braking force applied to each wheel by the wheel driving force distribution unit or the wheel braking force distribution unit is estimated. The active suspension and the active stabilizer share the target ground load of each wheel corresponding to the distribution and the target wheel load ratio distribution by the wheel ground load according to the relative ratio of the maximum allowable wheel ground load. If so, the wheel driving force to each wheel by the wheel driving force distribution means or the wheel braking force distribution means Or, according to the distribution of the wheel braking force, the target ground load of each wheel for achieving the target wheel load ratio distribution is always shared by the active suspension and the active stabilizer, and at that time, the active suspension and the active stabilizer By making the degree of operation comparable to the maximum allowable wheel contact load obtained by each control, both the active suspension and the active stabilizer can be operated in a balanced manner from the viewpoint of the operation performance and durability. .

の配分であり、この配分の制御は、これを略１：１にするのが一般に好ましいものである。 The wheel load factor distribution is the distribution between the front and rear wheels of the ratio of the wheel driving force or wheel braking force to the ground load on each wheel, particularly the front wheel and the rear wheel, that is, the left and right front wheels and the left and right wheels. Fzf and Fzr for the rear wheel ground load, Fxf and Fxr for the driving force or braking force for the left and right front wheels and left and right rear wheels, respectively, and Fyf and Fyr for the lateral force acting on the left and right front wheels and left and right rear wheels, respectively. If the friction coefficient between the wheel and the road surface is μ,

It is generally preferable that the distribution is controlled at approximately 1: 1.

  Further, if the distribution of the wheel driving force to each wheel by the wheel driving force distribution means is limited within the limit of the allowable wheel driving force distribution obtained by the control of the wheel driving force distribution means, the active suspension and the active stabilizer are provided. In addition to operating in a balanced manner from the standpoint of its operating performance and durability, wheel driving force distribution means using clutches, etc., whose operating degree affects operating performance and durability, are also optimal Can be achieved.

  Further, in the vehicle having at least one of the wheel driving force distribution means and the wheel braking force distribution means, the active suspension and the active stabilizer, and controlling the ratio of the wheel driving force or the wheel braking force to the wheel ground load, each wheel The maximum allowable wheel contact load obtained by the control of each of the active suspension and the active stabilizer is estimated for each of the active suspension and the active stabilizer, and the contact load of each wheel is determined for the maximum allowable wheel contact load on each of the active suspension and the active stabilizer. The wheel driving force or wheel braking force is distributed to each wheel by the wheel driving force distribution means or the wheel braking force distribution means so that the wheel ground load according to the relative ratio is shared and the target wheel load ratio is distributed at that time. In the same way, active suspension and active stabilizer Who it is possible to operate a balanced in terms of their operating performance and durability.

  Also in this case, if the distribution of the wheel driving force to each wheel by the wheel driving force distribution means is limited within the limit of the allowable wheel driving force distribution obtained by the control of the wheel driving force distribution means, the active suspension and active Not only can the stabilizer be operated in a balanced manner from the viewpoint of its operating performance and durability, but also the wheel driving force distribution means using a clutch or the like can be optimized.

  Further, in a vehicle having an active suspension and an active stabilizer and controlling the distribution of wheel ground load between the wheels, an allowable wheel grounding obtained by controlling each of the active suspension and the active stabilizer for each wheel. The maximum load value is estimated, and the target ground contact load of each wheel corresponding to the target steering characteristic is shared by the wheel ground load according to the relative ratio of the maximum allowable wheel ground load maximum values by the active suspension and the active stabilizer. If so, it is possible to operate both the active suspension and the active stabilizer in a balanced manner from the viewpoint of the operation performance and durability in obtaining the desired steering characteristics.

  FIG. 1 is a schematic diagram illustrating a functional main part of an example of a vehicle according to the present invention in a four-wheeled vehicle. The vehicle has at least one of wheel driving force distribution means and wheel braking force distribution means (both examples in FIG. 1), an active suspension and an active stabilizer, and has wheel driving force or wheel braking force with respect to wheel ground load (example shown in the figure). Then, the ratio of both) is controlled.

  The wheel driving force distribution means is controlled by an electric control unit (ECU) equipped with a microcomputer, and distributes the wheel driving force applied by a power source device such as an engine or an electric motor to the front, rear, left and right wheels. . The wheel braking force distribution means is controlled by an electric control device and distributes the wheel braking force applied by the braking device to the front, rear, left and right wheels. The operating end of the wheel driving force distribution means may be a clutch or the like that brakes the differential motion of the differential device. The operating end of the wheel braking force distribution means may be a combination of a brake disc and a brake shoe on each of the front, rear, left and right wheels. The active suspension control device is controlled by an electric control device, and its operating end may be an active suspension for each of the front, rear, left and right wheels. The active stabilizer includes two active stabilizers stretched between the left and right front wheels and between the left and right rear wheels, both of which are supported from the vehicle body at the center thereof, and are individually directed upward with respect to both the left and right wheels. A downward force can be applied, and not only the distribution of the ground load between the left and right wheels, but also the distribution of the ground load between the front and rear wheels may be possible.

  The electric control device is supplied with signals indicating values of various parameters relating to the operation state of the vehicle from various sensors not shown in the figure. The electric control device performs control calculation based on the information given by these signals and a control program preloaded in the microcomputer, and operates the wheel driving force distribution means or the wheel braking force distribution means to drive the power source device. At the same time that the force or the braking force of the braking device is distributed among the wheels, the active suspension control device and the active stabilizer control device may be operated to distribute the ground load to each wheel.

  2 and 3 are flowcharts showing an example of the control according to the present invention of the vehicle according to the present invention. The control according to this flowchart is based on the fact that the operation switch of the vehicle (ignition switch in the case of a vehicle including an engine as a power source) is closed and the operation of the electric control device is started, and the vehicle is always in operation several to several hundred milliseconds. It may be repeated in the cycle.

  When the control is started, various signals are read in step 1, and the vehicle operation is controlled based on the information obtained from the read signals and a control program loaded in advance in the microcomputer of the electric control device. As part of this, the following control is performed according to the present invention.

  As the first step, the front and rear wheel driving force distribution means in step 2 is determined based on the actuator temperature, the operation time, and the operation flag for determining whether or not it corresponds to a predetermined operation standard. A maximum allowable distribution difference ΔFxmax of the driving force between the front and rear wheels allowed by the driving force distribution means is calculated.

  Control then proceeds to step 3 where the active suspensions for the front, rear, left and right wheels are obtained by each control based on the actuator temperature, operating time, and operating flag that determines whether or not it corresponds to a predetermined operating standard. The maximum allowable wheel contact loads Fsusflmax, Fsusfrmax, Fsusrlmax, and Fsusrrmax are calculated by estimation.

  Control then proceeds to step 4 for the front and rear active stabilizers based on the actuator temperature, operating time, and the operating flag that determines whether or not this is true with respect to a predetermined operating standard, the allowable wheels obtained by each control. Maximum values Fstaflmax, Fstafrmax, Fstarlmax, Fstarrmax of the ground load are calculated by estimation.

  Control then proceeds to step 5 where it is determined whether the vehicle is driving. If the answer is yes (Y), the control proceeds to step 6 and a target value for front and rear wheel load factor distribution control during driving is set. On the other hand, if the answer to step 5 is no (N), the control proceeds to step 7 to determine whether or not the vehicle is braking. If the answer is yes, the control proceeds to step 8, the flag F is set to 1, the control proceeds to step 9, and the target value of the front and rear wheel duty factor distribution control during braking is set. If the answer to step 7 is no, the control returns and the control of this time is finished.

  When the vehicle is driven, the target values of the front wheel driving force Fxf and the rear wheel driving force Fxr are set in step 10 based on the driving front and rear wheel load factor distribution control target values set in step 6. Next, the control proceeds to step 11 where the absolute value of the difference between the front wheel driving force target value Fxf and the rear wheel driving force target value Fzr set in step 10 is the maximum allowable distribution difference ΔFxmax of the driving force obtained in step 2. It is determined whether or not: If the answer is yes, the control proceeds to step 12 as it is and front and rear wheel braking / driving forces (in this case, driving forces) Fxl and Fxr and front and rear wheel lateral forces Fyf and Fyr, front and rear left and right wheel ground load target values Fzflt, Fzfrt, Fzrlt and Fzrrt are calculated. If the answer to step 11 is no, the control proceeds to step 13 and the distribution between Fxf and Fxr is corrected downward, and then the process proceeds to step 12, and based on the corrected Fxf and Fxr, Fzflt, Fzfrt, Fzrlt, Fzrrt is calculated.

  On the other hand, when the vehicle is braking and the control proceeds to step 9, the front wheel braking force target value Fxf with respect to the braking front / rear wheel duty factor distribution control target value set in step 9 is set in step 14. The rear wheel braking force target value Fzr is calculated, and based on this, the front and rear wheel braking / driving forces (braking force in this case) Fxl and Fxr and the front and rear wheel lateral forces Fyf and Fyr are used as the front and rear wheel ground load target values. Fzflt, Fzfrt, Fzrlt, Fzrrt are calculated.

After step 12, control proceeds to step 15 in FIG. 3 via terminal A, where the ground load sharing ratios Rsusfl, Rstafl, Rsusfr, Rstafr, Rsusrl, Rstarl, Rstarl, Rsusrr, Rstarr for the front and rear left and right wheels and the active stabilizer are It is calculated as follows.

Rsusfl = Fsusflmax / (Fsusflmax + Fstaflmax)
Rstafl = Fstaflmax / (Fsusflmax + Fstaflmax)

Rsusfr = Fsusfrmax / (Fsusfrmax + Fstafrmax)
Rstafr = Fstafrmax / (Fsusfrmax + Fstafrmax)

Rsusrl = Fsusrlmax / (Fsusrlmax + Fsusrlmax)
Rstarl = Fstarlmax / (Fsusrlmax + Fstarlmax)

Rsusrr = Fsusrrmax / (Fsusrrmax + Fstarrmax)
Rstarr = Fstarrmax / (Fsusrrmax + Fstarrmax)

Next, the control proceeds to step 16 where the right and left front and rear wheel ground load target values calculated in step 12 are shared by the above-mentioned sharing ratios Rsusfl vs Rstafl, Rsusfr vs Rstafr, Rsusrl vs Rstarl, Rsusrr vs Rstarr. The ground load target values Fsusflt, Fstaflt, Fsusfrt, Fstafrt, Fsusrlt, Fstarlt, Fsusrrt, and Fstarrt for the active suspension and the active stabilizer for the front, rear, left and right wheels are calculated as follows.

Fsusflt = Fzflt × Rsusfl
Fstaflt = Fzflt × Rstafl

Fsusfrt = Fzfrt × Rsusfr
Fstafrt = Fzfrt × Rstafr

Fsusrlt = Fzrlt × Rsusrl
Fstarlt = Fzrlt × Rstarl

Fsusrrt = Fzrrt × Rsusrr
Fstarrt = Fzrrt × Rstarr

  Control then proceeds to step 17 where it is determined whether the flag F is 1. While the vehicle is being driven, the flag F remains reset to 0 at the start of control (and shall be reset to 0 once braking after braking is disclosed), the answer is no, and during vehicle braking Since the flag F is set to 1 in step 8, the answer is yes. If the answer is no, the control proceeds to step 18, and the front and rear wheel driving force distribution is performed according to the front wheel driving force and rear wheel driving force target values Fxf and Fxr calculated in step 10 by the front and rear wheel driving force distribution means. Is called. On the other hand, when the flag F is 1, the control proceeds to step 19 where the front and rear wheel braking force distribution is performed in accordance with the front wheel braking force and rear wheel braking force target values Fxf and Fxr calculated in step 14.

  In any case, control then proceeds to step 20, and ground load control of the front, rear, left and right wheels by the active suspension and the active stabilizer is performed based on the ground load target values of the active suspension and active stabilizer calculated in step 16. .

  Thus, according to this control example, in controlling the ratio of the wheel driving force or the wheel braking force to the wheel contact load, the maximum allowable wheel contact load obtained by the control of the active suspension and the active stabilizer for each wheel. The value is estimated, and the wheel driving force distribution means or the wheel braking force distribution means distributes the wheel driving force or wheel braking force to each wheel (in this example, a pair of front wheels and left and right rear wheels are combined) Distribution of wheel driving force or wheel braking force to a pair of rear wheels) and target wheel load factor distribution, the target ground load of each wheel is determined by the active suspension and the active stabilizer with the maximum allowable wheel ground load of each wheel. Control is performed by sharing the wheel ground load according to the relative ratio.

  4 and 5 are flowcharts showing another example of the control according to the present invention of the vehicle according to the present invention. Also in this case, when control is started, various signals are read in step 101, and based on information obtained from the read signals and a control program loaded in advance in the microcomputer of the electric control device. As a result, the following control is performed.

  As the first step, in step 102, the front and rear wheel driving force distribution means is based on the actuator temperature, the operation time, and the operation flag for determining whether or not it corresponds to a predetermined operation standard. A maximum allowable distribution difference ΔFxmax of the driving force between the front and rear wheels allowed by the driving force distribution means is calculated.

  Control then proceeds to step 103 where the active suspensions for the front, rear, left and right wheels are obtained by the respective controls based on the actuator temperature, operating time, and operating flag for determining whether or not it corresponds to a predetermined operating standard. The maximum allowable wheel contact loads Fsusflmax, Fsusfrmax, Fsusrlmax, and Fsusrrmax are calculated by estimation.

  Control then proceeds to step 104 where the allowable wheels obtained by each control based on the operation flag for determining whether or not the actuator stabilizer before and after the actuator temperature, the operation time, and a predetermined operation standard correspond to the actuator temperature. Maximum values Fstaflmax, Fstafrmax, Fstarlmax, Fstarrmax of the ground load are calculated by estimation.

  Control then proceeds to step 105 where it is determined whether the vehicle is being driven. If the answer is yes, the control proceeds to step 106, and the target value of the front and rear wheel load factor distribution control during driving is set. On the other hand, if the answer to step 105 is no, the control proceeds to step 107 to determine whether or not the vehicle is braking. If the answer is yes, the control proceeds to step 108, the flag F is set to 1, the control proceeds to step 109, and the target value of the front / rear wheel duty factor distribution control during braking is set.

  The above steps 101 to 109 are the same as steps 1 to 9 in the flowchart of FIG. 2, but in this control example, next, in step 110, the target values Fzflt and Fzfrt of the front and rear left and right wheels are set. , Fzrlt, Fzrrt are set to desired values.

Next, at step 111, the share ratio Rsusfl, Rstafl, Rsusfr, Rstafr, Rsusrl, Rstarl, Rsusrr, Rstarr of the ground load by the active suspension and the active stabilizer for the front, rear, left and right wheels is calculated as follows.

Rsusfl = Fsusflmax / (Fsusflmax + Fstaflmax)
Rstafl = Fstaflmax / (Fsusflmax + Fstaflmax)

Rsusfr = Fsusfrmax / (Fsusfrmax + Fstafrmax)
Rstafr = Fstafrmax / (Fsusfrmax + Fstafrmax)

Rsusrl = Fsusrlmax / (Fsusrlmax + Fsusrlmax)
Rstarl = Fstarlmax / (Fsusrlmax + Fstarlmax)

Rsusrr = Fsusrrmax / (Fsusrrmax + Fstarrmax)
Rstarr = Fstarrmax / (Fsusrrmax + Fstarrmax)

Next, the control proceeds to step 112 in FIG. 5 via terminal B, and each of the target ground loads Fzflt, Fzfrt, Fzrlt, Fzrrt calculated in step 110 is set to the above-mentioned sharing ratios Rsusfl vs. Rstafl, Rsusfr vs. Rstafr, Rsusrl vs. Rstarl, Rsusrr vs. Rstarr share the target values Fsusflt, Fstaflt, Fsusfrt, Fstafrt, Fsusrlt, Fstarlt, Fsusrrt, and Fstarrt for the active suspension and active stabilizer for the front and rear left and right wheels as follows: Calculated.

Fsusflt = Fzflt × Rsusfl
Fstaflt = Fzflt × Rstafl

Fsusfrt = Fzfrt × Rsusfr
Fstafrt = Fzfrt × Rstafr

Fsusrlt = Fzrlt × Rsusrl
Fstarlt = Fzrlt × Rstarl

Fsusrrt = Fzrrt × Rsusrr
Fstarrt = Fzrrt × Rstarr

  Thereafter, the control proceeds to step 113 where it is determined whether or not the flag F is 1. While the vehicle is being driven, the flag F remains reset to 0 at the start of control (and shall be reset to 0 once braking is released after braking), the answer is no, and during vehicle braking Since the flag F is set to 1 in step 108, the answer is yes. If the answer is no, the control proceeds to step 114 where the front and rear wheel load factor distribution control target value for driving the vehicle set in step 106 and the active suspension and active for the front and rear left and right wheels calculated in step 112 are determined. Based on the target values Fsusflt, Fstaflt, Fsusfrt, Fstafrt, Fsusrlt, Fstarlt, Fsusrrt, and Fsusrrt of the ground load distribution to the stabilizer, the front wheel driving force target value Fxf and the rear wheel driving force target value Fxr are calculated.

  Next, the control proceeds to step 115 where the absolute value of the difference between the front wheel driving force target value Fxf calculated at step 114 and the rear wheel driving force target value Fzr is the maximum allowable distribution difference ΔFxmax of the driving force obtained at step 102. It is determined whether or not: If the answer is yes, the control proceeds directly to step 116, where the front and rear wheel driving force distribution is performed according to the front wheel driving force target value Fxf and the rear wheel driving force target value Fxr calculated in step 114. If the answer is no, the control proceeds to step 117, the distribution degree between Fxf and Fxr is corrected downward, and then the process proceeds to step 116 where the front and rear wheel driving force distribution is performed according to the corrected Fxf and Fxr.

  On the other hand, when the flag F is 1, the control proceeds to step 118 where the braking-time braking force front / rear load ratio distribution control target value set in step 109 and the active suspension and active for the front / rear left / right wheels calculated in step 112 are determined. Based on the target values Fsusflt, Fstaflt, Fsusfrt, Fstafrt, Fsusrlt, Fstarlt, Fsusrrt, and Fstarrt of the ground load distribution to the stabilizer, the front wheel braking force target value Fxf and the rear wheel braking force target value Fxr are calculated.

  In any case, the control then proceeds to step 120, and the ground load control of the front, rear, left and right wheels by the active suspension and the active stabilizer is performed based on the ground suspension load target values of the active suspension and the active stabilizer calculated in step 112. Is done.

  Thus, in this control example, in controlling the ratio of the wheel driving force or the wheel braking force to the wheel ground load, the allowable wheel ground load obtained by the control of the active suspension and the active stabilizer for each wheel is controlled. Estimate the maximum value, and distribute the ground contact load of each wheel to each of the active suspension and active stabilizer with the wheel contact load according to the relative ratio of the maximum allowable wheel ground load, so that the target wheel load factor distribution will be achieved at that time The wheel driving force distribution means or the wheel braking force distribution means performs control to distribute the wheel driving force or wheel braking force to each wheel.

  6 and 7 are flowcharts showing still another example of the control according to the present invention of the vehicle according to the present invention. Also in this case, when control is started, various signals are read in step 201, and based on information obtained from the read signals and a control program loaded in advance in the microcomputer of the electric control device. As a result, the following control is performed.

  As the first step, in step 202, the active suspension for the front, rear, left and right wheels is determined based on the actuator temperature, the operation time, and the operation flag for determining whether or not it corresponds to a predetermined operation standard, respectively. The maximum allowable wheel contact loads Fsusflmax, Fsusfrmax, Fsusrlmax, and Fsusrrmax obtained by the above control are calculated by estimation.

  Control then proceeds to step 203 where the allowable wheels obtained by each control based on the operation flag for determining whether or not the actuator stabilizer before and after the actuator temperature, the operation time, and a predetermined operation standard correspond to the actuator temperature. Maximum values Fstaflmax, Fstafrmax, Fstarlmax, Fstarrmax of the ground load are calculated by estimation.

  Next, at step 204, the target steering characteristic index for the front, rear, left and right wheels is calculated from the cornering power of the front, rear, left and right wheels and the wheelbase, such as indicating the degree of oversteer or understeer in steering.

  Next, in step 205, the target values Fzflt, Fzfrt, Fzrlt, Fzrrt of the front and rear left and right wheels are calculated based on the target steering characteristic index of the front and rear left and right wheels calculated above.

Next, at step 206, the sharing ratios Rsusfl, Rstafl, Rsusfr, Rstafr, Rsusrl, Rstarl, Rsusrr, Rstarr by the active suspension and the active stabilizer for the front and rear left and right wheels of the ground load are calculated as follows.

Rsusfl = Fsusflmax / (Fsusflmax + Fstaflmax)
Rstafl = Fstaflmax / (Fsusflmax + Fstaflmax)

Rsusfr = Fsusfrmax / (Fsusfrmax + Fstafrmax)
Rstafr = Fstafrmax / (Fsusfrmax + Fstafrmax)

Rsusrl = Fsusrlmax / (Fsusrlmax + Fstarlmax)
Rstarl = Fstarlmax / (Fsusrlmax + Fstarlmax)

Rsusrr = Fsusrrmax / (Fsusrrmax + Fstarrmax)
Rstarr = Fstarrmax / (Fsusrrmax + Fstarrmax)

Control then proceeds to step 207 in FIG. 7 via terminal C, and the left and right front / rear wheel ground weights calculated in step 206 are assigned to the above-mentioned sharing ratios Rsusfl vs Rstafl, Rsusfr vs Rstafr, Rsusrl vs Rstarl, Rsusrr vs Rstarr. , The target values Fsusflt, Fstaflt, Fsusfrt, Fstafrt, Fsusrlt, Fstarlt, Fsusrrt, Fstarrt of the ground load distribution for the active suspension and the active stabilizer for the front, rear, left and right wheels are calculated as follows.

Fsusflt = Fzflt × Rsusfl
Fstaflt = Fzflt × Rstafl

Fsusfrt = Fzfrt × Rsusfr
Fstafrt = Fzfrt × Rstafr

Fsusrlt = Fzrlt × Rsusrl
Fstarlt = Fzrlt × Rstarl

Fsusrrt = Fzrrt × Rsusrr
Fstarrt = Fzrrt × Rstarr

  Next, the control proceeds to step 208, and the ground load control of the front, rear, left and right wheels by the active suspension and the active stabilizer is performed based on the ground load target values of the active suspension and the active stabilizer calculated in step 207.

  Thus, in this control example, in the vehicle that controls the distribution of the wheel contact load so as to obtain a desired steering characteristic, the allowable wheel contact load obtained by the control of the active suspension and the active stabilizer is controlled for each wheel. Control is performed to estimate the maximum value and share the target grounding load of each wheel corresponding to the target steering characteristics by the wheel grounding load corresponding to the relative ratio of the maximum allowable wheel grounding load values by the active suspension and the active stabilizer. .

  While the present invention has been described in detail with respect to several embodiments thereof, it will be apparent to those skilled in the art that various modifications can be made to these embodiments within the scope of the present invention. .

The schematic diagram which shows the functional principal part of an example of the vehicle by this invention about a four-wheeled vehicle illustratively. The first half of the flowchart which shows an example of the control which concerns on this invention of the vehicle by this invention. The second half of the flowchart following FIG. The first half of the flowchart which shows another example of the control which concerns on this invention of the vehicle by this invention. The second half of the flowchart following FIG. The first half of the flowchart which shows another example of the control which concerns on this invention of the vehicle by this invention. The latter half of the flowchart following FIG.

Claims (5)

  A vehicle having at least one of a wheel driving force distribution unit and a wheel braking force distribution unit, an active suspension and an active stabilizer, and controlling a ratio of a wheel driving force or a wheel braking force to a wheel ground load, wherein The maximum allowable wheel contact load obtained by the control of each of the active suspension and the active stabilizer is estimated, and the wheel driving force or wheel braking force applied to each wheel by the wheel driving force distribution unit or the wheel braking force distribution unit is estimated. The active suspension and the active stabilizer share the target ground load of each wheel corresponding to the distribution and the target wheel load ratio distribution by the wheel ground load according to the relative ratio of the maximum allowable wheel ground load. A vehicle characterized by   2. The wheel driving force distribution to each wheel by the wheel driving force distribution means is limited within a limit of an allowable wheel driving force distribution obtained by control of the wheel driving force distribution means. The listed vehicle.   A vehicle having at least one of a wheel driving force distribution unit and a wheel braking force distribution unit, an active suspension and an active stabilizer, and controlling a ratio of a wheel driving force or a wheel braking force to a wheel ground load, wherein The maximum value of the allowable wheel contact load obtained by the control of each of the active suspension and the active stabilizer is estimated, and the contact load of each wheel is determined as a relative ratio of the maximum allowable wheel contact load to each of the active suspension and the active stabilizer. The wheel driving force or wheel braking force is distributed to each wheel by the wheel driving force distribution means or the wheel braking force distribution means so that the wheel contact load is distributed according to A vehicle characterized by   4. The distribution of wheel driving force to each wheel by the wheel driving force distribution means is limited within a limit of allowable wheel driving force distribution obtained by control of the wheel driving force distribution means. Vehicle. In a vehicle having an active suspension and an active stabilizer and controlling the distribution of wheel ground load between the wheels, an allowable wheel ground load obtained by controlling the active suspension and the active stabilizer for each wheel is determined. The maximum value is estimated, and the target suspension load of each wheel corresponding to the target steering characteristic is shared by the wheel suspension load according to the relative ratio of the maximum allowable wheel contact load maximum values by the active suspension and the active stabilizer. A vehicle characterized by

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