JP2007161100A - Suspension device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain consumption of a vehicle-mounted power supply device by correcting a control gain of an electric motor of an electromagnetic suspension according to a power supplying ability of the vehicle-mounted power supply device. <P>SOLUTION: A control volume F of an electromagnetic suspension satisfies as follows: F=CsxV2+CgxV1 (V1=under-spring speed, and V2=over-spring speed). When a power supply voltage Vx is lower than a reference voltage V0, first an under-spring control gain Cg is gradually lowered (S25). Nevertheless, when the voltage is lower than the reference voltage V0, now an over-spring control gain Cs is gradually lowered (S28). As a result, an attenuating force is reduced, and a shrinking movement of the electromagnetic suspension becomes large, so as to increase an electric power generation of an electric motor 40 and improve a regeneration efficiency. Also, when a power supply voltage Vx is recovered, the control gain is increased, so as to recover good riding comfort (S30, S33). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a suspension device for a wheel of an automobile or the like, and more particularly to a suspension device including an electromagnetic actuator that generates a damping force against vertical vibration of a vehicle body by electromagnetic force.

Conventionally, so-called electromagnetic suspension devices that generate a damping force by an electromagnetic force are known. This electromagnetic suspension device is produced by providing a magnet member on one side of the vehicle body side and the wheel side and a coil member on the other side, and receiving a force in the vertical direction of the wheel to relatively displace the coil member and the magnet member. Damping force is generated by electromagnetic force. Further, the damping force can be adjusted by the amount of current flowing through the coil member.
In such an electromagnetic suspension device, an even greater damping force can be obtained by positively flowing a current through the coil member using a battery power source. In this case, the power consumption of the battery becomes a problem. Therefore, in the electromagnetic suspension device of Patent Document 1, when the vehicle speed is high, control is performed so that the amount of current supplied to the coil member is reduced so that the power consumption of the battery is reduced.
JP2003-104025

However, in the thing of patent document 1, the energization amount to a coil member is simply reduced according to a vehicle speed, and the state of a battery is not considered at all.
For this reason, in order to suppress power consumption according to only the vehicle speed regardless of the degree of remaining battery capacity, for example, although there is sufficient remaining battery capacity, vibration suppression control is suppressed and riding comfort deteriorates. Even though the remaining battery capacity is low, vibration suppression control is performed as it is to expend the battery. In particular, since an electric control system with a large amount of power consumption has recently been installed in a vehicle, when the remaining battery capacity is greatly reduced, the original performance of each control system cannot be obtained. there were.

  An object of the present invention is to cope with the above-described problem, and an object of the present invention is to suppress the consumption of the power supply device by controlling the damping force according to the power supply capability of the in-vehicle power supply device.

  In order to achieve the above object, a feature of the present invention is that a wheel side member connected to the wheel side and a vehicle body side member connected to the vehicle body side are provided, and the wheel side member receives the force in the vertical direction of the wheel. And a relative movement between the vehicle body side member and the vehicle body side member generate an electromagnetic force to obtain a damping force. On the other hand, an energization from the in-vehicle power supply device generates a relative movement force between the wheel side member and the vehicle body side member to attenuate. An electromagnetic suspension for adjusting the force, a running state detecting means for detecting the running state of the vehicle, and an attenuation for adjusting the damping force by controlling the amount of current supplied to the electromagnetic suspension based on the detection signal of the running state detecting means A suspension device including force control means, comprising power supply state detection means for detecting the state of the in-vehicle power supply device, wherein the damping force control means has the state of the in-vehicle power supply device deteriorated from a predetermined level. If is to correct the side to reduce the current control amount to the electromagnetic suspension.

According to the present invention configured as described above, when the electromagnetic suspension receives a force in the vertical direction of the wheel, an electromagnetic force is generated by a relative movement between the wheel side member and the vehicle body side member, and the electromagnetic force generates a force between the wheel vehicle body. Damping force against vertical vibration is obtained. For example, a magnet member (or coil member) that is displaced in accordance with the vertical movement of the wheel side member and a coil member (or magnet member) provided on the vehicle body side member are provided, and relative movement between the wheel side member and the vehicle body side member is provided. To generate electromagnetic force.
In this case, the damping force can be controlled by changing the electromagnetic force by controlling the current flowing through the coil member according to the vehicle running state. Also, the damping force can be adjusted by generating a relative moving force between the wheel side member and the vehicle body side member by electromagnetic force by energizing the coil member with the power source of the in-vehicle power supply device.
Thus, a desired damping force can be obtained by energization control of the electromagnetic suspension, and the vibration of the vehicle can be suppressed.
When the state of the in-vehicle power supply (power supply capability: for example, power supply voltage, remaining battery capacity, etc.) deteriorates below a predetermined level, the energization control amount (for example, target current value or target power value) to the electromagnetic suspension is reduced. Correct to the side. That is, the energization amount to the electromagnetic suspension is reduced as compared with the case where the state of the in-vehicle power supply device is at a predetermined level or higher.
As a result, the power consumption of the electromagnetic suspension can be suppressed. In addition, since the damping force against the vertical vibration between the wheel bodies decreases, the relative movement between the wheel side member and the vehicle body side member becomes active, thereby increasing the generated electromagnetic force (electromotive force) and generating electric power. Regenerative efficiency for regenerating power to the in-vehicle battery is improved.
As a result, it is possible to suppress power consumption of the in-vehicle power supply device.

  Another feature of the present invention is that the electromagnetic suspension includes an electric motor that generates electric power when the wheel side member and the vehicle body side member move relative to each other, and the damping force control means applies the electric motor to the electric motor. When the relative movement force generated between the wheel side member and the vehicle body side member is varied by the energization control, and the damping force control means deteriorates the state of the in-vehicle power supply device from a predetermined level, the electric motor It is to reduce the control gain.

According to this, when the state of the in-vehicle power supply device is deteriorated from a predetermined level, the damping force for the vertical vibration between the wheel bodies is reduced by reducing the control gain of the electric motor. As a result, the electromagnetic force (electromotive force) generated in the coil of the electric motor increases, and the regeneration efficiency for regenerating the generated power to the in-vehicle battery is improved. That is, the rate of occurrence of the regenerative state in which the electromotive force generated in the motor coil exceeds the energization control amount of the electric motor and the power is returned to the in-vehicle battery side increases.
As a result, it is possible to suppress power consumption of the in-vehicle power supply device.
Various electric motors such as a motor that generates electric power by rotating by a relative movement between the wheel side member and the vehicle body side member, and a linear motor that generates electric power by linear movement can be adopted.

  Another feature of the present invention is that the control gain is increased when the state of the in-vehicle power supply apparatus recovers to a predetermined level or more.

  According to this, when the state of the in-vehicle power supply device is recovered, the control gain of the electric motor is increased, so that a desired damping force can be obtained and the riding comfort can be recovered.

  Hereinafter, a suspension device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 schematically shows the system configuration of the suspension device according to the embodiment.

This suspension device includes four sets of suspension bodies 10FL, 10FR, 10RL, 10RR provided between the wheels WFL, WFR, WRL, WRR and the vehicle body B, and the operations of the suspension bodies 10FL, 10FR, 10RL, 10RR. And a suspension control device 50 for controlling the suspension.
Hereinafter, the four sets of the suspension bodies 10FL, 10FR, 10RL, and 10RR and the wheels WFL, WFR, WRL, and WRR are simply collectively referred to as the suspension body 10 and the wheels W unless particularly distinguished from front, rear, left, and right.

As shown in FIG. 2, the suspension body 10 is provided between the lower arm LA that supports the wheel W and the vehicle body B, and absorbs the impact received from the road surface by utilizing the elasticity (compressibility) of air to improve the ride comfort. The air spring device 20 that increases and elastically supports the weight of the vehicle, and the electromagnetic actuator 30 (corresponding to the electromagnetic suspension of the present invention) that functions as a shock absorber that generates a damping force against the vertical vibration of the air spring device 20. Become.
Hereinafter, the side supported by the air spring device 20, that is, the vehicle body B side is referred to as “sprung”, and the side that supports the air spring device 20, that is, the wheel W side is referred to as “unsprung”.

The electromagnetic actuator 30 includes an outer cylinder 31 and an inner cylinder 32 that are arranged coaxially, a ball screw mechanism 35 provided inside the inner cylinder 32, and an electric motor 40 that operates the ball screw mechanism 35. In the present embodiment, a three-phase DC brushless motor is used as the electric motor 40.
The outer cylinder 31 and the inner cylinder 32 are constituted by coaxial different diameter pipes, and the outer cylinder 31 is provided on the outer periphery of the inner cylinder 32 so as to be slidable in the axial direction. In the figure, reference numerals 33 and 34 denote bearings that slidably support the inner cylinder 32 in the outer cylinder 31.

  The ball screw mechanism 35 includes a ball screw 36 that rotates by a rotating operation of the electric motor 40, and a ball screw nut 39 that has a female screw portion 38 that engages with a male screw portion 37 formed on the ball screw 36. The ball screw nut 39 is restricted by a rotation stopper (not shown) so that it cannot rotate. Therefore, in this ball screw mechanism 35, the rotational motion of the ball screw 36 is converted into the linear motion of the ball screw nut 39 in the vertical axis direction. Conversely, the linear motion of the ball screw nut 39 in the vertical axis direction is converted to the ball screw 35. Is converted into a rotational motion.

  The lower end of the ball screw nut 39 is fixed to the bottom surface of the outer cylinder 31. When the ball screw nut 39 moves up and down by the rotation of the electric motor 40, the outer cylinder 31 is pushed down or pulled up. Conversely, when an external force is applied to the ball screw 36 to move the outer cylinder 31 in the axial direction, the ball screw 36 rotates to rotate the electric motor 40. At this time, the electric motor 40 acts as a generator by generating electromotive forces in the electromagnetic coils CL1 to CL3 by causing the permanent magnet provided in the rotor to cross the electromagnetic coils CL1 to CL3 (see FIG. 3) provided in the stator. .

  The upper end of the inner cylinder 32 is fixed to the mounting plate 41. The mounting plate 41 is fixed to the motor casing 42 of the electric motor 40, and the ball screw 36 is inserted through a through hole 43 formed in the center thereof. The ball screw 36 is connected to the motor shaft in the motor casing 42 and is rotatably supported by a bearing 44 in the inner cylinder 32.

When the wheel W moves up and down while the vehicle is running, the outer cylinder 31 slides in the axial direction with respect to the inner cylinder 32, and the ball screw nut 39 moves up and down with respect to the ball screw 36 to move the ball screw 36. Rotate. For this reason, the electric motor 40 rotates and generates an electromagnetic force to act as a generator. Accordingly, a damping force is generated by the resistance force generated for the power generation.
Further, when the electric motor 40 is energized by the power supply device 70, the ball screw mechanism 35 is expanded and contracted to give a propulsive force (relative moving force between the inner cylinder 32 and the outer cylinder 31) to the outer cylinder 31. A predetermined damping force can be generated with respect to the vertical vibration. In either case, the damping force can be adjusted by adjusting the magnitude of the current flowing through the electric motor 40.
The outer cylinder 31 and the ball screw nut 39 correspond to the wheel side member of the present invention, and the inner cylinder 32 and the ball screw 36 correspond to the vehicle body side member of the present invention.

  The air spring device 20 is provided on the outer periphery of the electromagnetic actuator 30, and includes a cylindrical upper case 21 surrounding the outer periphery of the motor casing 42, a lower case 22 surrounding the outer peripheral surface of the outer cylinder 31, both cases 21, And a diaphragm 23 mainly composed of rubber that connects the two cylinders 22 in an airtight state. These cases 21 and 22 and the diaphragm 23 form an air chamber 24 on the outer periphery of the outer cylinder 31, the inner cylinder 32, and the motor casing 42. . The upper case 21 and the lower case 22 are hermetically welded and fixed to the outer peripheral surfaces of the motor casing 42 and the outer cylinder 31, respectively, so that the air chamber 24 is hermetically sealed.

The upper case 21 is provided with a nozzle 25 as a supply / discharge port for supplying and exhausting air into the air chamber 24. As shown in FIG. 1, a supply / exhaust pipe 81 serving as a high-pressure air flow path from a supply / exhaust device 80 controlled by the suspension control device 50 is connected to the nozzle 25. The air pressure in 24 is adjusted.
The suspension body 10 configured in this manner is attached to the vehicle body B via the upper support 26 made of an elastic material on the upper surface of the upper case 21.

Next, the suspension control device 50 that controls the operation of the suspension body 10 will be described.
FIG. 3 is a block diagram showing the function of the suspension control device 50.

The suspension control device 50 drives and controls the damping force control device 51 (corresponding to the damping force control means of the present invention) for driving and controlling the electromagnetic actuator 30 as a shock absorber and the air spring device 20 to control the vehicle height. The vehicle height adjustment control device 52 is maintained at a predetermined value, and the main portions of the control devices 51 and 52 are constituted by a microcomputer.
The suspension control device 50 is supplied with power by a power supply device 70 including a battery 71 and an alternator 72 as a generator.

  Next, sensors used for the suspension control device 50 to perform various controls will be described. Hereinafter, the sensors provided for each wheel W will be described with the same reference numerals because there is no need to distinguish them.

The suspension control device 50 includes a sprung acceleration sensor 61 (hereinafter referred to as a sprung G sensor 61) that detects a vertical acceleration on a spring as a sensor provided for each wheel W, and a vertical direction below the spring. An unsprung acceleration sensor 62 (hereinafter referred to as unsprung G sensor 62), a vehicle height sensor 63 for detecting a vehicle height from, for example, a relative position in the vertical direction of the spring with respect to the unsprung mass, and an air spring device A pressure sensor 82 for detecting the pressure in the high-pressure air supply circuit 20 is connected.
Further, the damping force control device 51 has a function as power supply state detection means for detecting the state of the power supply device 70 and is configured to constantly monitor its output voltage (power supply voltage Vx).

  The suspension control device 50 connects a motor drive circuit 55 that drives and controls the electromagnetic actuator 30 based on detection signals of these various sensors and a supply / discharge device 80 that supplies compressed air to the air spring device 20.

  The motor drive circuit 55 for driving and controlling the electric motor 40 of the electromagnetic actuator 30 constitutes a three-phase inverter circuit, and switching elements SW11 and SW12 corresponding to the three-phase electromagnetic coils CL1, CL2 and CL3 of the electric motor 40, respectively. , SW21, SW22, SW31, SW32. These switching elements SW 11, SW 12, SW 21, SW 22, SW 31, SW 32 are constituted by MOSFETs in this embodiment, and are on / off controlled by a signal from the damping force control device 51. The motor drive circuit 55 is provided with current sensors 56a, 56b, and 56c for detecting the value of the current flowing through the electric motor 40 in each phase. Hereinafter, the three current sensors 56a, 56b, and 56c are collectively referred to as a current sensor 56.

  In this motor drive circuit 55, by controlling the pulse width of the switching elements SW11, SW12, SW21, SW22, SW31, SW32 (PWM control), the energization amount from the power supply device 70 to the electric motor 40 and the electric motor 40 to the battery are controlled. The amount of current of regenerative power sent to the 71 side is controlled.

  The supply / discharge device 80 includes a compressor (not shown) that compresses air to generate high-pressure air. In addition, a supply / exhaust pipe 81 serving as a high-pressure air supply / exhaust path from the supply / exhaust apparatus 80 to each air spring apparatus 20 includes an electromagnetic valve 83 for opening / closing the flow path and a pressure sensor 82 for detecting the pressure in the flow path. Is provided. The vehicle height adjustment control device 52 adjusts the pressure in the air chamber 24 of the air spring device 20 to maintain the vehicle height at the target position by controlling the operation of the compressor and the electromagnetic valve 83 of the supply / discharge device 80. .

Next, ride comfort control performed by the damping force control device 51 and vehicle height control performed by the vehicle height adjustment control device 52 will be described.
4 shows a riding comfort control routine executed by the damping force control device 51, and FIG. 5 shows a vehicle height control routine executed by the vehicle height adjustment control device 52. Each control routine is stored as a control program in a storage element (not shown) of each control device.

The damping force control device 51 is a logical operation unit that calculates the control amount F of the electromagnetic actuator 30 so as to suppress the vertical vibration of the vehicle. The damping force control device 51 outputs the vertical acceleration signal from the unsprung G sensor 62 and the unsprung G sensor 61 to each wheel. Each acceleration signal is integrated (S1), and each acceleration signal is integrated (S2), and the low-frequency vibration component that becomes noise is cut by high-pass filter processing (S3) to obtain the unsprung speed V1 and the sprung speed V2. (S4). The sum of the value (Cg · V1) obtained by multiplying the unsprung speed V1 by the control gain Cg and the value (Cs · V2) obtained by multiplying the sprung speed V2 by the control gain Cs (F = Cg · V1 + Cs · V2). Is calculated as a ride comfort control amount (S5).
This riding comfort control amount F is a propulsive force (relative moving force between the inner cylinder 32 and the outer cylinder 31) applied to the outer cylinder 31 by expanding and contracting the ball screw mechanism 35 by the electric motor 40. It corresponds to the energization control amount and is calculated independently for each wheel W.

  In this case, the switching elements SW11, SW12, SW21, SW22, SW31, and SW32 of the motor drive circuit 55 are opened and closed with a pulse width corresponding to the control amount, but the generated current from the electric motor 40 with respect to the target energization amount. If there is more, the regenerative current flows to the battery 71 side by the difference, and conversely, if the generated current from the electric motor 40 is less than the target energization amount, the battery 71 is energized from the battery 71 by the difference.

  Further, the vehicle height adjustment control device 52 performs vehicle height control by PID control. That is, as shown in FIG. 5, the preset target vehicle height H0 is read (S10), and the actual vehicle height Hx is detected by the vehicle height sensor 63 (S13). The target vehicle height H0 and the detected vehicle height are detected. The deviation ΔH with respect to Hx is multiplied by a control gain Ch (herein, each control gain of the proportional term, differential term, and integral term is collectively referred to as Ch) (S11), and the supply / discharge device 80 according to the value Ch · ΔH. The electromagnetic valve 83 is opened and closed (S12).

  According to such a suspension control device 50, the impact received from the road surface by the air spring device 20 is absorbed to enhance the ride comfort and the vehicle body B is supported at a predetermined vehicle height position, while the damping force against the vertical vibration of the air spring device 20 is increased. Adjustment by the electromagnetic actuator 30 suppresses vertical vibration of the vehicle.

Next, motor control gain correction processing executed by the damping force control device 51 will be described. FIG. 6 shows a motor control gain correction control routine executed by the damping force control device 51, and is stored as a control program in a storage element (not shown) in the damping force control device 51.
This control routine switches the control gain of the electric motor 40 in accordance with a decrease in power supply capability of the power supply device 70, and is repeatedly executed at a predetermined fast cycle while an ignition switch (not shown) is turned on.

First, the power supply voltage Vx is detected to diagnose the state of the power supply device 70 (S20). Subsequently, it is determined whether the detected power supply voltage Vx is lower than the reference voltage V0 (S21). The reference voltage V0 is a reference value for determining whether or not the power supply capability of the power supply device 70 is equal to or higher than a predetermined level.
If the power supply voltage Vx is equal to or higher than the reference value V0 (S21: NO), it is determined that the state of the power supply device 70 is good, and this routine is temporarily exited through steps S22 and S23.
Steps S22 and S23 are for determining the state of the flag F, which will be described later. Since the flag F is set to F = 0 at the start of this control routine, the determinations of steps S22 and S23 are as follows. “NO”, and the routine is temporarily exited.

Since this routine is repeatedly executed, the state of the power supply device 70 is always detected. When the power supply device 70 is reduced in capacity and the power supply voltage Vx falls below the reference voltage V0 (S21: YES), the unsprung control gain Cg for controlling unsprung vibration is reduced by one rank (S25), and the flag F is set. F = 1 is set (S26).
In this case, the minimum value Cgmin of the unsprung control gain Cg is preset (S24). If the power supply voltage Vx continues to be lower than the reference voltage V0, the unsprung control gain Cg is repeatedly reduced by one rank until it reaches the minimum value Cgmin. Is done.
By reducing the unsprung control gain Cg in this way, not only the energization control amount of the electric motor 40 is reduced, but also the unsprung (wheel side) vibration suppression force is reduced and the damping force is reduced. Vibration increases. For this reason, the expansion and contraction of the ball screw mechanism 35 due to the unsprung vibration becomes active, and the power generation amount of the electric motor 40 increases.

In this case, if the energization control amount supplied from the power supply device 70 to the electric motor 40 exceeds the power generation amount of the electric motor 40 by external force (vertical vibration), the difference power is drawn from the power supply device 70. If the amount exceeds the energization control amount, the difference power is regenerated in the battery 71 of the power supply device 70.
Therefore, the frequency of the regenerative state is increased, and the power consumption from the power supply device 70 can be suppressed. When the regenerative state continues, the battery 71 of the power supply device 70 can be charged to improve the power supply capability.

Such reduction correction of the unsprung control gain Cg is repeated (S20 to S26), and even if the value reaches the minimum value Cgmin, if the power supply voltage Vx of the power supply device 70 is still below the reference voltage V0, the determination in step S24 is made. Becomes “YES”, and this time, the sprung control gain Cs for controlling the sprung vibration is reduced by one rank (S28), and the flag F is set to F = 2 (S29).
In this case, the minimum value Csmin of the sprung control gain Cs is preset (S27). If the power supply voltage Vx continues to be lower than the reference voltage V0, the sprung control gain Cs is repeatedly reduced by one rank until reaching the minimum value Csmin. Is done.

Accordingly, by reducing the sprung control gain Cs, not only the energization control amount of the electric motor 40 is further reduced, but also the vibration suppression force on the spring (vehicle body side) is reduced and the damping force is reduced. The upper vibration increases. For this reason, the expansion and contraction of the ball screw mechanism 35 due to the sprung vibration in addition to the unsprung vibration becomes active, and the power generation amount of the electric motor 40 further increases.
As a result, the frequency of the regenerative state is further increased, and the power consumption from the power supply device 70 can be suppressed. When the regenerative state continues, the battery 71 of the power supply device 70 can be charged to improve the power supply capability.

While the control gain of the electric motor 40 is being reduced, when the state of the power supply device 70 recovers and the power supply voltage Vx exceeds the reference voltage V0, a process for increasing the control gain is performed.
For example, when only the unsprung control gain Gg is corrected for reduction and the power supply voltage Vx returns to the reference voltage V0 or higher, the determination in step S21 is “NO”, and then the state of the flag F is determined. In this case, since the flag F is set to F = 1, the determination in step S22 is “NO”, the determination in step S23 is “YES”, and the process proceeds to step S30.

In this step S30, the unsprung control gain Cg is corrected to increase by one rank. Then, the increase correction is repeated while the power supply voltage Vx is equal to or higher than the reference voltage V0. When the corrected unsprung control gain Cg reaches the maximum value Cgmax (S31: YES), the flag F is set to F = 0 (S32). ) Do not perform increase correction. This maximum value Cgmax is the initial value of the unsprung control gain Cg (the unsprung control gain Cg before correction shown in FIG. 4).
That is, when the state of the power supply device 70 has reached the reference level, the unsprung control gain Cg is increased to the initial value.

On the other hand, when the power supply voltage Vx returns to the reference voltage V0 or higher in a state where not only the unsprung control gain Cg but also the sprung control gain Cs is corrected, the flag F at that time is set to F = 2. Thus, the determination in step S22 is “YES”, and the process proceeds to step S33.
In step S33, the sprung control gain Cs is increased and corrected by one rank. The increase correction is repeated while the power supply voltage Vx is equal to or higher than the reference voltage V0. When the corrected sprung control gain Cs reaches the maximum value Csmax (S34: YES), the flag F is set to F = 1 (S34: YES). S35). Therefore, after that, the process proceeds to the increase correction processing of the unsprung control gain Cg as described above.
The maximum value Csmax is the initial value of the sprung control gain Cs (the sprung control gain Cs before correction shown in FIG. 4).

  Thus, when the state level of the power supply voltage Vx returns, the reduced control gains Cg and Cs are gradually increased to approach the initial values, thereby increasing the damping force and improving the riding comfort.

According to the present embodiment described above, the drive control amount of the electromagnetic actuator 30 (corresponding to the energization control amount of the electric motor 40) is a value obtained by multiplying the unsprung speed V1 by the unsprung control gain Cg (Cg · V1). And the sum of the sprung speed V2 and the sprung control gain Cs (Cs · V2) (F = Cg · V1 + Cs · V2), and the state of the power supply device 70 (power supply voltage Vx) is below a predetermined level. When it gets worse, the control gain Cg or Cs is corrected so as to decrease stepwise.
Accordingly, since the damping force of the electromagnetic actuator 30 against the vertical vibration between the wheel bodies gradually decreases, the expansion / contraction operation of the electromagnetic actuator 30 becomes active, whereby the electromagnetic force (induced force) generated in the coils CL1 to CL3 of the electric motor 40 is increased. Power) is increased, and the regeneration efficiency of regenerating the generated power to the battery 71 is improved.
As a result, the power consumption of the power supply device 70 can be suppressed.

In addition, when the control gain is reduced and corrected, the unsprung control gain Cg that has little influence on the riding comfort is first reduced and corrected. If the state of the power supply 70 does not recover even then, the sprung control gain Cs is then set. Since the reduction correction is performed, it is possible to satisfactorily balance power consumption reduction and riding comfort.
Further, when the state of the power supply device 70 is restored, the control gain of the electric motor 40 is increased, so that a desired damping force can be obtained and the riding comfort can be restored.

Although the suspension device of the present embodiment has been described above, the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the object of the present invention.
For example, the control amount of the electromagnetic actuator 30 is not limited to the above-described control amount F = Cg · V1 + Cs · V2, but may be calculated based on another running state detection data, or may be further different from the control amount F described above. A parameter may be added.
Further, in the present embodiment, the power supply device 70 is configured by the battery 71 and the alternator 72, but may be configured by only the battery 71.
In detecting the power supply state, not only the power supply voltage but also the current value drawn from the power supply device 70 may be measured to diagnose the power supply device 70 together with the power supply voltage. For example, the amount of voltage drop when a predetermined current is drawn from the power supply device 70 may be measured, and it may be determined that the deterioration level of the power supply device 70 is higher as the voltage drop amount is larger.

  In this embodiment, a rotation-linear motion conversion mechanism is employed in which the ball screw 36 is rotated by the electric motor 40 and the ball screw nut 39 is moved up and down in the axial direction. However, a linear solenoid type linear motion motor is employed. It is also possible to adopt an electromagnetic actuator using. In this direct acting motor, for example, an electromagnetic coil is provided on the inner peripheral surface of the outer cylinder, and a permanent magnet facing the electromagnetic coil is disposed on the outer peripheral surface of the inner cylinder, and the electromagnetic coil is energized, whereby the inner cylinder and the outer Axial thrust is generated between the cylinder and the electromotive force is generated in the electromagnetic coil by the axial relative movement of the outer cylinder with respect to the inner cylinder, and a damping force is generated by energizing the electromagnetic coil and generating power. It is.

1 is a system configuration diagram of a suspension device according to an embodiment of the present invention. It is sectional drawing showing schematic structure of a suspension main body. It is a functional block diagram showing the action | operation of a suspension control apparatus. It is a flowchart showing a riding comfort control routine. It is a flowchart showing a vehicle height adjustment control routine. It is a flowchart showing a motor control gain correction control routine.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Suspension main body, 20 ... Air spring apparatus, 30 ... Electromagnetic actuator (electromagnetic suspension), 40 ... Electric motor, 50 ... Suspension control apparatus, 51 ... Damping force control apparatus, 52 ... Vehicle height adjustment control apparatus, 55 ... Motor drive Circuit, 61 ... sprung G sensor, 62 ... unsprung G sensor, 70 ... power supply, 71 ... battery.

Claims (3)

A wheel side member connected to the wheel side and a vehicle body side member connected to the vehicle body side, and receiving the force in the vertical direction of the wheel, the wheel side member and the vehicle body side member move relative to each other to generate electromagnetic force. An electromagnetic suspension that adjusts the damping force by generating a relative moving force between the wheel side member and the vehicle body side member by energization from the in-vehicle power supply device,
Traveling state detecting means for detecting the traveling state of the vehicle;
A suspension device comprising: damping force control means for adjusting the damping force by controlling the amount of current supplied to the electromagnetic suspension based on the detection signal of the running state detection means;
Power supply state detection means for detecting the state of the in-vehicle power supply device,
The suspension device according to claim 1, wherein the damping force control means corrects the energization control amount to the electromagnetic suspension when the state of the in-vehicle power supply device is deteriorated from a predetermined level. The electromagnetic suspension includes an electric motor that generates electric power when the wheel side member and the vehicle body side member relatively move, and the wheel side member and the vehicle body are controlled by energization control of the electric motor by the damping force control means. The relative moving force generated between the side members is variable,
The suspension device according to claim 1, wherein the damping force control means reduces the control gain of the electric motor when the state of the in-vehicle power supply device is deteriorated from a predetermined level. 3. The suspension device according to claim 2, wherein the control gain is increased when the state of the in-vehicle power supply device recovers to a predetermined level or more.

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