JP2010241430A - Vehicle integration controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance driving stability of a vehicle by integrating a vehicle stability controller with a suspension controller. <P>SOLUTION: During over-steer, a braking force F<SB>1</SB>is applied to a front wheel 3 on the turning outside to generate a turning inward moment at the vehicle 1. On the other hand, during under-steering, a braking force F<SB>2</SB>is applied to a rear wheel 4 on the turning inward side of the vehicle 1 to generate a turning outward moment at the vehicle 1. By applying appropriate braking forces F<SB>3</SB>, F<SB>4</SB>to the front wheel 3 and a rear wheel 5 on the turning outside, the vehicle 1 is decelerated to ensure the stability of the vehicle 1. At this time, to the wheel to a braking force is applied, a contraction side damping force is increased, an extension side damping force is decreased, and a spring force of a suspension spring is decreased. At the same time, a contraction side damping force corresponding to any other wheel is decreased and an extension side damping force is increased. Thus, a ground load of the wheel to which a braking force is applied can be increased to improve vehicle stability. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle integrated control that ensures running stability in a vehicle such as an automobile by controlling the braking force of a braking device of each wheel, the damping force of a damping force adjusting hydraulic shock absorber, and the spring force of a suspension spring. It relates to the device.

  Conventionally, based on signals from various sensors such as a steering angle sensor, an acceleration sensor, and a yaw rate sensor, the driving state of the vehicle such as understeer and oversteer is calculated, and each wheel is automatically independent according to the calculated driving state. 2. Description of the Related Art A vehicle stability control device is known in which a turning force and a deceleration force are controlled by applying a braking force to the vehicle to ensure turning stability and course traceability.

  In addition, by appropriately adjusting the damping characteristics of the damping force adjusting hydraulic shock absorber attached to the suspension device of each wheel and the spring force of the suspension spring of the air suspension device, etc., the steering stability and riding Suspension control devices that improve comfort are known.

  When the vehicle stability control device and the suspension control device described above are combined, conventionally, during the operation of the vehicle stability control device, the damping on the extension side and the contraction side of the damping force adjustable hydraulic shock absorber for all wheels By increasing the force and the spring force, the change in the posture of the vehicle is suppressed, and the running stability is improved.

  However, when the conventional vehicle stability control device is controlled so that the damping force and the spring force of all the wheels are increased together, the braking force of each wheel is affected. However, it merely suppresses changes in the attitude of the vehicle, and the irregular surface irregularities may cause the wheels to lift off the road surface when passing through the irregularities, so that optimal control is not necessarily performed for the actual vehicle running conditions. I cannot say that. Therefore, as described in Patent Document 1, the applicant of the present invention optimally controls the damping force of each wheel with respect to the operation of the vehicle stability control device, thereby controlling the effect of the vehicle stability control device. The technology which raises is disclosed.

JP 2003-11635 A

  The present invention has been made in view of the above points. The control of the vehicle stability control device and the suspension control device is integrated, and the extension of the damping force adjustment type hydraulic shock absorber according to the braking state of each wheel. Provided is a vehicle integrated control device that improves the running stability of a vehicle by generating an optimal damping force on the side and the contraction side and further adjusting the spring force of a suspension spring such as an air suspension optimally. For the purpose.

  In order to solve the above-described problem, a vehicle integrated control device according to the invention of claim 1 is a vehicle stability control that controls the steering stability of the vehicle by controlling the braking of each wheel according to the running state of the vehicle. The vehicle comprising: a device; a damping force adjusting means for adjusting a damping force of a damping force adjusting hydraulic shock absorber corresponding to each wheel; and a spring force adjusting means for adjusting a spring force of a suspension spring corresponding to each wheel. When the vehicle stability control device is activated during oversteering while turning, the damping force on the contraction side of the damping force adjusting hydraulic shock absorber is increased with respect to the front wheels outside the turning of the vehicle and the spring force of the suspension spring The damping force adjusting means and the spring force adjusting means are controlled so as to reduce the torque.

  According to the vehicle integrated control device of the present invention, the compression side damping force of the damping force adjustment type hydraulic shock absorber is applied to the front wheel outside the turning of the vehicle that is brake-controlled by the operation of the vehicle stability control device during oversteer. By increasing the spring force of the suspension spring and reducing the spring force of the suspension spring, it is possible to increase the ground contact load on the front wheel outside the turning of the vehicle controlled by the operation of the vehicle stability control device, effectively improving the vehicle stability. Can be made.

It is explanatory drawing which shows control of the vehicle integrated control apparatus which concerns on 1st Embodiment of this invention. It is a flowchart of control of FIG. It is a figure which shows the subroutine of the flowchart of FIG. 2 in the vehicle integrated control apparatus which concerns on 1st Embodiment of this invention. It is explanatory drawing which shows control of the vehicle integrated control apparatus which concerns on 3rd Embodiment of this invention. It is a figure which shows the subroutine of the flowchart of FIG. 2 in the vehicle integrated control apparatus which concerns on 3rd Embodiment of this invention. It is a figure which shows the subroutine of the flowchart of FIG. 2 in the vehicle integrated control apparatus which concerns on 2nd Embodiment of this invention. It is a figure which shows the subroutine of the flowchart of FIG. 2 in the vehicle integrated control apparatus which concerns on 4th Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. A first embodiment of the present invention will be described with reference to FIGS. 1 to 3. The automobile according to the present embodiment includes a vehicle integrated control device that integrates a vehicle stability control device and a suspension control device (damping force adjusting means, spring force adjusting means).

  The vehicle stability control device calculates the running state of the vehicle based on signals from various sensors such as a steering angle sensor, an acceleration sensor, a yaw rate sensor, a wheel speed sensor, and the like, and understeers due to front-wheel side slip (the vehicle with respect to the steering angle). ) Or an oversteer (a state in which the vehicle tends to face inward of the turning direction with respect to the steering angle) is detected. Then, the braking force required for each wheel to return the vehicle to a stable state is calculated according to the running state of the vehicle, and the brake hydraulic control device is operated based on the calculation result to brake each wheel independently. By controlling (applying braking force), the turning moment and deceleration force of the vehicle are controlled to ensure turning stability and course traceability.

At this time, as shown in FIG. 1A, during oversteer, the braking force F ₁ is applied to the front wheel 3 outside the turning of the vehicle 1 to generate a moment in the turning direction in the vehicle 1 to stabilize the vehicle. Sex can be secured. At this time, a small braking force is also applied to the rear wheel 5 on the outside of the turn to generate an outward turning moment. Therefore, a small braking force may be applied to the rear wheel 5 as necessary. On the other hand, as shown in FIG. 1B, during understeering, a braking force F ₂ is applied to the rear wheel 4 inside the turning of the vehicle 1 to generate a turning inward moment in the vehicle 1, By applying appropriate braking forces F ₃ and F ₄ to the wheels 3 and 5 and decelerating the vehicle 1 to a vehicle speed that can turn at the cornering force limit, the stability of the vehicle 1 can be ensured. In FIG. 1, an arrow D indicates a turning direction (left turning).

  The suspension control device is equipped with a suspension spring capable of adjusting spring force such as a damping force adjusting hydraulic shock absorber and an air suspension on each wheel, and from various sensors such as an acceleration sensor, a brake sensor, a vehicle height sensor, and a steering angle sensor. Based on this signal, the vehicle running state is detected, and the damping force and spring force for each wheel are adjusted according to the running state, thereby controlling the vehicle posture change and vibration, thereby improving steering stability and riding comfort. Improve.

  The vehicle integrated control device integrally controls the vehicle stability control device and the suspension control device as follows. For the wheels to which braking force is applied by the operation of the vehicle stability control device, the compression side damping force of the damping force adjustment type hydraulic shock absorber is increased and the extension side damping force is reduced, and the spring force of the suspension spring Make it smaller. At the same time, for the other wheels to which no braking force is applied, the compression side damping force of the damping force adjusting hydraulic shock absorber is reduced and the extension side damping force is increased.

  Thereby, in the wheel to which the braking force is applied, the damping force adjusting hydraulic shock absorber is not easily contracted and is easy to extend, so that the ground load is increased and the locking is difficult to be locked, and a large braking force can be applied. At this time, if the spring force of the suspension spring is reduced, the vehicle body moves in the downward direction and the damping force adjustment type hydraulic shock absorber is shortened, so that the ground load is temporarily increased by the increased damping force on the contraction side. be able to. Note that if the spring force of the suspension spring is increased, it is possible to directly increase the ground load. However, in the case of an air suspension generally used in suspension control devices, actually, compressed air is supplied. When the spring force is increased, the response is low and it is difficult to obtain a sufficient effect. On the other hand, when the compressed air is discharged to reduce the spring force, the response is relatively high. Therefore, by reducing the spring force, the damping force is adjusted by the damping force on the compression side of the hydraulic shock absorber. The ground load can be increased rapidly. In addition, since the damping force adjustment type hydraulic shock absorber is easy to shrink and is difficult to extend in a wheel to which no braking force is applied, the ground contact load decreases, and the ground contact load of the wheel to which the braking force is applied increases accordingly. Will do.

  In the example of FIG. 1A, during oversteering, the compression-side damping force of the damping force adjusting hydraulic shock absorber is increased and the expansion-side damping force is reduced with respect to the front wheel 3 on the outside of the turn, and the suspension spring is used. Reduce the spring force. At the same time, for the other three wheels 2, 4 and 5 to which no braking force is applied, the compression side damping force of the damping force adjusting hydraulic shock absorber is reduced and the extension side damping force is increased. As a result, since the ground contact load of the wheel 3 to which the braking force is applied can be increased, a large braking force can be applied without locking the wheel 3, and the oversteer can be effectively eliminated, and the vehicle Stability can be improved.

  Further, in the example of FIG. 1B, during understeer, the compression side damping force of the damping force adjusting hydraulic shock absorber is increased for the rear wheel 4 on the inside of the turn and the front and rear wheels 3 and 5 on the outside of the turn so as to extend. While reducing the side damping force, the spring force of the suspension springs of these wheels is reduced. At the same time, the contraction side damping force of the damping force adjusting hydraulic shock absorber is reduced with respect to the other wheels 2, and the extension side damping force is increased. As a result, since the ground load of the wheels 3, 4 and 5 to which the braking force is applied becomes large, a large braking force can be applied without locking these wheels 3, 4 and 5, and understeer is effectively prevented. This can eliminate the vehicle stability.

  The flowchart of control by the vehicle integrated control apparatus of this embodiment is shown in FIG.2 and FIG.3. In FIG. 2, initial setting is performed in step (1), the control cycle is adjusted in step (2), damping force such as vehicle acceleration and vehicle height and a signal for adjusting spring force are input in step (3). In 4), a vehicle stability control operation state signal such as a vehicle stability control operation signal and a brake control signal is input. In step (5), it is determined whether vehicle stability control is being executed based on the vehicle stability control operating state signal. If vehicle stability control is being executed, it is calculated based on the damping force and spring force of each wheel calculated in step (6), and if vehicle stability control is not being executed, it is calculated in step (7). Based on the damping force and spring force of each wheel, a damping force and spring force adjustment signal is output in step (8) to adjust the damping force and spring force of each wheel.

  FIG. 3 shows a subroutine for calculating the damping force and spring force of each wheel in step (6) when the vehicle stability control is being executed. In FIG. 3, it is judged by step S1 whether the braking force is applied to the wheel by the vehicle stability control apparatus. If a braking force is applied, the expansion / contraction stroke of the damping force adjusting hydraulic shock absorber is determined in step S2, and if it is an expansion stroke, the damping force is reduced in step S3, and if it is a compression stroke, In step S4, the damping force is increased and the spring force is decreased. If no braking force is applied in step S1, the expansion / contraction stroke of the damping force adjusting type hydraulic shock absorber is determined in step S5. If it is an expansion stroke, the damping force is increased in step S6 and the contraction stroke. If so, the damping force is reduced in step S7.

  As a result, the ground contact load of the wheel to which the braking force is applied by the vehicle stability control device can be increased, and the change in the posture of the vehicle can be quickly returned, so that the running stability of the vehicle can be improved. At this time, since the suspension control device can control the damping force and the spring force based on the braking force of each wheel without separately determining the turning direction, the suspension control device can perform the control quickly.

  The road surface usually has irregular irregularities, but in the embodiment of the present invention, the wheels on the road surface are switched by switching the damping force on the contraction side and the expansion side for each stroke of the damping force adjustment type hydraulic shock absorber. The lift of the wheel is effectively suppressed, and the ground contact load of the wheel can be maintained in a large state. In other words, if the road surface is completely flat, there is no need to switch the damping force of the damping force adjusting hydraulic shock absorber for each stroke, and only increase both the damping force on the contraction side and the extension side of the wheel. However, the actual road surface has irregularities as described above. Therefore, simply increasing both the damping and expansion side damping forces, for example, makes it difficult for the damping force adjustment type hydraulic shock absorber to extend in the recesses on the road surface, which causes the wheels to lift and reduce the stability of the vehicle. I will let you. In contrast, in the present invention, since the damping force of the damping force adjusting hydraulic shock absorber is switched for each stroke, for example, the damping force adjusting hydraulic shock absorber is easy to extend in a recess on the road surface (damping Therefore, the lift of the wheel can be effectively suppressed and the vehicle stability can be surely improved. Note that switching of the damping force for each stroke of the damping force adjusting hydraulic shock absorber can be performed, for example, according to a detection signal (extension / contraction signal) of the vehicle height sensor.

  As a second embodiment of the present invention, when the expansion side damping force is controlled to be large instead of the damping force adjustment type hydraulic shock absorber of the first embodiment, the contraction side damping force is automatically controlled to be small and the expansion side damping force is controlled. If the side damping force is controlled to be small, a so-called damping force reversing type damping force adjusting hydraulic shock absorber can be used in which the shrinking side damping force is automatically controlled to be large automatically.

  In this case, the subroutine of step (6) in the flowchart of FIG. 2 is as shown in FIG. In FIG. 6, it is judged by step S01 whether the braking force is applied to the wheel by the vehicle stability control apparatus. If the braking force is applied, the contraction-side damping force is increased and the spring force is decreased in step S02. At this time, since the damping force adjusting hydraulic shock absorber has a reversal characteristic, the damping force on the extension side is automatically reduced. If no braking force is applied, the contraction-side damping force is reduced in step S03. At this time, since the damping force adjusting hydraulic shock absorber has a reversal characteristic, the damping force on the extension side is automatically increased.

  In this way, the same result as in the case of the control shown in FIG. 3 can be obtained, and the ground contact load of the wheel to which the braking force is applied by the vehicle stability control device is increased and the posture change of the vehicle is quickly performed. Thus, the running stability of the vehicle can be improved. At this time, it is not necessary to judge the expansion / contraction stroke of the damping force adjusting type hydraulic shock absorber with respect to the control of FIG. 3 and to control the damping force each time. The switching frequency can be reduced, and there is no delay in control response.

Next, a third embodiment of the present invention will be described with reference to FIGS. In addition, the same code | symbol is attached | subjected to the part similar to the said 1st Embodiment, and only a different part is demonstrated in detail.
The configurations and functions of the vehicle stability control device and the suspension control device are the same as those in the first embodiment. In the vehicle integrated control device of the present embodiment, when the vehicle turns and the vehicle stability control device is activated, the compression side damping force of the damping force adjusting hydraulic shock absorber is applied to the wheels on the outer side of the turning of the vehicle. Is increased, the extension side damping force is decreased, and the spring force of the suspension springs of these wheels is decreased. At the same time, the suspension control device is controlled so as to adjust the damping force and the spring force so that the compression side damping force of the damping force adjusting hydraulic shock absorber is reduced and the extension side damping force is increased with respect to the wheel on the inner side of the turn. .

  As a result, as shown in FIG. 4, both the oversteer (A) and the understeer (B) increase the compression side damping force of the damping force adjusting type hydraulic shock absorber with respect to the front and rear wheels 3 and 5 outside the turning. In addition, the extension side damping force is reduced and the spring force of these wheels is reduced. At the same time, with respect to the front and rear wheels 2 and 4 inside the turning, the compression side damping force of the damping force adjusting hydraulic shock absorber is reduced and the extension side damping force is increased. As a result, as described above, the damping force actually generated by reducing the spring force increases, the roll rigidity of the vehicle increases, and the ground load on the front and rear wheels 3, 5 on the outside of the turn increases rapidly. During oversteering, the responsiveness of the turning outer front wheel 3 to which a braking force is applied can be improved, and oversteering can be effectively eliminated and vehicle stability can be improved. Similarly, at the time of understeer, the grounding load of the front and rear wheels 3 and 5 on the outside of the turn to which braking force is applied can be quickly increased to improve the responsiveness of these wheels, effectively eliminating understeer. Thus, vehicle stability can be improved.

  Next, a control flow by the vehicle integrated control device of the present embodiment will be described. The main routine of the flowchart of the control by the vehicle integrated control device of this embodiment is the same as that of FIG. 2 showing the control of the first embodiment. In FIG. 2, the damping force and spring force of each wheel in step S6. The subroutine for calculating is different.

  The subroutine of step S6 of FIG. 2 by the control of this embodiment will be described with reference to FIG. In FIG. 5, in step S11, it is determined whether or not the wheel is on the outside of the turn based on, for example, a steering angle signal. If it is outside the turning, the expansion / contraction stroke of the damping force adjusting hydraulic shock absorber is determined in step S12. If it is an expansion stroke, the damping force is decreased in step S13, and if it is a contraction stroke, in step S14. Increase the damping force and decrease the spring force. If it is not outside the turn at step S11 (it is inside the turn), the expansion / contraction stroke of the damping force adjusting hydraulic shock absorber is judged at step S15, and if it is the extension stroke, the damping force is increased at step S16, If so, the damping force is decreased in step S17.

  As a result, it is possible to increase the ground load on the wheel on the outside of the turn to which braking force is applied by the vehicle stability control device, and to quickly return the change in the posture of the vehicle, thereby improving the running stability of the vehicle. it can.

  Also in the present embodiment, as in the first embodiment described above, the damping force is switched for each stroke of the damping force adjusting hydraulic shock absorber, so that it is possible to effectively suppress the lifting of the wheel due to road surface unevenness. Thus, the vehicle stability can be improved with certainty.

  As a fourth embodiment of the present invention, instead of the damping force adjustment type hydraulic shock absorber of the third embodiment, when the expansion side damping force is controlled to be large, the contraction side damping force is automatically controlled to be small, and the expansion side It is also possible to use a so-called damping force reversing type damping force adjusting hydraulic shock absorber in which the damping force on the contraction side is automatically controlled to be large when the damping force is controlled to be small.

  In this case, the subroutine of step S6 in the flowchart of FIG. 2 is as shown in FIG. In FIG. 7, in step S21, it is determined whether or not the wheel is on the outside of the turn by, for example, a steering angle signal. If it is on the outside of the turn, the damping force on the contraction side is increased and the spring force is decreased in step S22. At this time, since the damping force adjusting hydraulic shock absorber has a reversal characteristic, the damping force on the extension side is automatically reduced. If it is not on the outside of the turn (it is on the inside of the turn), the shrinking side damping force is reduced in step S23. At this time, since the damping force adjusting hydraulic shock absorber has a reversal characteristic, the damping force on the extension side is automatically increased.

  As a result, the same result as in the case of the control shown in FIG. 5 can be obtained, and the grounding load of the wheel on the outside of the turn to which the braking force is applied by the vehicle stability control device is increased, and the change in the posture of the vehicle is performed. The vehicle can be returned quickly, and the running stability of the vehicle can be improved. At this time, since it is not necessary to determine the expansion / contraction stroke of the damping force adjusting hydraulic shock absorber and control it each time with respect to the control of FIG. 5, the control is simplified and switching of an actuator or the like for damping force adjustment is performed. The frequency can be reduced, and there is no delay in control response.

  In the first to fourth embodiments, the vehicle stability control device is described by exemplifying the vehicle stability control device that controls the turning moment and deceleration force of the vehicle to ensure turning stability and course traceability. However, the present invention is not limited to this, and as a vehicle stability control device, for example, a device capable of enhancing the control effect by increasing the ground load of a specific wheel, such as an anti-lock brake system, may be applied. it can.

  In the first to fourth embodiments, the damping force of the damping force adjusting type hydraulic shock absorber and the spring force of the suspension spring can be switched only in two stages of large and small, and the brake operation control state (vehicle stability) The brake control signal or brake fluid pressure of the control device) or the vehicle turning state (lateral acceleration, roll amount, etc.) can be adjusted in multiple steps or continuously.

1 vehicle, 2, 3, 4, 5 wheels, D turning direction, F ₁ , F ₂ , F ₃ , F ₄ braking force

Claims (2)

A vehicle stability control device for controlling the steering stability of the vehicle by controlling the braking of each wheel according to the running state of the vehicle;
Damping force adjusting means for adjusting the damping force of the damping force adjusting type hydraulic shock absorber corresponding to each wheel;
Spring force adjusting means for adjusting the spring force of the suspension spring corresponding to each wheel,
When the vehicle stability control device is activated during oversteer while the vehicle is turning, the damping force on the contraction side of the damping force adjusting hydraulic shock absorber is increased with respect to the front wheels outside the vehicle turning and the suspension spring is A vehicle integrated control apparatus, wherein the damping force adjusting means and the spring force adjusting means are controlled so as to reduce a spring force. The vehicle integrated control device according to claim 1, wherein the damping force adjusting hydraulic shock absorber is a damping force inversion type.

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