JP2010143275A - Suspension system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce impact by stopper hitting of a stroke operation by an actuator disposed between a vehicle body and wheels without lowering properties of a vehicle. <P>SOLUTION: This suspension system includes an electromagnetic type actuator provided in each wheel and a stopper for regulating the stroke operation of each wheel and the vehicle body. When it is assumed that the stroke operation of the wheels and the vehicle body is regulated by the stopper, the object actuator provided in each wheel generates separating direction force to be force in a direction separating from a stroke end (S25), and each of three actuators except the object actuator is constituted to generate force canceling influence on an attitude of the vehicle body of the separating direction force (S26). By this constitution, the impact by the stopper hitting can be reduced by the actuator. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle suspension system in which an actuator for moving a vehicle body and a wheel toward and away from each other by the force of an electromagnetic motor is provided for each wheel.

For vehicles equipped with electromagnetic actuators corresponding to each wheel that controllably generates a force in the direction to move the vehicle body and wheels closer to and away from each other by the force of the electromagnetic motor (hereinafter sometimes referred to as "actuator force") Suspension systems have been developed rapidly in recent years because there is a high possibility that the behavior of the vehicle body such as the posture and vibration of the vehicle body can be appropriately controlled. As such a vehicle suspension system, for example, a system as shown in the following patent document has been studied.
JP 2007-203933 A

  In the system described in the above-mentioned patent document, when it is assumed that a stroke operation that is an approaching / separating operation between a vehicle body and a wheel is restricted by a stopper or the like, an actuator corresponding to the wheel does not perform a stroke operation between the vehicle body and the wheel. By generating a force in a direction away from the stroke end which is the terminal end, the impact due to the stopper is reduced or the stopper is avoided. However, if such a force is generated in one of the four electromagnetic actuators provided corresponding to the four wheels, the force acts on the vehicle body, so that the ride comfort of the vehicle, Various characteristics of the vehicle such as maneuverability may be deteriorated. The present invention has been made in view of such circumstances, and reduces the impact caused by the stopper or avoids contact with the stopper by the separation direction force generated by the target actuator without deteriorating various characteristics of the vehicle. It is an object of the present invention to provide a possible vehicle suspension system.

  In order to solve the above problems, a vehicle suspension system of the present invention controls four electromagnetic actuators provided corresponding to front, rear, left and right wheels, and actuator force generated by each of the four actuators. A suspension system for a vehicle including a control device and four stroke end stoppers provided corresponding to front, rear, left and right wheels, wherein the stroke operation between one of the front, rear, left and right wheels and the vehicle body is a stopper. When the controller determines that it is regulated by the control device, at least a part of the actuator force generated by the target actuator provided corresponding to the one wheel is a force in a direction away from the stroke end. Three directional forces that are not the target actuator of the four actuators The actuator force generated by each of the four actuators is controlled such that at least a part of the actuator force generated by each of the non-target actuators becomes a canceling force that cancels the influence of the separation direction force on the posture of the vehicle body. To do.

  In the vehicle suspension system of the present invention, the three non-target actuators other than the target actuator that generates the separation direction force can generate the canceling force that cancels the influence of the separation direction force on the posture of the vehicle body. It is possible to suppress deterioration of various characteristics of the vehicle due to directional force. Therefore, according to the system of the present invention, the impact caused by the stopper can be reduced or the contact with the stopper can be avoided by the actuator force generated by the target actuator without reducing the ride comfort of the vehicle, the controllability of the vehicle, and the like. Is possible.

Aspects of the Invention

  In the following, some aspects of the invention that can be claimed in the present application (hereinafter sometimes referred to as “claimable invention”) will be exemplified and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is merely for the purpose of facilitating the understanding of the claimable inventions, and is not intended to limit the combinations of the constituent elements constituting those inventions to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

  In each of the following items, item (1) corresponds to item 1, and the technical feature described in item (2) is added to item 1 and item 2 or item 1 or item 2. The technical feature described in the item (3) is added to 2 in claim 3, the technical feature described in the item (5) is added to any one of claims 1 to 3. In claim 4, the technical features described in (6) and (7) are added to any one of claims 1 to 4 in claim 5, and claims 1 to 5 are added. The technical feature described in the item (6) and the item (8) is added to any one of the items corresponding to the item (6).

(1) Provided corresponding to the front, rear, left and right wheels, each being disposed between the corresponding wheel and the vehicle body, the vehicle body side unit connected to the vehicle body, and the wheel connected to the corresponding wheel Side units, and are configured to be extendable / contractable by the relative movement of the vehicle body side unit and the wheel side unit in accordance with the stroke operation in which the corresponding wheel and the vehicle body approach and separate from each other, and have an electromagnetic motor. And generating an actuator force which is a force in the direction of relative movement of the vehicle body side unit and the wheel side unit depending on the force generated by the electromagnetic motor, and applying the actuator force to the corresponding wheel and vehicle body. Four electromagnetic actuators that act as forces in the direction of approaching and separating,
A vehicle suspension system comprising: a control device that controls an actuator force generated by each of the four actuators by controlling an operation of an electromagnetic motor included in each of the four actuators;
The vehicle suspension system is
Provided corresponding to the front, rear, left and right wheels, each of which has four stroke end stoppers that regulate the stroke operation at the stroke end which is the end of the stroke operation between the corresponding wheel and the vehicle body,
The control device is
When it is determined that the stroke operation between one of the front, rear, left and right wheels and the vehicle body is restricted by one of the four stroke end stoppers provided corresponding to the one wheel. At least a part of the actuator force generated by the target actuator that is one of the four actuators corresponding to the one wheel is a force in a direction in which the one wheel and the vehicle body are separated from the stroke end. At least a part of the actuator force generated by each of the three non-target actuators other than the target actuator among the four actuators cancels the influence of the separation direction force on the posture of the vehicle body. Each of the four actuators is generated so that the cancellation force is a force. Suspension system for a vehicle having a stroke end corresponding control execution unit for executing a stroke end corresponding control for controlling the actuator force to.

  In a vehicle suspension system, a stroke end stopper for restricting the stroke operation is usually provided on each wheel at the stroke end at the end of the stroke operation, which is an approaching and separating operation between the vehicle body and the wheel. If the stroke operation between the vehicle body and the wheels is restricted by the stopper, an impact due to the stopper is generated, and there is a possibility that a good riding comfort cannot be obtained. Therefore, when it is determined that the stroke operation between the vehicle body and the wheel is restricted by the stopper, the actuator provided on the wheel generates a separation direction force that is a force in a direction in which the vehicle body and the wheel are separated from the stroke end. By doing so, it is possible to reduce the impact caused by the stopper or to avoid the stopper. However, when one of the four electromagnetic actuators provided on each wheel generates such a force, the force acts on the vehicle body, so that the vehicle ride comfort, vehicle controllability, etc. There is a risk that the various characteristics will deteriorate.

  In the vehicle suspension system described in this section, when it is determined that the stroke operation between the vehicle body and the wheel is restricted by the stopper, the target actuator, which is an actuator provided on the wheel, generates a separation direction force. In addition, each of the three non-target actuators other than the target actuator generates a canceling force that is a force that counteracts the influence of the separation direction force on the posture of the vehicle body. Therefore, according to the suspension system described in this section, even when one actuator generates a separation direction force for reducing the impact caused by the stopper, the influence of the separation direction force on the posture of the vehicle body is suppressed. It is possible to alleviate the impact by hitting the stopper or to avoid hitting the stopper by the separation direction force generated by the target actuator without reducing the ride comfort of the vehicle, the maneuverability of the vehicle, etc. Become.

  The “cancellation force” described in this section may be any force that cancels the influence of the separation direction force on the vehicle body. For example, the posture change of the vehicle body due to the separation direction force, specifically, roll, pitch, bounce, etc. It may be a suppressing force. The “separation direction force” described in this section may be a force in a direction in which the vehicle body and the wheel are separated from the stroke end, and the “separation direction force” must actually separate the vehicle body and the wheel from the stroke end. There is no. That is, the “separation direction force” may be a force that suppresses an impact per stopper or may be a force that avoids the stopper.

  The “electromagnetic actuator” described in this section is not limited in specific structure, and is not particularly limited in function. For example, the function as a shock absorber may be exhibited, and in addition to or in addition to the function, the body of the vehicle may be suppressed for the purpose of suppressing the roll, pitch, etc. of the vehicle due to vehicle turning, acceleration / deceleration, etc. You may make it exhibit the function which controls the attitude | position of. The type of the “electromagnetic motor” that is the power source of the actuator is not particularly limited, and various types of motors such as a DC brushless motor can be adopted. Alternatively, a linear motor may be used. Further, the connection between the vehicle body and the vehicle body side unit or the connection between the wheel and the wheel side unit may be such that they are directly connected, and an elastic body, a hydraulic damper, etc. are provided between them. It may be connected via.

(2) The control device
As the stroke end response control, the three non-target actuators such that the separation direction force generated by the target actuator and the cancellation force generated by each of the three non-target actuators act on the vehicle body as warp forces. Of the three target actuators generate diagonally the cancel force in the same direction as the separation direction force, and the other two of the three non-target actuators each generate the separation direction force. The vehicle suspension system according to item (1), configured to execute control for generating the canceling force in a direction opposite to the direction.

  Since the rigidity of the vehicle body is generally relatively high, the warp force, which is a force that twists the vehicle body, hardly causes variations in the distance between each wheel and the vehicle body. Explaining in detail, the force acting on the vehicle body can be divided into roll force, pitch force, heave force, and warp force, each of which is a component of that force. It can be considered that the posture of the vehicle body hardly changes even when the force is changed. Therefore, in the suspension system described in this section, since each of the three non-target actuators generates a canceling force so that the separation direction force acts on the vehicle body as a warping force, the suspension described in this section According to the system, it is possible to easily cancel the influence on the posture of the vehicle body by the separation direction force.

(3) The stroke end corresponding control execution unit
When one of the front, rear, left and right wheels and the vehicle body perform a stroke operation exceeding the set threshold position, the stroke operation between the one wheel and the vehicle body is provided corresponding to the one wheel. The vehicle suspension system according to item (1) or (2), further including a stroke end restriction recognition unit that recognizes being restricted by one of the four stroke end stoppers.

  (4) For each of the front, rear, left, and right wheels, the interval between the stroke end and the set threshold position is set to ¼ or less of the range of stroke operation between the wheel and the vehicle body. The vehicle suspension system described.

  In the systems described in the above two sections, the stroke end correspondence control is executed when the stroke operation between the vehicle body and the wheel approaches the stroke end to some extent. By executing the stroke end response control in this way, it is possible to appropriately suppress the impact caused by the stopper contact or to avoid the stopper contact.

(5) The control device
The stroke end response control is configured to execute control to increase the separation direction force generated by the target actuator as the wheel and the vehicle body corresponding to the target actuator approach the stroke end (paragraph (1)). Or the vehicle suspension system according to any one of items (4) to (4).

  The closer the stroke operation between the vehicle body and the wheel is to the stroke end, the higher the possibility that the stroke operation is regulated by the stopper, and there is a possibility that the impact caused by the stopper will be greater. Therefore, according to the suspension system described in this section, it is possible to more appropriately suppress the impact caused by the stopper or to avoid the stopper.

(6) The control device
A target actuator force determining unit that determines a target actuator force that is an actuator force to be generated by each of the four actuators based on a predetermined rule, and the target actuator force determined by the target actuator force determining unit is The vehicle suspension system according to any one of items (1) to (5), configured to control an actuator force generated by each of the four actuators based on the above.

  In the suspension system described in this section, control in accordance with “defined rules” is executed. The control according to the “defined rule” may be, for example, control based on the so-called skyhook damper theory for attenuating vibration of a part of the vehicle body corresponding to each wheel. Control for suppressing, specifically, control for suppressing roll of the vehicle body caused by turning of the vehicle, control for suppressing vehicle body pitch caused by acceleration / deceleration of the vehicle may be used. Further, as will be described in detail later, it may be a control in which the vibration generated in the vehicle body is regarded as a plurality of vehicle body vibrations of different types and the plurality of vehicle body vibrations are attenuated.

(7) The stroke end corresponding control execution unit
The target actuator force of the target actuator is changed so that the separation direction force is added to the target actuator force of the target actuator, and the cancellation force is added to the target actuator force of each of the three non-target actuators. A target actuator force changing unit for changing each of the target actuator forces of the three non-target actuators,
The control device is
The stroke end correspondence control is executed by controlling the actuator force generated by each of the four actuators based on the target actuator force changed by the target actuator force changing unit (6). The vehicle suspension system according to item.

  In the suspension system described in this section, normally, when control according to the “defined rule” is executed and the stroke operation between the vehicle body and the wheel is assumed to be restricted by the stopper, along with the control, The stroke end response control is executed. When each of the four actuators provided on each wheel is controlled in accordance with a “predetermined rule”, when one actuator generates the force in the separating direction, the actuator force generated by each of the four actuators is reduced. There is a possibility that the balance is lost and the control according to the “defined rules” cannot be properly executed. In the system described in this section, when it is assumed that the stroke motion is restricted, the target actuator generates the separation direction force while generating the target actuator force, and each of the three non-target actuators The canceling force is generated while generating the actuator force. Therefore, according to the system described in this section, it is possible to mitigate the impact caused by the stopper by the separation direction force or to avoid the stopper contact while appropriately executing the control according to the “defined rule”. It becomes.

(8) The stroke end corresponding control execution unit
When one of the front, rear, left and right wheels and the vehicle body perform a stroke operation exceeding the set threshold position, the stroke operation between the one wheel and the vehicle body is provided corresponding to the one wheel. And a stroke end regulation authorization unit that authorizes that regulation is performed by one of the four stroke end stoppers,
The stroke end certification section
The target actuator force determined by the target actuator force determination unit of one of the four actuators provided corresponding to the one wheel is such that the one wheel and the vehicle body approach the stroke end. It is recognized that the stroke operation between the one wheel and the vehicle body is regulated by one of the four stroke end stoppers provided corresponding to the one wheel on condition that the force is a force. The vehicle suspension system according to (6) or (7), which is configured as described above.

  When it is recognized that the stroke movement between the vehicle body and the wheel is regulated by the stopper, if the actuator provided on the wheel generates a large actuator force in the direction in which the wheel and the vehicle body approach the stroke end, The impact due to the stopper is considerably large. According to the system described in this section, it is possible to suppress the impact caused by such a large stopper contact or to avoid the stopper contact.

(9) The target actuator force determining unit is
In order to dampen roll vibration, pitch vibration, and bounce vibration, a roll vibration damping component that is a component of an actuator force having a magnitude corresponding to the speed of the roll vibration, and a component of an actuator force having a magnitude corresponding to the speed of the pitch vibration And determining the target actuator force for each of the four actuators based on the sum of the pitch vibration damping component and the bounce vibration damping component that is a component of the actuator force having a magnitude corresponding to the speed of the bounce vibration. The vehicle suspension system according to any one of items (6) to (8).

  In the system described in this section, the vibration attenuation that generates the actuator force as a damping force for each of the plurality of vehicle body vibrations, assuming that the vibrations occurring in the vehicle body are a combination of multiple body vibrations of different types Control is executed. For example, the vibration generated in the vehicle body is regarded as a combination of various vibration components based on the position of the center of gravity of the vehicle body, and each of the various vibration components is regarded as a plurality of vehicle body vibrations. Specifically, rotational vibration about the longitudinal axis passing through the center of gravity of the vehicle body is roll vibration, rotational vibration about the horizontal axis passing through the center of gravity of the vehicle body is pitch vibration, and vertical vibration of the center of gravity position of the vehicle body Capture vibration as bounce vibration. The “target actuator force determination unit” described in this section determines the target actuator force so as to attenuate each of those vibrations.

  (10) The four actuators may be provided on the male screw portion provided on one of the vehicle body side unit and the wheel side unit, and on the other of the vehicle body side unit and the wheel side unit, respectively. A screw mechanism having a structure in which the male screw portion and the female screw portion rotate relative to each other as the vehicle body side unit and the wheel side unit move relative to each other. The vehicle suspension system according to any one of (1) to (9), wherein the electromagnetic motor is configured to generate a force with respect to the relative rotation.

  The suspension system described in this section is limited to actuators using a screw mechanism. When a rotary motor is used as an electromagnetic motor, the rotational force of the motor is used as a relative movement between the vehicle body unit and the wheel unit. It is possible to easily convert to a force against. In the system described in this section, it is arbitrary which of the vehicle body side unit and the wheel side unit is provided with the male screw portion and which is provided with the female screw portion. Furthermore, the male screw portion may be configured to be non-rotatable and the female screw portion may be configured to rotate. Conversely, the female screw unit may be configured to be non-rotatable and the male screw unit configured to be rotatable.

  Hereinafter, embodiments of the claimable invention will be described in detail with reference to the drawings. In addition to the following examples, the claimable invention includes various aspects in which various modifications and improvements have been made based on the knowledge of those skilled in the art, including the aspects described in the above [Aspect of the Invention] section. Can be implemented.

<Configuration of vehicle suspension system>
FIG. 1 schematically shows a vehicle suspension system 10 according to an embodiment. The system 10 includes four suspension devices 20 provided corresponding to the front, rear, left and right four wheels 12 and a control device that controls the suspension devices 20. Since the front wheel suspension device 20 that is a steered wheel and the rear wheel suspension device 20 that is a non-steered wheel can be regarded as substantially the same configuration except for a mechanism that enables the wheel to steer, the simplification of the description is taken into consideration. The rear wheel suspension device 20 will be described as a representative.

  As shown in FIG. 2, the suspension device 20 is an independent suspension type, and is a multi-link type suspension device. The suspension device 20 includes a first upper arm 30, a second upper arm 32, a first lower arm 34, a second lower arm 36, and a toe control arm 38, each of which is a suspension arm. One end of each of the five arms 30, 32, 34, 36, and 38 is rotatably connected to the vehicle body, and the other end is rotatable to an axle carrier 40 that rotatably holds the wheel 12. It is connected. With these five arms 30, 32, 34, 36, and 38, the axle carrier 40 can be moved up and down along a fixed locus with respect to the vehicle body.

  The suspension device 20 includes a coil spring 44 as a suspension spring and an electromagnetic actuator 46, which respectively include a mount portion 48 provided on a tire housing, which is a component part of the spring upper portion, and a spring lower portion. Are arranged in parallel with each other between the second lower arm 36, which is a constituent part of the first lower arm 36. That is, it is disposed between the vehicle body and the wheels.

  As shown in FIG. 3, the electromagnetic actuator 46 includes a screw rod 50 as a male screw portion in which a thread groove is formed, and a nut 52 as a female screw portion that holds a bearing ball and is screwed with the screw rod 50. A ball screw mechanism including the electromagnetic motor 54 as a power source and a casing 56 that houses the electromagnetic motor 54 are provided. The casing 56 rotatably holds the screw rod 50 and is connected to the mount portion 48 via a vibration isolating rubber 58 at the outer peripheral portion.

  The electromagnetic motor 54 is arranged so as to face the coil 60, a plurality of coils 60 fixedly arranged on one circumference along the inner peripheral wall of the casing 56, a motor shaft 62 rotatably held in the casing 56, and the coil 60. And a permanent magnet 64 which is fixedly disposed on the outer periphery of the motor shaft 62. The electromagnetic motor 54 is a motor in which the coil 60 functions as a stator and the permanent magnet 64 functions as a rotor, and is a three-phase DC brushless motor. The motor shaft 62 has a hollow shape, and the screw rod 50 is fixed to the motor shaft 62 at the upper end through the inside thereof. That is, the electromagnetic motor 54 gives a rotational force to the screw rod 50. The electromagnetic motor 54 is provided with a motor rotation angle sensor 66 for detecting the rotation angle of the motor shaft 62, that is, the rotation angle of the electromagnetic motor 54. The motor rotation angle sensor 66 mainly includes an encoder, and the motor rotation angle detected thereby is used for control of the electromagnetic motor 54.

  The actuator 46 includes a bottomed cylindrical outer tube 70 and an inner tube 72 that is fitted into the outer tube 70 and protrudes upward from the upper end portion thereof. The outer tube 70 is connected to the second lower arm 36 via a mounting bush 76 provided at the lower end portion thereof, and the inner tube 72 is fixed to the casing 56 at the upper end portion with the threaded rod 50 inserted therethrough. ing. A nut support cylinder 78 is erected on the inner bottom portion of the outer tube 70, and the nut 52 is fixed inside the upper end portion of the outer tube 70 so as to be screwed to the screw rod 50.

  Furthermore, the actuator 46 has a cover tube 80, and the cover tube 80 is disposed on the lower surface side of the mount portion 48 via a vibration-proof rubber 82 at the upper end portion, and the casing 56, the outer tube 70, and the inner tube 72. It is connected in a state where the is inserted. A flange portion 84 (functioning as an upper retainer) is formed at the upper end portion of the cover tube 80, and the flange portion 84 and an annular lower retainer 86 provided on the outer peripheral surface of the outer tube 70. Thus, the coil spring 44 is supported in a sandwiched state.

  Due to the above-described structure, the actuator 46 includes the vehicle body side unit connected to the mount portion 48 including the screw rod 50, the electromagnetic motor 54, the casing 56, the inner tube 72, the cover tube 80, the nut 52, and the outer tube. 70, including a nut support cylinder 78 and the like, and a wheel side unit connected to the second lower arm 36. These two units cannot be rotated relative to each other, and the vehicle body and the wheel are close to each other. Along with the movement, relative movement in the axial direction is possible. That is, the actuator 46 has a structure that can be expanded and contracted.

  As the actuator 46 expands and contracts, the screw rod 50 and the nut 52 move relative to each other, and the screw rod 50 rotates with respect to the nut 52. Since the electromagnetic motor 54 provided in the actuator 46 can apply a rotational force to the screw rod 50, the actuator 46 depends on the rotational force, and the vehicle body side unit and the wheel side unit, that is, the vehicle body It is possible to generate an actuator force that is a force in a direction in which the wheel and the wheel are approached and separated. The actuator force can act as a resistance force that prevents the stroke movement, which is an approaching / separating operation between the vehicle body and the wheel. By using this resistance force as a damping force, the relative vibration between the vehicle body and the wheel is reduced. It is possible to attenuate. That is, the actuator 46 functions as a so-called shock absorber. The actuator 46 is also capable of generating a propulsive force for the stroke operation between the vehicle body and the wheel. The actuator 46 executes control based on the so-called skyhook damper theory or the like, and the vehicle body caused by turning of the vehicle. It is possible to effectively suppress the roll, the pitch of the vehicle body caused by the acceleration / deceleration of the vehicle, and the vehicle height of the vehicle.

  An annular buffer rubber 90 is attached to the inner surface of the lower end portion of the cover tube 80, and a buffer rubber 92 is attached to the lower end portion of the casing 56. When the vehicle body and the wheel 12 perform a stroke operation in a direction in which they are separated (hereinafter sometimes referred to as “rebound direction”), the flange portion 96 formed at the upper end of the outer tube 70 is In the case of contacting the shock absorbing rubber 90 and conversely moving to some extent in the direction in which the vehicle body and the wheel 12 approach each other (hereinafter sometimes referred to as the “bound direction”), the flange portion 96 of the outer tube 70 is the shock absorbing rubber. 92. As described above, the shock absorbing rubbers 90 and 92 function as stroke end stoppers that define the stroke end that is the end of the stroke operation between the vehicle body and the wheel 12 and restrict the stroke operation at the stroke end.

  In the suspension system 10, as shown in FIG. 1, an electronic control unit (ECU) 100 corresponding to the four actuators 46 is provided. The ECU 100 is a control device that controls the operation of each actuator 46, more specifically, each electromagnetic motor 54, and includes four inverters 102 as drive circuits corresponding to each electromagnetic motor 54, a CPU, a ROM, a RAM, and the like. And a controller 103 mainly composed of a computer (see FIG. 8). Each of the inverters 102 is connected to the battery 106 via the converter 104, and is connected to the electromagnetic motor 54 of the corresponding actuator 46. The electromagnetic motor 54 is driven at a constant voltage, and the power supplied to the electromagnetic motor 54 is changed by changing the amount of supplied current. The supply current amount is changed by the inverter 102 changing the ratio (duty ratio) between the pulse-on time and the pulse-off time by PWM (Pulse Width Modulation).

  In addition to the motor rotation angle sensor 66, the controller 103 includes four sprung vertical acceleration sensors 110 that are provided corresponding to the wheels and detect the sprung vertical acceleration, and are provided corresponding to the wheels. Four stroke sensors 112 for detecting the distance between them are connected. The controller 103 controls the electromagnetic motor 54 of each actuator 46 based on signals from those sensors. Note that a ROM included in the computer of the controller 103 stores a program related to the control of the actuator 46 described later, various data, and the like.

<Control of vehicle suspension system>
i) Basic control of suspension system In this suspension system 10, the actuator force generated by each actuator 46 is independently controlled to control a plurality of different body vibrations (hereinafter referred to as " In some cases, "vehicle body vibration damping control" is executed. More specifically, the vehicle body vibration damping control regards the vibration generated in the vehicle body as a combination of multiple vehicle body vibrations based on the position of the center of gravity of the vehicle body. 46 is a control that attenuates by controlling the actuator force generated by them. More specifically, the vehicle body vibration attenuation control is bounce vibration attenuation control that attenuates bounce vibration that is vibration in the vertical direction of the center of gravity position of the vehicle body, and rotational vibration about the longitudinal axis passing through the center of gravity of the vehicle body. A plurality of vibration damping controls including a roll vibration damping control that attenuates the roll vibration and a pitch vibration damping control that attenuates a pitch vibration that is a rotational vibration around a horizontal axis passing through the center of gravity of the vehicle body is executed. This is control, and the actuator force generated by the four actuators 46 is controlled based on the sum of the components of the actuator force for each control.

That is, in each of the four actuators 46, the bounce vibration attenuation control, the roll vibration attenuation control, the bounce vibration attenuation component, the roll vibration attenuation component, and the pitch vibration attenuation component, which are actuator force components for each pitch vibration attenuation control, are summed up. The target actuator force F ^* that is the control target value is determined, and the operation of the electromagnetic motor 54 of each actuator 46 is controlled so that each actuator 46 generates the target actuator force F ^* . In the following description, the actuator force and its component are positive values corresponding to the force in the direction separating the vehicle body and the wheel (rebound direction), and the direction causing the vehicle body and the wheel to approach each other (bound direction). It is assumed that the one corresponding to the force of is negative. Furthermore, when it is necessary to clarify which of the four wheels corresponds, each of the left front wheel, right front wheel, left rear wheel, and right rear wheel is used as a subscript indicating the wheel position. In some cases, FL, FR, RL, and RR may be attached to what is to be performed.

In the vehicle body vibration damping control, the target actuator force F ^* obtained by adding up the bounce vibration damping component, roll vibration damping component, and pitch vibration damping component in each of the four actuators 46 corresponds to each of the four wheels 12. It is determined based on the detected values of the four sprung vertical acceleration sensors 110 provided. Specifically, first, the sprung absolute speed V corresponding to each wheel 12 is calculated based on each sprung vertical acceleration Gu detected by each sprung vertical acceleration sensor 110. Then, bounce vibration damping control, roll-vibration damping control, the operation speed of the vehicle body to be damped in the pitch-vibration damping control, i.e., bouncing velocity V _B, roll speed V _R, each of the pitch rate V _P, 4 one wheel Based on the sprung absolute velocity V (V _FR , V _FL , V _RR , V _RL ) corresponding to each of 12, the distance of each of the four wheels 12 is calculated from the center of gravity position according to the following equation. .
V _B = (V _FR + V _FL + V _RR + V _RL ) / 4
V _R = (V _FR −V _FL + V _RR −V _RL ) / 4
V _P = (V _FR + V _FL −V _RR −V _RL ) / 4
In the above formula, it is assumed that the distances from the center of gravity of the vehicle body to the four wheels 12 are equal and in unit distance.

Next, the bounce vibration damping control, roll-vibration damping control, in each of the pitch-vibration damping control, bouncing vibration damping force F _B to be generated in the vehicle body, the roll-vibration damping force F _R, pitch-vibration damping force F _P has the following formula Determined according to.
F _B = C _B · V _B
F _R = C _R · V _R
F _P = C _P · V _P
Here, C _B , C _R , and C _P are damping coefficients for bounce vibration, roll vibration, and pitch vibration, respectively.

It determined bouncing vibration damping force F _B as described above, each of the rolling vibration damping force F _R, pitch-vibration damping force F _P is distributed to the actuators 46 corresponding to the four wheels 12, based on the sum thereof A target actuator force F ^* for each of the four actuators 46 is determined. That is, the target actuator force F ^* (F ^* _FR , F ^* _FL , F ^* _RR , F ^* _RL ) for each of the four actuators 46 is determined according to the following equation.
F ^* _FR = (F _B + F _R + F _P ) / 4
F ^* _FL = (F _B −F _R + F _P ) / 4
F ^* _RR = (F _B + F _R −F _P ) / 4
F ^* _RL = (F _B -F _R -F _P ) / 4

As described above, when the target actuator force F ^* of each actuator 46 is determined, the operation of the electromagnetic motor 54 of each actuator 46 is controlled so that each actuator 46 generates the target actuator force F ^* . The operation control of each electromagnetic motor 54 is performed by each inverter 102. More specifically, based on the determined target actuator force F ^* , a command for the duty ratio corresponding to the direction of motor force generation and the magnitude of the motor force is issued to the inverter 102 by the ECU 100. The inverter 102 The electromagnetic motor 54 is driven by switching the switching element provided in itself based on the command, and the electromagnetic motor 54 generates an actuator force having a magnitude corresponding to the issued motor force direction and the duty ratio. is there.

ii) Stroke end correspondence control As described above, each of the four actuators 46 provided in the system 10 has a stopper against the stroke operation of each wheel 12 and the vehicle body, a so-called bound stopper, and a rebound stopper. The stroke operation between each wheel 12 and the vehicle body is restricted. For this reason, for example, when driving on rough roads or riding on curbstones, an impact due to the stopper is generated, and there is a possibility that good riding comfort may not be obtained. In particular, when the actuator force generated to suppress the vibration of the vehicle body as described above is a force in the direction in which the wheel and the vehicle body are directed toward the stroke end, the impact caused by the stopper becomes even greater. . Specifically, for example, when a wheel rides on a curb and the wheel and the vehicle body approach each other, the target actuator force F ^* of the actuator 46 provided on the wheel makes the wheel and the vehicle body approach each other. That is, when the force is in the bounce direction, the impact force on the bounce stopper is considerably increased.

Therefore, in the present system 10, it is recognized that the stroke operation between the wheel and the vehicle body is regulated by the bound stopper or the rebound stopper, and the target actuator force F ^* of the actuator 46 provided on the wheel is directed in the direction toward the stroke end. In the case where the force is such a force, the actuator 46 is set as a target actuator, and the target actuator force F ^* of the target actuator is reduced, whereby the stroke end response control for reducing the impact caused by the stopper is executed. However, if the target actuator force F ^* of the target actuator is reduced, the vibration of the vehicle body may not be attenuated appropriately. Therefore, in the stroke end response control in the present system 10, the vehicle body is obtained by reducing the target actuator force F ^* of the target actuator by correcting the target actuator force F ^* of the non-target actuator that is the three actuators other than the target actuator. The influence on vibration damping control is canceled.

When the target actuator force F ^* of one target actuator among the four actuators 46 is changed, in order to cancel the influence on the vehicle body vibration damping control due to the change of the target actuator force F ^*, an actuator other than the target actuator Let us consider how to correct the target actuator force F ^* of the three non-target actuators. Bouncing vibration damping force F _B in the case where is the generate the target actuator force F ^* determined on the basis of the absolute velocity V on each spring, rolling vibration damping force F _R, each of the pitch-vibration damping force F _P, according to the following formula It is determined.
F _B = (F ^* _FR + F ^* _FL + F ^* _RR + F ^* _RL ) / 4 (1)
_{^{F R = (F * FR -F}} * FL + F * RR -F * RL) / 4 ··· (2)
_FP = (F ^* _FR + F ^* _FL- F ^* _RR- F ^* _RL ) / 4 (3)

Further, when it is assumed that the target actuator is an actuator 46FR provided corresponding to the right front wheel, the target actuator force F ^* _FR of the actuator 46FR is changed according to the following equation.
F ^* _FR = K _S · F ^* _FR
Here, K _S is a reduction gain for reducing the target actuator force F ^* of the target actuator, and is set to a value between 0 and 1. Further, the target actuator forces F ^* _{FL, RR, RL} of the actuators 46FL, RR, RL provided corresponding to the left front wheel, right rear wheel, and left rear wheel, which are non-target actuators, are changed in accordance with the following equations.
F ^* _FL = F ^* _FL + ΔF ^* _FL
F ^* _RR = F ^* _RR + ΔF ^* _RR
F ^* _RL = F ^* _RL + ΔF ^* _RL
Here, ΔF ^* _FL , _{RR, and RL} are values for correcting each target actuator force F ^* .

Each of the thus bouncing vibration damping force when that caused the changed target actuator force F ^* by F _B, rolling vibration damping force F _R, pitch-vibration damping force F _P is determined according to the following equation.
F _B = {K _S · F ^* _FR + (F ^* _FL + ΔF ^* _FL )
+ (F ^* _RR + ΔF ^* _RR ) + (F ^* _RL + ΔF ^* _RL )} / 4 (4)
F _R = {K _S · F ^* _FR− (F ^* _FL + ΔF ^* _FL )
+ (F ^* _RR + ΔF ^* _RR ) − (F ^* _RL + ΔF ^* _RL )} / 4 (5)
F _P = {K _S · F ^* _FR + (F ^* _FL + ΔF ^* _FL )
− (F ^* _RR + ΔF ^* _RR ) − (F ^* _RL + ΔF ^* _RL )} / 4 (6)

In order to cancel the influence on the vehicle body vibration damping control due to the reduction of the target actuator force F ^* of the target actuator, even when the target actuator force F ^* is changed, the bounce vibration damping force F _B , the roll vibration damping force F _R, each of the pitch-vibration damping force F _P may be changed. That is, the expression (1) and the expression (4) are equal, the expressions (2) and (5) are equal, and the expressions (3) and (6) are equal. The correction values ΔF ^* _FL , _{RR, RL} for each target actuator force F ^* may be determined.

Specifically, correction values ΔF ^* _FL , _{RR, and RL} are determined so as to satisfy the following equation.
(F ^* _FR + F ^* _FL + F ^* _RR + F ^* _RL ) / 4 = {K _S · F ^* _FR + (F ^* _FL + ΔF ^* _FL )
+ (F ^* _RR + ΔF ^* _RR ) + (F ^* _RL + ΔF ^* _RL )} / 4 (7)
(F ^* _FR− F ^* _FL + F ^* _RR− F ^* _RL ) / 4 = {K _S · F ^* _FR− (F ^* _FL + ΔF ^* _FL )
+ (F ^* _RR + ΔF ^* _RR ) − (F ^* _RL + ΔF ^* _RL )} / 4 (8)
(F ^* _FR + F ^* _FL− F ^* _RR− F ^* _RL ) / 4 = {K _S · F ^* _FR + (F ^* _FL + ΔF ^* _FL )
− (F ^* _RR + ΔF ^* _RR ) − (F ^* _RL + ΔF ^* _RL )} / 4 (9)
First, formulas (7) to (9) are arranged as shown in the following formula,
(1-K _S ) · F ^* _FR = ΔF ^* _FL + ΔF ^* _RR + ΔF ^* _RL (10)
(1-K _S ) · F ^* _FR = −ΔF ^* _FL + ΔF ^* _RR− ΔF ^* _RL (11)
(1-K _S ) · F ^* _FR = ΔF ^* _FL −ΔF ^* _RR −ΔF ^* _RL (12)
The correction values ΔF ^* _FL , _{RR, and RL} are determined as shown in the following equations by the equations (10) to (12).
ΔF ^* _FL = (1−K _S ) · F ^* _FR
ΔF ^* _RR = (1−K _S ) · F ^* _FR
ΔF ^* _RL = − (1-K _S ) · F ^* _FR

That is, when the target actuator force F ^* of the target actuator before the change is set as the change reference actuator force F ₀ , the target actuator force F ^* _T of the target actuator is changed according to the following equation.
F ^* _T = K _S · F ₀
Then, the target actuator force F ^* _H1 of the first non-target actuator, which is an actuator located diagonally to the target actuator, is changed according to the following equation:
_{^{F * H1 = F * H1 +}} ΔF * H1 = F * H1 - (1-K S) · F 0
The target actuator force F ^* _H2 of the second non-target actuator that is an actuator located before and after the target actuator and the target actuator force F ^* _{H3 of} the third non-target actuator that is an actuator located on the left and right of the target actuator are respectively Is changed according to the following equation.
F ^* _H2 = F ^* _H2 + ΔF ^* _H2 = F ^* _H2 + (1-K _S ) · F _{0
^{F * H3 = F * H3 +}} ΔF * H3 = F * H3 + (1-K S) · F 0

By adding this manner the correction value ΔF ^* _{H1, H 2, H3,} which is determined by the target actuator force F ^* _{H1, H 2, H3} of each of the non-target actuator, of the target actuator target actuator force F ^* _T Even if the change is made, the vibration of the vehicle body can be appropriately suppressed. In addition, the change of the target actuator force F ^* _T of the target actuator is executed according to the following equation:
F ^* _T = K _S · F ₀
This equation can be modified as shown in the following equation.
F ^* _T = K _S · F ₀ = F ₀ − (1−K _S ) · F ₀
That is, in the stroke end response control, the target actuator force F ₀ of the target actuator before the change is the force in the direction opposite to the target actuator force F ₀ , that is, the separation direction force (force in the direction away from the stroke end) ( By adding-(1-K _s ) · F ₀ ) in the above formula, the stopper contact at the target actuator is suppressed.

The magnitudes of correction values ΔF ^* _{H1, H2} , and _H3 applied to the target actuator forces F ^* _{H1, H2} , and _H3 of the non-target actuators are the separation directions applied to the target actuator forces F ^* _T of the target actuators. It is the same as the magnitude of the force (− (1−K _S ) · F ₀ ). The generation direction of the correction value ΔF ^* _H1 (= − (1−K _S ) · F ₀ ) applied to the target actuator force F ^* _H1 of the first asymmetric actuator is added to the target actuator force F ^* _T of the target actuator. This is the same as the direction in which the separation direction force is generated. On the other hand, the correction value ΔF ^* _H2 (= (1−K _S ) · F ₀ ) applied to the target actuator force F ^* _H2 of the second asymmetric actuator and the target actuator force F ^* _H3 of the third asymmetric actuator are added. The generation direction of the correction value ΔF ^* _H3 (= (1−K _S ) · F ₀ ) is opposite to the generation direction of the separation direction force. That is, the separation direction force and the correction values ΔF ^* _{H1, H2} , and _H3 applied to each target actuator force F ^* , which is a force for canceling the separation direction force, act on the vehicle body as a warping force. .

Since the rigidity of the vehicle body is generally relatively high, the warp force, which is a force that twists the vehicle body, hardly causes variations in the distance between each wheel and the vehicle body. For this reason, assuming that the rigidity of the vehicle body is high, it can be considered that the posture of the vehicle body hardly changes even when a warp force is applied to the vehicle body. Therefore, in the stroke end response control in the present system 10, the correction values ΔF ^* _{H1, H2} , _H3 as the canceling force and the separation direction force are applied to the vehicle body as the warping force, so that the vehicle body by the separation direction force is applied. It is possible to cancel the influence on the posture and appropriately suppress the vibration of the vehicle body even if the target actuator force F ^* _T of the target actuator is changed.

<Control program>
In the present system 10, the actuator force generated by the actuator 46 is controlled at a short time interval (for example, several milliseconds) while the ignition switch is turned on by the actuator control program shown in the flowchart of FIG. This is performed by being repeatedly executed by the controller 103. The control flow will be briefly described below with reference to the flowchart shown in the figure. The actuator control program is executed for all four actuators 46 provided corresponding to the four wheels.

In the processing according to this program, first, in step 1 (hereinafter simply referred to as “S1”, the same applies to other steps), detection is performed by each of the four sprung vertical acceleration sensors 110 provided on the four wheels 12. The sprung absolute velocity V corresponding to each wheel 12 is calculated based on the sprung longitudinal acceleration. Next, based on the sprung absolute speeds V _FR , V _FL , V _RR , V _RL corresponding to the calculated wheels, as described above, in S2, the bounce speed V _B , roll speed V _R , pitch Each of the speeds V _P is determined. Then, in S3, the determined bounced velocity V _B, roll speed V _R, on the basis of each of the pitch rate V _P, the bounce vibration damping control, roll-vibration damping control, in each of the pitch-vibration damping control, is generated in the vehicle body bouncing vibration damping force F _B should, rolling vibration damping force F _R, each of the pitch-vibration damping force F _P is determined.

In S4, the determined bouncing vibration damping force F _B, rolling vibration damping force F _R, each of the pitch-vibration damping force F _P is shared by each actuator 46, the target actuator force as described above, corresponding to each actuator 46 F ^* is determined. Next, it is determined whether or not each wheel and the vehicle body perform a stroke operation to the vicinity of the stroke end. Specifically, in S5, the vehicle body-to-wheel distance X, which is the distance between each wheel 12 and the vehicle body, is detected by the stroke sensor 112 provided on each wheel 12, and in S6, each vehicle-to-wheel distance is detected. It is determined whether X is smaller than the set threshold distance X ₁ as the set threshold position or larger than the set threshold distance X ₂ (> X ₁ ). When the vehicle body and the wheel are farthest away, that is, when the stroke between the vehicle body and the wheel is regulated by the rebound stopper, the distance between the vehicle body wheel is the maximum vehicle body wheel distance X _MAX and the vehicle body and the wheel are closest That is, if the distance between the vehicle body wheels when the stroke between the vehicle body and the wheels is regulated by the bound stopper is the minimum vehicle body wheel distance X _min , the set threshold distance X ₁ is equal to the minimum vehicle body wheel distance X _min . Is set to a value obtained by adding 1/4 of the range of stroke operation between the wheel and the wheel. That is, the set threshold distance X ₁ is set according to the following equation.
_{X 1 = X min + (X} MAX -X min) / 4
The setting threshold distance X ₂ is set from the maximum wheel-body distance X _min to a value reduced 1/4 of stroke range of the vehicle body and wheels. That is, the set threshold distance X ₂ is set according to the following equation.
_{X 2 = X MAX - (X} MAX -X min) / 4

If even one of the vehicle body wheel distances X corresponding to each wheel 12 satisfies the above condition, in S7, whether or not the target actuator force F ^{* of the} actuator that satisfies the above condition is a force in the direction toward the stroke end. Is determined. Specifically, when the vehicle wheel distance X is set threshold value X ₁ is smaller than the target actuator force F ^* is bound direction of the force, that is, if the target actuator force F ^* is a negative value, the target actuator force F ^* Is determined to be the force in the direction toward the stroke end. On the other hand, if the vehicle wheel distance X is larger than the set threshold value X _2, the target actuator force F ^* is the rebound direction force, that is, if the target actuator force F ^* is a positive value, the target actuator force F ^* is the stroke It is determined that the force is in the direction toward the end. If it is determined in S7 that the target actuator force F ^* is a force in the direction toward the stroke end, in S8, the target actuator force change subroutine shown in the flowchart of FIG. The process is executed.

In this subroutine, first, in S21, a reduction gain K _S that is a gain for reducing the target actuator force F ^* of the target actuator is determined. As shown in FIG. 6, the reduction gain K _S depends on the vehicle body wheel distance X, and the vehicle body wheel distance X becomes close to the minimum vehicle body wheel distance X _min or the maximum vehicle body wheel distance X _MAX. The value is set to become smaller as the value increases. That is, the reduction gain K _S is set to a smaller value as the stroke operation between the vehicle body and the wheels approaches the stroke end. Next, in S22, it is determined whether or not a plurality of reduction gains K _S are determined. That is, it is determined whether there are a plurality of target actuators. If the reduction gain K _S is determined to be more determined in S23, it is selected as the minimum value among the plurality of reduction gain K _S that is determined. Subsequently, in S24, the target actuator force F ^* _T of the target actuator is recognized as change reference actuator force F _0. The change reference actuator force F ₀ serves as a reference for changing the target actuator force F ^* of all actuators.

Next, in S25, the target actuator force F ^* _T of the target actuator is changed based on the reduction gain K _S , and in S26, the target actuator forces F ^* _{H1, H2} , and _H3 of the three non-target actuators are changed. , Based on the reduction gain K _S and the change reference actuator force F ₀ . When the target actuator force F ^* of all the actuators is changed, this subroutine is finished. After the execution of the target actuator force change subroutine or when it is determined in S6, 7 that the stroke between the wheel and the vehicle body is not restricted, in S9, the target actuator force F ^* determined corresponding to each actuator is set. The control signal based on each is transmitted to the inverter 102 corresponding to each. After the series of processes described above, one execution of this program ends.

Incidentally, in this program, the reduction gain K _S is set between 0 and 1 as shown in FIG. 6, but may be set to be a negative value as shown in FIG. . If the reduction gain K _S is set in this way, when the reduction gain K _S becomes a negative value, the actuator force generated by the target actuator becomes a force in a direction away from the stroke end, and the stopper contact is appropriately set. It can be avoided.

<Functional configuration of controller>
The controller 103 that executes the actuator control program can be considered to have a functional configuration as shown in FIG. 8 in view of its execution processing. As can be seen from the figure, the controller 103 is a functional unit that executes the processing of S3, that is, vibration damping forces F _B and F for attenuating each vibration of the vehicle body, specifically, bounce vibration, roll vibration, and pitch vibration. _As a function unit for determining _{R 1} and F _P , the vibration damping force determination unit 120 is used as a function unit for executing the process of S4, that is, as a function unit for determining the target actuator force F ^* of each actuator. The stroke end response control execution unit 124 is provided as a function unit that executes the processes of S6 to S9, that is, a function unit that executes the stroke end response control. The stroke end response control execution unit 124 is a function unit that performs the processes of S6 and S7, that is, a function unit that determines whether the stroke operation between the vehicle body and the wheel is restricted by the stopper. The target actuator force changing unit 128 is provided as the functional unit that executes the processing of S8, that is, the functional unit that changes the determined target actuator force.

1 is a schematic diagram showing the overall configuration of a vehicle suspension system that is an embodiment of the claimable invention. It is a schematic diagram which shows the suspension apparatus with which the suspension system for vehicles of FIG. 1 is provided. It is a schematic sectional drawing which shows the electromagnetic actuator with which a suspension apparatus is provided. It is a flowchart which shows an actuator control program. It is a flowchart which shows the target actuator force change subroutine performed in an actuator control program. It is a graph which shows the relationship between the distance between vehicle body wheels, and the reduction gain depending on it. It is a graph which shows the relationship between the distance between vehicle body wheels, and the reduction gain of the modification based on it. It is a block diagram which shows the function of the control apparatus which manages control of the suspension system for vehicles.

Explanation of symbols

  10: Vehicle suspension system 12: Wheel 46: Actuator 48: Mount part (vehicle body) 50: Screw rod (screw mechanism, male screw part) 52: Nut (screw mechanism, female screw part) 54: Electromagnetic motor 56: Casing (vehicle body side) Unit) 70: Outer tube (wheel side unit) 72: Inner tube (vehicle body side unit) 78: Nut support tube (wheel side unit) 80: Cover tube (vehicle body side unit) 90: Buffer rubber (stroke end stopper) 92: Buffer rubber (stroke end stopper) 100: Electronic control unit (control device) 122: Target actuator force determination unit 124: Stroke end response control execution unit 126: Stroke end regulation recognition unit 128: Target actuator force change

Claims (6)

A vehicle body side unit connected to the vehicle body and a wheel side unit connected to the corresponding wheel, provided corresponding to the front, rear, left and right wheels, each being disposed between the corresponding wheel and the vehicle body The vehicle body side unit and the wheel side unit are configured to expand and contract by relative movement in accordance with a stroke operation in which the corresponding wheel and the vehicle body approach and separate from each other, and have an electromagnetic motor. Based on the force generated by the motor, an actuator force that is a force in the direction of relative movement between the vehicle body side unit and the wheel side unit is generated, and the actuator force is moved closer to the corresponding wheel and vehicle body. Four electromagnetic actuators acting as forces in the direction of separation;
A vehicle suspension system comprising: a control device that controls an actuator force generated by each of the four actuators by controlling an operation of an electromagnetic motor included in each of the four actuators;
The vehicle suspension system is
Provided corresponding to the front, rear, left and right wheels, each of which has four stroke end stoppers that regulate the stroke operation at the stroke end which is the end of the stroke operation between the corresponding wheel and the vehicle body,
The control device is
When it is determined that the stroke operation between one of the front, rear, left and right wheels and the vehicle body is restricted by one of the four stroke end stoppers provided corresponding to the one wheel. At least a part of the actuator force generated by the target actuator that is one of the four actuators corresponding to the one wheel is a force in a direction in which the one wheel and the vehicle body are separated from the stroke end. At least a part of the actuator force generated by each of the three non-target actuators other than the target actuator among the four actuators cancels the influence of the separation direction force on the posture of the vehicle body. Each of the four actuators is generated so that the cancellation force is a force. Suspension system for a vehicle having a stroke end corresponding control execution unit for executing a stroke end corresponding control for controlling the actuator force to. The control device is
As the stroke end response control, the three non-target actuators such that the separation direction force generated by the target actuator and the cancellation force generated by each of the three non-target actuators act on the vehicle body as warp forces. Of the three target actuators generate diagonally the cancel force in the same direction as the separation direction force, and the other two of the three non-target actuators each generate the separation direction force. The vehicle suspension system according to claim 1, wherein the vehicle suspension system is configured to execute control for generating the canceling force in a direction opposite to the direction. The stroke end corresponding control execution unit,
When one of the front, rear, left and right wheels and the vehicle body perform a stroke operation exceeding the set threshold position, the stroke operation between the one wheel and the vehicle body is provided corresponding to the one wheel. The suspension system for a vehicle according to claim 1, further comprising a stroke end restriction recognition unit that recognizes that the restriction is restricted by one of the four stroke end stoppers. The control device is
The control for increasing the separation direction force generated by the target actuator as the wheel and the vehicle body corresponding to the target actuator approach the stroke end as the stroke end correspondence control. The vehicle suspension system according to any one of claims 3 to 4. The control device is
A target actuator force determining unit that determines a target actuator force that is an actuator force to be generated by each of the four actuators based on a predetermined rule, and the target actuator force determined by the target actuator force determining unit is And configured to control the actuator force generated by each of the four actuators,
The stroke end corresponding control execution unit,
The target actuator force of the target actuator is changed so that the separation direction force is added to the target actuator force of the target actuator, and the cancellation force is added to the target actuator force of each of the three non-target actuators. A target actuator force changing unit for changing each of the target actuator forces of the three non-target actuators,
The control device is
The stroke end correspondence control is executed by controlling an actuator force generated by each of the four actuators based on a target actuator force changed by the target actuator force changing unit. The vehicle suspension system according to any one of claims 4 to 4. The control device is
A target actuator force determining unit that determines a target actuator force that is an actuator force to be generated by each of the four actuators based on a predetermined rule, and the target actuator force determined by the target actuator force determining unit is And configured to control the actuator force generated by each of the four actuators,
The stroke end corresponding control execution unit,
When one of the front, rear, left and right wheels and the vehicle body perform a stroke operation exceeding the set threshold position, the stroke operation between the one wheel and the vehicle body is provided corresponding to the one wheel. And a stroke end regulation authorization unit that authorizes that regulation is performed by one of the four stroke end stoppers,
The stroke end certification section
The target actuator force determined by the target actuator force determination unit of one of the four actuators provided corresponding to the one wheel is such that the one wheel and the vehicle body approach the stroke end. It is recognized that the stroke operation between the one wheel and the vehicle body is regulated by one of the four stroke end stoppers provided corresponding to the one wheel on condition that the force is a force. The vehicle suspension system according to any one of claims 1 to 5, wherein the vehicle suspension system is configured as described above.

Images