JP2012136111A - Vehicle control system and apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system and apparatus that can improve both riding comfort and steering stability.SOLUTION: The vehicle control system and apparatus include: a spring rigidity changing device that changes spring rigidity that absorbs vibrations of a vehicle; an attenuation changing device that can vary attenuation by which the vibrations of the vehicle are attenuated; a road surface input vibration estimation part that estimates the vibrations by a road surface input out of the vibrations generated in the vehicle; a driver operation vibration estimation part that estimates the vibrations by driver operation out of the vibrations; and a control part that absorbs the vibrations generated by the road surface input by controlling the spring rigidity changing device and attenuates the vibrations generated by the driver operation by controlling the attenuation changing device.

Description

  The present invention relates to a vehicle control system and a control device.

  As a control for improving the steering stability and riding comfort of a vehicle, there is a vehicle control system or a control device for controlling a stabilizer and a suspension. For example, Patent Document 1 discloses a turning state determination unit that determines whether or not a vehicle is in a transient turning state, a first roll rate calculation unit that calculates a roll rate due to a turning effect of the vehicle, and a road surface input of the vehicle. Based on the determination result of the second roll rate calculating means for calculating the roll rate due to the influence and the turning state determining means, the calculation result of the first roll rate calculating means is selected when it is determined that the state is the transient turning state. When it is determined that the vehicle is not in a transient turning state, it corresponds to each wheel of the vehicle based on the roll rate selected by the roll rate selecting unit that selects the calculation result of the second roll rate calculating unit and the roll rate selecting unit And a control unit for individually controlling the damping force of each of the plurality of dampers. Patent Document 2 discloses a control device that controls a support stiffness increasing / decreasing device that increases / decreases the suspension stiffness of a suspension and an anti-roll moment increasing / decreasing device that increases / decreases an anti-roll moment applied to the vehicle. A control device is described in which, when the roll degree is low, the contribution degree of the support rigidity increasing / decreasing device to increase / decrease of the anti-roll moment is lower than the contribution degree of the anti-roll moment increasing / decreasing apparatus compared to when the vehicle roll degree is high.

JP 2009-262926 A JP 2006-7803 A

  As in the devices described in Patent Literature 1 and Patent Literature 2, by controlling the stabilizer and the suspension based on the detected state, the steering stability and riding comfort of the vehicle can be improved. However, even when the devices described in Patent Document 1 and Patent Document 2 are used, the steering stability of the vehicle may not be sufficiently improved or the ride comfort may not be sufficiently improved.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control system and a control device that can improve both ride comfort and steering stability.

  In order to achieve the above object, the present invention provides a vehicle control system for controlling vibration generated in a vehicle, a spring rigidity changing device for changing spring rigidity for absorbing vibration of the vehicle, and vibration of the vehicle. A damping amount changing device capable of changing a damping amount to be attenuated, a road surface input vibration estimating unit for estimating a vibration due to a road surface input among vibrations generated in the vehicle, and a driver operation vibration for estimating a vibration due to a driver operation among the vibrations An estimation unit; and a control unit having a control unit that controls the spring stiffness changing device to absorb vibration caused by the road surface input and controls the attenuation amount changing device to attenuate vibration caused by the driver operation. Features. By adopting the above-described configuration, the vehicle control system can improve both ride comfort and steering stability.

  Here, the damping amount changing device includes a torsion bar portion and a stabilizer bar that includes a pair of arm portions that are bent and coupled to a suspension corresponding to a wheel, and a drive portion that relatively rotates the torsion bar portion of the stabilizer bar. It is preferable that the damping force is generated by a torsional reaction force of the torsion bar portion.

  Moreover, it is preferable that the pair of arm portions are connected corresponding to the left and right wheels.

  The road surface input vibration estimation unit estimates vibrations in a roll direction due to road surface input among vibrations generated in the vehicle, and the driver operation vibration estimation unit estimates vibrations in the left-right direction due to driver operations among the vibrations. The control unit controls the spring stiffness changing device to absorb the vibration in the roll direction due to the road surface input estimated by the road surface input vibration estimating unit, and controls the reduction amount changing device to estimate the driver operation vibration. It is preferable to attenuate the vibration in the roll direction caused by the driver operation estimated in the section. Thereby, the roll by a driver operation input can be reduced without deteriorating riding comfort in the heave direction and the pitch direction, and both riding comfort and steering stability can be improved further.

  The vehicle driver further includes a steering angle sensor that detects a steering angle and a vehicle speed sensor that detects a vehicle speed, and the driver operation vibration estimation unit includes a steering angle detected by the steering angle sensor and a vehicle speed detected by the vehicle speed sensor. It is preferable to estimate the vibration caused by the driver operation based on the above.

  Moreover, it is preferable that the pair of arm portions are connected corresponding to the front and rear wheels.

  The road surface input vibration estimation unit estimates vibrations in the front-rear direction caused by road surface input among vibrations generated in the vehicle, and the driver operation vibration estimation unit estimates vibrations in the pitch direction due to driver operations among the vibrations. The control unit controls the spring stiffness changing device to absorb the vibration in the pitch direction due to the road surface input estimated by the road surface input vibration estimating unit, and controls the attenuation amount changing device to estimate the driver operation vibration. It is preferable to attenuate the vibration in the pitch direction due to the driver operation estimated in the section. Thereby, the pitch by acceleration / deceleration input can be reduced without deteriorating the riding comfort in the heave direction and the roll direction, and both the riding comfort and the steering stability can be further improved.

  Moreover, it is preferable that the said control part calculates the target attenuation amount in consideration of the calculated said spring rigidity, and controls the said rigidity change apparatus based on the said target attenuation amount. As a result, the vibration suppression control by the damping amount changing device and the vibration suppression control by the spring stiffness changing device can be prevented from buffering each other, and both ride comfort and steering stability can be achieved. Can be improved.

  The road surface input vibration estimating unit further calculates an acceleration acting on the vehicle body from the acceleration detected by the acceleration sensor, and acts on the vehicle body. It is preferable to estimate the vibration due to the road surface input by subtracting the acceleration calculated by the driver operation vibration estimation unit from the acceleration.

  In order to achieve the above object, a control device according to the present invention includes a spring stiffness changing device that changes a spring stiffness that absorbs vibrations of the vehicle, and an attenuation amount change that can change an attenuation amount that attenuates the vibrations of the vehicle. A road surface input vibration estimation unit that estimates a road surface input vibration among vibrations generated in the vehicle, and a driver operation vibration that estimates a driver operation vibration among the vibrations An estimation unit; and a control unit that controls the spring stiffness changing device to absorb vibration caused by the road surface input and controls the attenuation amount changing device to attenuate vibration caused by the driver operation. .

  The vehicle control system and control device according to the present invention have the effect of improving both ride comfort and steering stability.

FIG. 1 is a schematic diagram illustrating a schematic configuration of a vehicle having a vehicle control system according to an embodiment. FIG. 2 is a block diagram showing a schematic configuration of control functions of the vehicle control system shown in FIG. FIG. 3 is a block diagram showing a schematic configuration of the stabilizer controller shown in FIG. FIG. 4 is a block diagram showing a schematic configuration of a control function of another embodiment of the vehicle control system. FIG. 5 is a block diagram showing a schematic configuration of another embodiment of the lateral G calculation unit. FIG. 6 is a schematic diagram illustrating a schematic configuration of a vehicle having a vehicle control system according to another embodiment. FIG. 7 is a block diagram showing a schematic configuration of control functions of the vehicle control system shown in FIG. FIG. 8 is a block diagram showing a schematic configuration of the stabilizer controller shown in FIG. FIG. 9 is a block diagram showing a schematic configuration of a control function of another embodiment of the vehicle control system. FIG. 10 is a block diagram illustrating a schematic configuration of another embodiment of the front-rear G calculation unit.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment 1]
An embodiment of the vehicle control system will be described with reference to FIGS. 1 to 3. Here, FIG. 1 is a schematic diagram illustrating a schematic configuration of a vehicle including the vehicle control system according to the embodiment. FIG. 2 is a block diagram showing a schematic configuration of control functions of the vehicle control system shown in FIG. FIG. 3 is a block diagram showing a schematic configuration of the stabilizer controller shown in FIG. As shown in FIG. 1, the vehicle control system 1 is a system that is mounted on a vehicle 2 and controls the vehicle 2. Typically, the sprung acceleration of the wheel 3 of the vehicle 2, the wheel speed, The vehicle behavior control device controls the behavior of the vehicle 2 by controlling the characteristics of the damping amount changing device (active stabilizer) and the spring stiffness changing device (variable spring) based on the steering angle. The vehicle 2 includes a left front wheel 3FL, a right front wheel 3FR, a left rear wheel 3RL, and a right rear wheel 3RR as the wheels 3, but these are simply referred to as wheels 3 when it is not necessary to separate them. The wheel 3 is provided with a tire 4 at a contact portion with the road surface. In the vehicle 2, power generated by a driving source for driving (a prime mover), for example, an internal combustion engine or an electric motor, acts on the wheels 3 (for example, the left front wheel 3 FL and the right front wheel 3 FR) as drive wheels, thereby A driving force [N] is generated on the ground contact surface with the road surface, and thus the vehicle can travel. Further, the vehicle 2 can steer the wheels 3 (for example, the left front wheel 3FL and the right front wheel 3FR) as steering wheels by operating the steering wheel 5 through a power steering device (not shown). Can be turned.

  In addition, the front-back direction of the vehicle 2 demonstrated below is a direction along the running direction of the vehicle 2, and the left-right direction of the vehicle 2 is the width direction of the vehicle 2 orthogonal to the front-back direction and the vertical direction. The roll direction is a direction around the front-rear axis that is an axis along the front-rear direction of the vehicle 2, and the yaw direction is a direction around the vertical axis that is an axis along the vertical direction of the vehicle 2, and the pitch direction Is a direction around the left-right axis that is an axis along the left-right direction of the vehicle 2.

  The vehicle control system 1 according to this embodiment includes an actuator 6, an ECU 9 as a control device, an acceleration sensor 16 as a sprung G detection device, a steering angle sensor 17 as a steering angle detection device, and a vehicle speed detection device. A vehicle speed sensor 18.

  The actuator 6 can change characteristics at the time of traveling including the roll characteristics of the vehicle 2. The actuator 6 according to the present embodiment includes an active stabilizer (attenuation amount changing device) 10 that can adjust the roll stiffness of the vehicle 2 and a spring stiffness changing device 11 that can adjust the spring stiffness of the vehicle 2. As a roll characteristic of the vehicle 2, both roll rigidity and spring rigidity can be changed. Here, the roll rigidity of the vehicle 2 corresponds to the rigidity along the roll direction of the vehicle 2, and the spring rigidity of the vehicle 2 corresponds to the spring rigidity of the suspension connecting the vehicle 2 and the wheels 3. The actuator 6 can adjust the attenuation amount (vibration attenuation amount) in each direction including the attenuation amount along the roll direction by adjusting the spring rigidity.

  The active stabilizer 10 suppresses a roll motion (roll vibration, also simply referred to as “roll”) that rotates the vehicle body (body) 2A of the vehicle 2 in the roll direction by securing the roll rigidity of the vehicle 2, thereby stabilizing the vehicle 2. The steering stability of the vehicle 2 can be improved by ensuring this posture and making the roll rigidity variable and adjusting according to the driving state of the vehicle 2. The active stabilizer 10 is provided with respect to the left front wheel 3FL and the right front wheel 3FR, and is provided with respect to the front wheel active stabilizer 10F capable of adjusting the roll rigidity on the front wheel side, the left rear wheel 3RL, and the right rear wheel 3RR. The rear wheel active stabilizer 10R, which can adjust the roll rigidity, is configured to be referred to as an active stabilizer 10 when it is not necessary to separate them.

  The active stabilizer 10 includes a stabilizer bar 12 and a drive unit 13, and uses the torsional reaction force of the stabilizer bar 12 to suppress the roll of the vehicle body 2 </ b> A of the vehicle 2. In the stabilizer bar 12, a pair of left and right torsion bar portions are coupled to each other by a drive unit 13 so as to be relatively rotatable, and a pair of left and right arm portions are bent and coupled to a suspension 14 corresponding to each wheel 3 (for example, a lower arm of the suspension 14). ing. The suspension 14 is a suspension device interposed between the wheel 3 and the vehicle body 2 </ b> A, and relieves shock and vibration transmitted from the road surface to the vehicle body 2 </ b> A. It is. The drive unit 13 is connected to the ECU 9 and is controlled by the ECU 9.

  The active stabilizer 10 is driven by a drive unit 13 including an electric motor or the like, and relatively rotates the torsion bar portions of the stabilizer bar 12 that is divided into left and right portions, thereby making the relative rotation of the left and right torsion bar portions relative to each other. The roll rigidity of the vehicle 2 can be adjusted by adjusting the twist amount and thereby adjusting the twist reaction force. That is, the active stabilizer 10 adjusts the amount of twist of the stabilizer bar 12, in other words, the torsional rigidity by the drive unit 13 to adjust the spring characteristics, and adjusts the roll rigidity of the vehicle body 2 </ b> A of the vehicle 2 to control the roll motion. Do. For example, the active stabilizer 10 increases the output torque (rotational driving force) of the drive unit 13 and increases the rotation angle of the drive unit 13, thereby increasing the amount of twist of the stabilizer bar 12 and acting on the stabilizer bar 12. The torsional reaction force increases, and the roll rigidity of the vehicle body 2A of the vehicle 2 increases.

  The spring stiffness changing device 11 is a so-called spring stiffness control suspension system, and for example, makes the spring characteristics (spring stiffness, spring constant) of the shock absorber of the suspension 14 buffering the road surface input from the road surface to the wheel 3 variable. The spring stiffness changing device 11 changes the damping amount including the roll damping amount by changing the spring characteristics, and adjusts it according to the driving state of the vehicle 2, thereby changing the riding comfort and steering stability of the vehicle 2. The spring stiffness changing device 11 is provided for the left front wheel 3FL and can adjust the spring stiffness on the left front wheel 3FL side, and the spring stiffness changing device 11FL is provided for the right front wheel 3FR and adjusts the spring stiffness on the right front wheel 3FR side. Possible spring stiffness changing device 11FR, a spring stiffness changing device 11RL which is provided for the left rear wheel 3RL and which can adjust the spring stiffness on the left rear wheel 3RL side, and a right rear wheel 3RR which is provided for the right rear wheel 3RR. The spring stiffness changing device 11RR that can adjust the spring stiffness of the side is included. However, when there is no need to divide these, the spring stiffness changing device 11 is simply referred to. The spring stiffness changing device 11 can use, for example, a spring constant variable type air suspension, but is not limited to this, and an electric type may be used. Note that the air suspension can decrease or increase the spring constant stepwise or continuously by increasing or decreasing the amount of air in the cylinder chamber to which the piston communicates.

  The acceleration sensor (sprung G detection device) 16 is disposed on a sprung member connected to the suspension 14 (member connected to the suspension 14 of the vehicle body 2A). The acceleration sensor 16 detects the acceleration in the vertical direction of the sprung member. The acceleration sensor 16 is electrically connected to the ECU 9 and transmits the detected sprung acceleration signal to the ECU 9. The acceleration sensor 16 is provided for the left front wheel 3FL and detects the sprung acceleration on the left front wheel 3FL side, and the acceleration sensor 16 is provided for the right front wheel 3FR and detects the sprung acceleration on the right front wheel 3FR side. 16FR, an acceleration sensor 16RL provided for the left rear wheel 3RL, which detects the sprung acceleration on the left rear wheel 3RL side, and a spring acceleration on the right rear wheel 3RR side, which is provided for the right rear wheel 3RR. The acceleration sensor 16RR includes the acceleration sensor 16RR. However, when there is no particular need to separate them, the acceleration sensor 16RR is simply referred to as the acceleration sensor 16.

  The steering angle sensor 17 detects the operation amount (steering angle or steering wheel angle) of the steering wheel operated by the driver. The steering angle sensor 17 is electrically connected to the ECU 9 and transmits the detected steering angle signal to the ECU 9.

  The vehicle speed sensor 18 detects a vehicle speed that is the traveling speed of the vehicle 2. The vehicle speed sensor 18 is electrically connected to the ECU 9 and transmits a detected vehicle speed signal of the vehicle 2 to the ECU 9. The vehicle speed detection device may be a wheel speed sensor that detects the wheel speed of each wheel 3. The ECU 9 detects the vehicle 2 based on each wheel speed detected by each wheel speed sensor provided on each wheel 3. The vehicle speed may be obtained.

  The ECU 9 controls driving of each part of the vehicle 2. The ECU 9 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 9 is electrically connected to various sensors and detection devices provided in each part of the vehicle 2 such as the acceleration sensor 16, the steering angle sensor 17, the vehicle speed sensor 18, and the like, as well as the active stabilizer 10, spring stiffness, and the like. Each part of the vehicle 2 such as the changing device 11 is electrically connected. The ECU 9 receives electric signals corresponding to detection results detected by various sensors and detection devices, and outputs drive signals to the respective parts of the vehicle 2 in accordance with the input detection results to control the driving thereof.

  Hereinafter, control of the actuator 6 by the ECU 9 will be described with reference to FIGS. 2 and 3. Based on the acceleration of the sprung member detected by the acceleration sensors 16FL, FR, RL, and RR, the steering angle detected by the steering angle sensor 17, and the acceleration detected by the vehicle speed sensor 18, the ECU 9 The drive part 13 of the stabilizer 10 is controlled. The ECU 9 includes a posture estimation unit 20, a spring coefficient calculation unit 22, a lateral G calculation unit 24, a roll G calculation unit 26, and a stabilizer control unit 28. In the present embodiment, the posture estimation unit 20, the lateral G calculation unit 24, and the roll G calculation unit 26 serve as a road surface input vibration estimation unit, the lateral G calculation unit 24 serves as a driver operation vibration estimation unit, and a spring coefficient calculation unit 22. And the stabilizer control unit 28 become a control unit (main control unit, main control device).

  The posture estimation unit 20 estimates the posture of the vehicle body 2A based on the sprung acceleration detected by each of the acceleration sensors 16FL, FR, RL, and RR. Specifically, the posture estimation unit 20 calculates the behavior of the vehicle body 2A by comparing the sprung accelerations detected by the acceleration sensors 16FL, FR, RL, and RR arranged on the four sides of the vehicle body 2A. The posture estimation unit 20 calculates the acceleration in the heave direction (heave G), the acceleration in the pitch direction (pitch G), and the acceleration in the roll direction (roll G) based on the change in the posture of the vehicle body 2A. The posture estimation unit 20 sends the calculated heave G, pitch G, and roll G to the spring coefficient calculation unit 22. Note that the roll G sent from the posture estimation unit 20 is subtracted from the roll G calculated by the roll G calculation unit 26 described later, and is input to the spring coefficient calculation unit 22.

The spring coefficient calculation unit 22 calculates a spring coefficient (spring stiffness) K _s of the spring stiffness changing device 11 based on the input heave G, pitch G, and roll G. The spring coefficient calculator 22, the input heave G, pitch G, attenuates the estimated value of the roll G, calculates the spring coefficient K _s can be suppressed more vibration of the vehicle body 2A. The spring coefficient calculation unit 22 sends the calculated variable spring coefficient (spring coefficient) K _s to the spring stiffness variable unit 11 and the stabilizer control unit 28.

  The lateral G calculation unit 24 calculates the lateral G acting on the vehicle body 2A by calculation based on the steering angle detected by the steering angle sensor 17 and the vehicle speed detected by the vehicle speed sensor 18 (in the lateral direction of the vehicle generated in the vehicle). Acceleration) is calculated. Here, the lateral G calculation unit 24 calculates the lateral G generated by the steering input operated by the driver by detecting the lateral G based on the steering angle and the vehicle speed. The lateral G calculation unit 24 sends the calculated lateral G to the roll G calculation unit 26 and the stabilizer control unit 28.

  The roll G calculation unit 26 calculates the roll G generated by the steering input based on the lateral G calculated by the lateral G calculation unit 24. The roll G calculation unit 26 subtracts the calculated roll G (roll G of the steering input component) from the roll G calculated by the posture estimation unit 20 and sent to the spring coefficient calculation unit 22. Thereby, the roll G input to the spring coefficient calculating part 22 becomes the value which calculated the roll G produced by road surface input. That is, the roll G calculated based on the result detected by the acceleration sensor 16 that detects the vibration of the vehicle body 2A is generated by the roll G generated by the road surface input (road surface unevenness) and the steering input (the turning operation of the vehicle 2). Both rolls G to be included are included. Therefore, the roll G generated by the road surface input can be calculated by subtracting the roll G calculated by the roll G calculation unit 26 from the roll G calculated by the posture estimation unit 20 and sent to the spring coefficient calculation unit 22.

The stabilizer control unit 28 calculates the target anti-roll moment M _stb based on the lateral G (lateral G generated by the steering input component) calculated by the lateral G calculation unit 24 and the spring constant K _s calculated by the spring coefficient calculation unit 22. calculate. The target anti-roll moment M _stb is a force in the roll direction that is generated by adjusting the roll stiffness with the active stabilizer 10. The stabilizer control unit 28 sends the calculated target anti-roll moment M _stb to the drive unit 13. The drive unit 13 calculates the twist amount of the corresponding stabilizer bar 12 from the target anti-roll moment M _stb and relatively rotates the stabilizer bar 12 to the calculated twist amount.

  The stabilizer control unit 28 includes a target vehicle body anti-roll moment calculation unit 40, a target vehicle body roll angle calculation unit 42, a variable spring share roll moment calculation unit 44, and a target anti-roll moment calculation unit 46.

  The target vehicle body anti-roll moment calculating unit 40 calculates a target vehicle body anti-roll moment based on the lateral G calculated by the lateral G calculating unit 24. That is, the target vehicle body anti-roll moment calculating unit 40 calculates the moment that attenuates the lateral G calculated by the lateral G calculating unit 24 (moment that cancels the lateral G) as the target vehicle body anti-roll moment. The target vehicle body anti-roll moment calculating unit 40 sends the calculated target vehicle body anti-roll moment to the target anti-roll moment calculating unit 46.

  The target vehicle body roll angle calculation unit 42 calculates a target vehicle body roll angle based on the lateral G calculated by the lateral G calculation unit 24. The target vehicle body roll angle is the roll angle of the vehicle body corresponding to the input operation. That is, it is the roll angle (tilt angle in the roll direction) of the vehicle body suitable for the running state. The target vehicle body roll angle calculation unit 42 sends the calculated target vehicle body roll angle to the variable spring share roll moment calculation unit 44.

Variable spring borne by the roll moment calculation unit 44, based upon the variable spring coefficient K _s sent from the spring constant calculation unit 22, the target vehicle body roll angle calculating section 42 corrects the target vehicle body roll angle calculated. Specifically, the variable spring borne by the roll moment calculation unit 44, based upon the variable spring coefficient K _s sent from the spring constant calculation unit 22, the roll moment is absorbed by the spring stiffness changing device 11 (variable spring load The roll angle corresponding to the calculated roll moment is subtracted from the target vehicle roll angle calculated by the target vehicle roll angle calculation unit 42. Thereby, the target vehicle body roll angle in consideration of the influence of the spring stiffness changing device 11 is calculated. The variable spring share roll moment calculator 44 sends the corrected target vehicle body roll angle to the target anti-roll moment calculator 46.

The target anti-roll moment calculating unit 46 converts the target vehicle anti-roll moment input from the target vehicle anti-roll moment calculating unit 40 and the corrected target vehicle body roll angle input from the variable spring share roll moment calculating unit 44. Based on this, a target anti-roll moment M _stb is calculated. The target anti-roll moment calculation unit 46 sends the calculated target anti-roll moment M _stb to the drive unit 13.

The ECU 9 controls the driving of the driving unit 13 of the front wheel active stabilizer 10F and the driving unit 13 of the rear wheel active stabilizer 10R based on the target anti-roll moment M _stb calculated by the stabilizer control unit 28, so that the front wheel side Adjust the roll stiffness and the roll stiffness on the rear wheel side. The ECU 9 can control the control amount of the drive unit 13 of the front wheel active stabilizer 10F and the control amount of the drive unit 13 of the rear wheel active stabilizer 10R independently of each other, and the front wheel active stabilizer 10F and the rear wheel active stabilizer can be controlled. With 10R, for example, the front-rear roll rigidity distribution, which is the distribution ratio between the roll rigidity on the front wheel side and the roll rigidity on the rear wheel side of the vehicle 2, can be appropriately changed.

ECU9 based on the spring coefficient _{K s} that is calculated by the spring constant calculation unit 22, by controlling the spring stiffness changing device 11FL, FR, RL, a driving of the RR, the spring rigidity of the left front wheel 3FL side, the right front wheel 3FR side The spring stiffness on the left rear wheel 3RL side and the spring stiffness on the right rear wheel 3RR side are respectively adjusted. The ECU 9 can control the control amounts of the spring stiffness changing devices 11FL, FR, RL, RR independently of each other. For example, the spring stiffness changing devices 11FL, FR, RL, RR can control the springs on the front wheel side of the vehicle 2, for example. The front and rear spring stiffness distribution, which is the distribution ratio between the stiffness and the rear wheel spring stiffness, can be appropriately changed. Further, ECU 9 is spring stiffness changing device 11FL, FR, RL, may calculate the spring constant _{K s} for each RR.

  The vehicle control system 1 according to the embodiment described above calculates the vibration applied to the vehicle body 2A separately from the vibration due to the road surface input and the vibration due to the steering input, and absorbs the vibration due to the road surface input by the spring stiffness changing device 11 to perform steering. By attenuating the vibration caused by the input with the active stabilizer 10, the vibration applied to the vehicle body 2A can be appropriately reduced. For example, if the spring stiffness is increased, vibration due to operation input can be suppressed, but vibration due to road surface input cannot be suppressed. That is, the driving stability is improved, but the ride comfort side is deteriorated. Further, when the spring rigidity is lowered, vibration due to road surface input can be suppressed, but vibration due to operation input cannot be suppressed. In other words, ride comfort is improved, but steering stability is deteriorated. On the other hand, the vehicle control system 1 absorbs the vibration caused by the road surface input by the spring stiffness changing device 11, attenuates the vibration caused by the steering input by the active stabilizer 10, and suppresses each vibration by a separate mechanism. The vibration generated in the vehicle 2 can be more appropriately suppressed, and the riding comfort and the handling stability can be improved at the same time. In addition, the vibration due to the steering input is attenuated by the active stabilizer 10 and the vibration due to the road surface input is absorbed by the spring stiffness changing device 11, so that the suspension G including the spring stiffness changing device 11 is added to the roll G, the pitch G and Vibration due to the heave G can also be appropriately absorbed. Moreover, since the suspension 14 reduces the roll G of the road surface input component among the rolls G, the suspension 14 can absorb vibrations of the roll G, the pitch G, and the heave G more greatly, and can reduce the vibrations. Therefore, the vehicle control system 1 and the ECU 9 can more appropriately suppress the vibration generated in the vehicle 2 and can improve both ride comfort and steering stability.

Further, the stabilizer control unit 28, by correcting the target vehicle body roll angle by using a spring coefficient K _s calculated by spring constant calculating section 22, the attenuation amount of the active stabilizer 10 in consideration of the attenuation which is absorbed by the suspension 14 Can be calculated and determined. Thereby, the roll angle of the vehicle body during the steering operation can be set to a more appropriate angle.

  The vehicle control system and the control device according to the above-described embodiments of the present invention are not limited to the above-described embodiments, and various modifications can be made within the scope described in the claims.

[Embodiment 2]
Hereinafter, another embodiment of the vehicle control system will be described with reference to FIG. Here, FIG. 4 is a block diagram showing a schematic configuration of a control function of another embodiment of the vehicle control system. The vehicle control system 1 and the ECU 9 shown in FIGS. 1 to 3 calculate the posture of the vehicle body 2A based on the sprung acceleration detected by the acceleration sensor 16, and calculate the vibration (acceleration) in each direction based on the posture of the vehicle body 2A. Then, the roll G is calculated based on the result, and control is performed based on the calculated result. On the other hand, ECU70 shown in FIG. 4 controls each spring rigidity change apparatus 11 separately based on the result of the corresponding acceleration sensor 16. FIG. The vehicle control system shown in FIG. 4 is the same as the vehicle control system 1 described above except for the configuration of the ECU 70. That is, except for the mechanism of control by the ECU (control device) 70, other configurations are the same as those in the first embodiment. Therefore, the following description will focus on points unique to the ECU 70.

  The ECU 70 includes a lateral G calculation unit 74, a roll G calculation unit 76, a stabilizer control unit 78, a conversion unit 80, and a spring coefficient calculation unit 82. Note that the lateral G calculation unit 74, the roll G calculation unit 76, and the stabilizer control unit 78 have the same configuration as the above-described horizontal G calculation unit 24, roll G calculation unit 26, and stabilizer control unit 28, and thus description thereof is omitted. To do. In this embodiment, the path for transmitting the input of the acceleration sensor 16, the lateral G calculation unit 74, the roll G calculation unit 76, and the conversion unit 80 serve as a road surface input vibration estimation unit, and the lateral G calculation unit 74 serves as a driver operation vibration. The estimator and the spring coefficient calculator 82 and the stabilizer controller 78 serve as a controller (main controller, main controller).

  The conversion unit 80 converts the steering input roll G calculated by the roll G calculation unit 76 into a four-wheel sprung G. That is, the conversion unit 80 converts the roll G generated by the steering input into the sprung acceleration generated by the steering input. The conversion unit 80 subtracts the calculated four-wheel spring G (steering input component four-wheel spring G) from the four-wheel spring G calculated by the acceleration sensor 16 and sent to the spring coefficient calculation unit 82. The conversion unit 80 calculates the four-wheel spring top G for each spring stiffness converter 11.

Spring constant calculation unit 82, based on 4 on wheel spring G which is input, to calculate the spring constant of the spring stiffness changing device 11 (spring stiffness) K _s. Here, the four-wheel spring top G generated by the road surface input is input to the spring coefficient calculation unit 82. The four-wheel sprung G (acceleration) detected by the acceleration sensor 16 that detects the vibration of the vehicle body 2A is determined by the four-wheel sprung G generated by the road surface input (road surface unevenness) and the steering input (the turning operation of the vehicle 2). Both the generated four-wheel spring tops G are included. The ECU 70 subtracts the four-wheel spring top G converted by the conversion section 80 from the four-wheel spring top G detected by the acceleration sensor 16 and sent to the spring coefficient calculation section 82. As a result, the four-wheel spring top G generated by the road surface input is input to the spring coefficient calculation unit 82. The spring coefficient calculation unit 82 calculates a spring coefficient K _s that can attenuate the vibration calculated by the inputted four-wheel sprung G and further suppress the vibration of the vehicle body 2A. Spring constant calculation unit 82 sends the calculated spring coefficient K _s the spring rigidity changing portion 11 and the stabilizer control unit 78.

  Similarly to the ECU 9, the ECU 70 also calculates the vibration applied to the vehicle body 2A separately from the vibration due to the road surface input and the vibration due to the steering input, and absorbs the vibration due to the road surface input by the spring stiffness changing device 11, and the vibration due to the steering input is active stabilizer. By damping at 10, the vibration applied to the vehicle body 2A can be appropriately reduced. Therefore, the vehicle control system and the ECU 70 of the present embodiment can more appropriately suppress the vibration generated in the vehicle 2 and can improve both ride comfort and steering stability.

  Thus, the vehicle control system can set the spring coefficient of the spring stiffness changing apparatus 11 to an appropriate value by calculating the spring coefficient for each spring stiffness changing apparatus 11 (for each suspension 14) as in the ECU 70. Thus, the same effects as those of the vehicle control system 1 and the ECU 9 can be obtained.

  In the first and second embodiments, the lateral G based on the steering input can be calculated with high accuracy. Therefore, the lateral G is calculated based on the steering angle and the vehicle speed. It is not limited. FIG. 5 is a block diagram showing a schematic configuration of another embodiment of the lateral G calculation unit. The mechanism (lateral G calculation unit) for calculating the lateral G shown in FIG. 5 includes a lateral G sensor 92 and a filter 94.

  The lateral G sensor 92 is a sensor that calculates the lateral G (the lateral acceleration of the vehicle generated in the vehicle 2). The lateral G sensor 92 sends the detected lateral G signal to the filter 94.

  The filter 94 is a filter that removes and reduces a noise component from the detected lateral G signal and extracts the lateral G component. As the filter 94, a low-pass filter or a band-pass filter can be used. The lateral G signal from which noise has been removed and reduced by the filter 94 becomes lateral G due to steering input. The lateral G due to the steering input that has passed through the filter 94 is sent to each part that is sent by the lateral G calculation unit described above.

  Thus, the vehicle control system can also use the detection value detected by the lateral G sensor. By using the lateral G sensor, the amount of calculation of the ECU can be reduced.

  In the above-described embodiment, the active stabilizer 10 is provided at two locations on the front wheel side and the rear wheel side in order to more appropriately attenuate and absorb vibration. However, the active stabilizer 10 is provided on either the front wheel side or the rear wheel side. It is good also as a structure provided only in one side. In the above embodiment, since the vibration can be more appropriately damped and absorbed, the spring stiffness variable means 11 is provided at the four positions of the front and rear left and right wheels, but either of the front left and right wheels or the rear left and right wheels. It is good also as a structure provided only in either.

[Embodiment 3]
In the first and second embodiments, in order to suppress the vibration in the roll direction among the vibrations, the vibration in the roll direction is calculated and controlled separately from the vibration by the road surface input and the vibration by the steering input. It is not limited. Hereinafter, the vehicle control system will be described with reference to FIGS. Here, FIG. 6 is a schematic diagram showing a schematic configuration of a vehicle having a vehicle control system according to another embodiment. FIG. 7 is a block diagram showing a schematic configuration of control functions of the vehicle control system shown in FIG. FIG. 8 is a block diagram showing a schematic configuration of the stabilizer controller shown in FIG. The vehicle control system 101 shown in FIGS. 6 to 8 performs calculation by controlling the vibration in the pitch direction separately from the vibration by the road surface input and the vibration by the steering input in order to suppress the vibration in the pitch direction. Further, in the vehicle control system 101 and the vehicle 102 having the vehicle control system 101 shown in FIGS. 6 to 8, the same components as those of the vehicle control system 1 and the vehicle 2 having the same are denoted by the same reference numerals and detailed description thereof is omitted. Description is omitted.

  As shown in FIG. 6, the vehicle control system 101 is a system that is mounted on the vehicle 102 and controls the vehicle 102. The vehicle 102 includes a left front wheel 3FL, a right front wheel 3FR, a left rear wheel 3RL, and a right rear wheel 3RR as the wheels 3, but these are simply referred to as wheels 3 when it is not necessary to separate them. In the vehicle 102, the power generated by a driving source for driving (prime mover), for example, an internal combustion engine or an electric motor, acts on the wheels 3 (for example, the left front wheel 3 FL and the right front wheel 3 FR) as drive wheels, thereby A driving force [N] is generated on the ground contact surface with the road surface, and thus the vehicle can travel. Further, the vehicle 102 can steer the wheels 3 (for example, the left front wheel 3FL and the right front wheel 3FR) as steering wheels by operating the steering wheel 5 through a power steering device (not shown). Can be turned.

  The vehicle control system 101 of the present embodiment includes an actuator 106, an ECU 109 as a control device, an acceleration sensor 16 as a sprung G detection device, and a wheel speed sensor 119 as a wheel speed detection device.

  The actuator 106 can change characteristics during traveling, including the pitch characteristics of the vehicle 102. The actuator 106 according to the present embodiment includes an active stabilizer 110 that can adjust the pitch rigidity of the vehicle 102 and a spring rigidity changing device 11 that can adjust the spring rigidity of the vehicle 102. As characteristics, both pitch rigidity and spring rigidity can be changed. Here, the pitch rigidity of the vehicle 102 corresponds to the rigidity along the pitch direction of the vehicle 102. The actuator 106 can adjust the attenuation amount (vibration attenuation amount) in each direction including the attenuation amount along the pitch direction by adjusting the spring rigidity.

  The active stabilizer 110 secures the pitch rigidity of the vehicle 102 to suppress the pitch motion (pitch vibration, also simply referred to as “pitch”) that rotates the vehicle body 2 </ b> A of the vehicle 102 in the pitch direction. The steering stability of the vehicle 102 can be improved by ensuring this posture and making the pitch rigidity variable and adjusting it according to the driving state of the vehicle 102. The active stabilizer 110 is provided for the left front wheel 3FL and the left rear wheel 3RL, and is provided for the left wheel active stabilizer 110L capable of adjusting the pitch rigidity on the left wheel side, the right front wheel 3FR, and the right rear wheel 3RR, and is provided on the right wheel side. The right wheel active stabilizer 110R that can adjust the pitch rigidity is included. However, when it is not necessary to divide them, they are simply referred to as the active stabilizer 110. The active stabilizer 110 has the same basic configuration as the active stabilizer 10 except that the connected wheels are changed from the left and right wheels to the front and rear wheels.

  The active stabilizer 110 includes a stabilizer bar 112 and a drive unit 113, and suppresses the pitch of the vehicle body 2A of the vehicle 102 using the torsional reaction force of the stabilizer bar 112. In the stabilizer bar 112, a pair of front and rear torsion bar portions are coupled to each other by a drive unit 113 so as to be relatively rotatable, and a pair of front and rear arm portions are bent and coupled to a suspension 14 corresponding to each wheel 3 (for example, a lower arm of the suspension 14). ing.

  The active stabilizer 110 is driven by a drive unit 113 configured to include an electric motor and the like, and the torsion bar portions of the stabilizer bar 112 divided into the front and rear portions are rotated relative to each other to relatively move the front and rear torsion bar portions relative to each other. The pitch rigidity of the vehicle 102 can be adjusted by adjusting the amount of torsion, thereby adjusting the torsional reaction force. That is, the active stabilizer 110 adjusts the torsion amount of the stabilizer bar 112, in other words, the torsional rigidity by the drive unit 113 to adjust the spring characteristics, and adjusts the pitch rigidity of the vehicle body 2A of the vehicle 102 to control the pitch motion. Do. For example, the active stabilizer 110 increases the output torque (rotational driving force) of the drive unit 113 and increases the rotation angle of the drive unit 113, thereby increasing the amount of twist of the stabilizer bar 112 and acting on the stabilizer bar 112. The torsional reaction force increases and the pitch rigidity of the vehicle body 2A of the vehicle 102 increases.

  The spring stiffness changing device 11 is a so-called spring stiffness control suspension system, and for example, makes the spring characteristics (spring stiffness, spring constant) of the shock absorber of the suspension 14 buffering the road surface input from the road surface to the wheel 3 variable. The spring stiffness changing device 11 changes the amount of attenuation including the pitch attenuation amount by changing the spring characteristics, and adjusts it according to the driving state of the vehicle 102, thereby changing the riding comfort and steering stability of the vehicle 102.

  The wheel speed sensor 119 is arranged corresponding to each wheel. The wheel speed sensor 119 detects the rotational speed of the wheel. The wheel speed sensor 119 is electrically connected to the ECU 109 and transmits a detected wheel speed signal to the ECU 109. The wheel speed sensor 119 is provided for the left front wheel 3FL and detects the wheel speed of the left front wheel 3FL, and the wheel speed sensor 119FR is provided for the right front wheel 3FR and detects the wheel speed of the right front wheel 3FR. A wheel speed sensor 119RL that is provided for the left rear wheel 3RL and detects the wheel speed of the left rear wheel 3RL, and a wheel speed sensor 119RR that is provided for the right rear wheel 3RR and detects the wheel speed of the right rear wheel 3RR. However, when it is not necessary to divide these, the wheel speed sensor 119 is simply referred to.

  The ECU 109 controls driving of each part of the vehicle 102. The ECU 109 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. For example, the ECU 109 is electrically connected to various sensors and detection devices provided in each part of the vehicle 102 such as the acceleration sensor 16 and the wheel speed sensor 119 described above, and is also connected to the active stabilizer 110, the spring stiffness changing device 11, and the like. Each part of the vehicle 102 is electrically connected. The ECU 109 receives electrical signals corresponding to detection results detected by various sensors and detection devices, and outputs drive signals to the respective parts of the vehicle 102 in accordance with the input detection results to control their drive.

  Hereinafter, control of the actuator 106 by the ECU 109 will be described with reference to FIGS. 7 and 8. Based on the acceleration of the sprung member detected by the acceleration sensors 16FL, FR, RL, RR and the wheel speed detected by the wheel speed sensors 119FL, FR, RL, RR, the ECU 109, The drive unit 113 of the active stabilizer 110 is controlled. The ECU 109 includes a posture estimation unit 20, a spring coefficient calculation unit 122, a front / rear G calculation unit 124, a pitch G calculation unit 126, and a stabilizer control unit 128. In this embodiment, the posture estimation unit 20, the front / rear G calculation unit 124, and the pitch G calculation unit 126 are road surface input vibration estimation units, and the front / rear G calculation unit 124 is a driver operation vibration estimation unit, and the spring coefficient calculation unit 122. And the stabilizer control unit 128 serve as a control unit (main control unit, main control device).

The posture estimation unit 20 estimates the posture of the vehicle body 2A based on the sprung acceleration detected by each of the acceleration sensors 16FL, FR, RL, and RR. The posture estimation unit 20 calculates the acceleration in the heave direction (heave G), the acceleration in the pitch direction (pitch G), and the acceleration in the roll direction (roll G) based on the change in the posture of the vehicle body 2A. The posture estimation unit 20 sends the calculated heave G, pitch G, and roll G to the spring coefficient calculation unit 22. The pitch G sent from the posture estimation unit 20 is subtracted from the pitch G calculated by the pitch G calculation unit 126 described later and input to the spring coefficient calculation unit 122. The spring coefficient calculation unit 122 calculates a spring coefficient (spring stiffness) K _s of the spring stiffness changing device 11 based on the input heave G, pitch G, and roll G. The spring coefficient calculator 122 sends the calculated spring coefficient K _s the spring rigidity changing portion 11 and the stabilizer control unit 128.

  The front-rear G calculation unit 124 calculates the front-rear G acting on the vehicle body 2A by calculation based on the wheel speed detected by the wheel speed sensors 119FL, FR, RL, RR (acceleration and acceleration in the front-rear direction of the vehicle generated in the vehicle). Acceleration of deceleration, acceleration / deceleration input component) is calculated. Here, the front / rear G calculation unit 124 calculates the differential value of the wheel speed detected by the wheel speed sensor 119FL, FR, RL, RR, and the difference between the differential values between the wheels (specifically, the front wheel and the rear wheel). By detecting this, the longitudinal G generated by the driver's acceleration / deceleration input (accelerator operation or brake operation) is calculated. The front / rear G calculation unit 124 sends the calculated front / rear G to the pitch G calculation unit 126 and the stabilizer control unit 128.

  The pitch G calculation unit 126 calculates the pitch G generated by the acceleration / deceleration input based on the front / rear G calculated by the front / rear G calculation unit 124. The pitch G calculation unit 126 subtracts the calculated pitch G (pitch G of the acceleration / deceleration input component) from the pitch G calculated by the posture estimation unit 20 and sent to the spring coefficient calculation unit 122. Thus, the pitch G input to the spring coefficient calculation unit 122 is a value obtained by calculating the pitch G generated by road surface input. That is, the pitch G calculated based on the result detected by the acceleration sensor 16 that detects the vibration of the vehicle body 2A and the acceleration / deceleration input (acceleration / deceleration operation of the vehicle 102) generated by the road surface input (road surface unevenness). Both pitches G generated by are included. Therefore, the pitch G generated by the road surface input can be calculated by subtracting the pitch G calculated by the pitch G calculation unit 126 from the pitch G calculated by the posture estimation unit 20 and sent to the spring coefficient calculation unit 122.

The stabilizer control unit 128 uses the target anti-pitch moment M _stb based on the front / rear G (front / back G generated by the acceleration / deceleration input component) calculated by the front / rear G calculation unit 124 and the spring constant K _s calculated by the spring coefficient calculation unit 122. Is calculated. The target anti-pitch moment M _stb is a force in the pitch direction generated by adjusting the pitch rigidity with the active stabilizer 110. The stabilizer control unit 128 sends the calculated target anti-pitch moment M _stb to the drive unit 113. The drive unit 113 calculates the twist amount of the corresponding stabilizer bar 112 from the target anti-pitch moment M _stb and relatively rotates the stabilizer bar 112 to the calculated twist amount.

  The stabilizer control unit 128 includes a target vehicle body anti-pitch moment calculation unit 140, a target vehicle body pitch angle calculation unit 142, a variable spring share pitch moment calculation unit 144, and a target anti-pitch moment calculation unit 146.

  The target vehicle body anti-pitch moment calculation unit 140 calculates a target vehicle body anti-pitch moment based on the front-rear G calculated by the front-rear G calculation unit 124. That is, the target vehicle body anti-pitch moment calculation unit 140 calculates the moment that attenuates the front-rear G calculated by the front-rear G calculation unit 124 (moment that cancels the front-rear G) as the target vehicle body anti-pitch moment. The target vehicle body anti-pitch moment calculating unit 140 sends the calculated target vehicle body anti-pitch moment calculating unit 140 to the target anti-pitch moment calculating unit 146.

  The target vehicle body pitch angle calculation unit 142 calculates the target vehicle body pitch angle based on the front and rear G calculated by the front and rear G calculation unit 124. The target vehicle body pitch angle is the pitch angle of the vehicle body corresponding to the input operation. That is, it is the pitch angle (tilt angle in the pitch direction) of the vehicle body suitable for the running state. The target vehicle body pitch angle calculation unit 142 sends the calculated target vehicle body pitch angle to the variable spring share pitch moment calculation unit 144.

Based on the variable spring coefficient K _s sent from the spring coefficient calculation unit 122, the target vehicle body pitch angle calculation unit 142 corrects the calculated target vehicle body pitch angle. Specifically, the variable spring load pitch moment calculation unit 144 is based on the variable spring coefficient K _s sent from the spring coefficient calculation unit 122, and the pitch moment absorbed by the spring stiffness changing device 11 (the variable spring is loaded). The pitch angle corresponding to the calculated pitch moment is subtracted from the target vehicle body pitch angle calculated by the target vehicle body pitch angle calculation unit 142. Thereby, the target vehicle body pitch angle which considered the influence by the spring rigidity change apparatus 11 is calculated. The variable spring share pitch moment calculation unit 144 sends the corrected target vehicle body pitch angle to the target anti-pitch moment calculation unit 146.

The target anti-pitch moment calculating unit 146 converts the target vehicle anti-pitch moment input from the target vehicle anti-pitch moment calculating unit 140 and the corrected target vehicle body pitch angle input from the variable spring share pitch moment calculating unit 144. Based on this, a target anti-pitch moment M _stb is calculated. The target anti-pitch moment calculation unit 146 sends the calculated target anti-pitch moment M _stb to the drive unit 113.

The ECU 109 controls the drive of the drive unit 113 of the left wheel active stabilizer 110L and the drive unit 113 of the right wheel active stabilizer 110R based on the target anti-pitch moment M _stb calculated by the stabilizer control unit 128, so that the left wheel side Adjust the pitch stiffness and the pitch stiffness on the right wheel side. The ECU 109 can control the control amount of the drive unit 113 of the left wheel active stabilizer 110L and the control amount of the drive unit 113 of the right wheel active stabilizer 110R independently of each other, and the left wheel active stabilizer 110L and the right wheel active stabilizer can be controlled. With 110R, for example, the left and right pitch stiffness distribution, which is the distribution ratio between the left wheel pitch stiffness and the right wheel pitch stiffness of the vehicle 102, can be appropriately changed.

The ECU 109 controls the spring stiffness changing devices 11FL, FR, RL, and RR based on the spring coefficient K _s calculated by the spring coefficient calculation unit 122, whereby the spring rigidity on the left front wheel 3FL side and the right front wheel 3FR side are controlled. The spring stiffness on the left rear wheel 3RL side and the spring stiffness on the right rear wheel 3RR side are respectively adjusted. The ECU 109 can control the control amounts of the spring stiffness changing devices 11FL, FR, RL, RR independently of each other. For example, the spring stiffness changing devices 11FL, FR, RL, RR can control, for example, a spring on the left wheel side of the vehicle 102. The right and left spring stiffness distribution, which is the distribution ratio between the stiffness and the right wheel spring stiffness, can be changed as appropriate. Moreover, ECU 109 is a spring stiffness changing device 11FL, FR, RL, may calculate the spring constant _{K s} for each RR.

  The vehicle control system 101 according to the embodiment described above calculates the vibration applied to the vehicle body 2A separately from the vibration due to the road surface input and the vibration due to the steering input, and the vibration due to the road surface input is absorbed by the spring stiffness changing device 11 to be added. By attenuating the vibration caused by the deceleration input by the active stabilizer 110, the vibration applied to the vehicle body 2A can be appropriately reduced as in the control in the roll direction. As described above, the vehicle control system 101 absorbs the vibration caused by the road surface input by the spring stiffness changing device 11, attenuates the vibration caused by the acceleration / deceleration input by the active stabilizer 110, and suppresses each vibration by a separate mechanism. Further, vibration generated in the vehicle 102 can be more appropriately suppressed, and both ride comfort and steering stability can be improved in a balanced manner. Further, the vibration due to the acceleration / deceleration input is attenuated by the active stabilizer 110, and the vibration due to the road surface input is absorbed by the spring stiffness changing device 11, whereby the suspension G including the spring stiffness changing device 11 is added to the pitch G and the roll G In addition, vibration due to the heave G can be appropriately absorbed. Moreover, since the suspension 14 reduces the pitch G of the road surface input component in the pitch G, the suspension 14 can absorb more vibrations of the pitch G, the roll G, and the heave G, and can reduce the vibrations. Therefore, the vehicle control system 101 and the ECU 109 can more appropriately suppress vibration generated in the vehicle 102, and can improve both ride comfort and steering stability.

Further, the stabilizer control unit 128, by correcting the target vehicle body pitch angle using a spring coefficient K _s calculated by spring constant calculating section 122, the attenuation amount of the active stabilizer 110 in consideration of the attenuation which is absorbed by the suspension 14 Can be calculated and determined. Thereby, the pitch angle of the vehicle body at the time of the steering operation can be set to a more appropriate angle.

[Embodiment 4]
Hereinafter, another embodiment of the vehicle control system will be described with reference to FIG. Here, FIG. 9 is a block diagram showing a schematic configuration of a control function of another embodiment of the vehicle control system. The vehicle control system 101 and the ECU 109 shown in FIGS. 6 to 8 calculate the posture of the vehicle body 2A based on the sprung acceleration detected by the acceleration sensor 16, and calculate the vibration (acceleration) in each direction based on the posture of the vehicle body 2A. The pitch G is calculated based on the result, and control is performed based on the calculation result. On the other hand, the ECU 170 shown in FIG. 9 controls each spring stiffness changing device 11 separately based on the result of the corresponding acceleration sensor 16. The vehicle control system shown in FIG. 9 is the same as the vehicle control system 1 described above except for the configuration of the ECU 170. That is, except for the mechanism of control by the ECU (control device) 170, other configurations are the same as those of the first embodiment. Therefore, the following description will focus on points unique to the ECU 1170.

  ECU 170 includes front / rear G calculation unit 174, pitch G calculation unit 176, stabilizer control unit 178, conversion unit 180, and spring coefficient calculation unit 182. The front / rear G calculation unit 174, the pitch G calculation unit 176, and the stabilizer control unit 178 have the same configurations as the front / rear G calculation unit 124, the pitch G calculation unit 126, and the stabilizer control unit 128 described above, and thus description thereof is omitted. To do. In this embodiment, the path for transmitting the input of the acceleration sensor 16, the front / rear G calculation unit 174, the pitch G calculation unit 176, and the conversion unit 180 serve as a road surface input vibration estimation unit, and the front / rear G calculation unit 174 serves as driver operation vibration. The estimator and the spring coefficient calculator 182 and the stabilizer controller 178 serve as a controller (main controller, main controller).

  The conversion unit 180 converts the acceleration / deceleration input pitch G calculated by the pitch G calculation unit 176 into a four-wheel sprung G. That is, the conversion unit 180 converts the pitch G generated by the acceleration / deceleration input into the sprung acceleration generated by the acceleration / deceleration input. The conversion unit 180 subtracts the calculated four-wheel spring top G (four-wheel spring top G of acceleration / deceleration input component) from the four-wheel spring top G calculated by the acceleration sensor 16 and sent to the spring coefficient calculation unit 182. The conversion unit 180 calculates the four-wheel spring top G for each spring stiffness converter 11.

The spring coefficient calculation unit 182 calculates a spring coefficient (spring stiffness) K _s of the spring stiffness changing device 11 based on the inputted four-wheel sprung G. Here, the four-wheel spring top G generated by the road surface input is input to the spring coefficient calculation unit 182. The four-wheel sprung G (acceleration) detected by the acceleration sensor 16 that detects the vibration of the vehicle body 2A includes a four-wheel sprung G generated by road input (road surface unevenness) and acceleration / deceleration input (acceleration / deceleration operation of the vehicle 102). ) Is generated by both of the four-wheel springs G. The ECU 170 subtracts the four-wheel spring top G converted by the conversion section 180 from the four-wheel spring top G detected by the acceleration sensor 16 and sent to the spring coefficient calculation section 182. Thereby, the four-wheel spring top G generated by the road surface input is input to the spring coefficient calculation unit 182. The spring coefficient calculation unit 182 calculates a spring coefficient K _s that can attenuate the vibration calculated by the input four-wheel spring top G and further suppress the vibration of the vehicle body 2A. The spring coefficient calculator 182 sends the calculated spring coefficient K _s the spring rigidity changing portion 11 and the stabilizer control unit 178.

  Similarly to the ECU 9, the ECU 170 calculates the vibration applied to the vehicle body 2A separately from the vibration due to the road surface input and the vibration due to the acceleration / deceleration input, and the vibration due to the road surface input is absorbed by the spring stiffness changing device 11, and the vibration due to the acceleration / deceleration input is absorbed. By damping with the active stabilizer 110, vibration applied to the vehicle body 2A can be appropriately reduced. Therefore, the vehicle control system 101 and the ECU 170 of the present embodiment can more appropriately suppress vibration generated in the vehicle 102, and can improve both ride comfort and steering stability.

  Thus, the vehicle control system 101 sets the spring coefficient of the spring stiffness changing apparatus 11 to an appropriate value by calculating the spring coefficient for each spring stiffness changing apparatus 11 (for each suspension 14) as in the ECU 170. Thus, the same effects as those of the vehicle control system 1 and the ECU 9 can be obtained.

  In the third and fourth embodiments, the front / rear G is calculated based on the steering angle and the wheel speed because the front / rear G by acceleration / deceleration input can be calculated with high accuracy. It is not limited to this. FIG. 10 is a block diagram illustrating a schematic configuration of another embodiment of the front-rear G calculation unit. The mechanism for calculating the front-rear G shown in FIG. 10 (front-rear G calculation unit) includes a front-rear G sensor 192 and a filter 194.

  The front-rear G sensor 192 is a sensor that calculates the front-rear G (the acceleration in the left-right direction of the vehicle generated in the vehicle 102). The front / rear G sensor 192 sends the detected front / rear G signal to the filter 194.

  The filter 194 is a filter that removes and reduces noise components from the detected front and rear G signals and extracts the front and rear G components. As the filter 194, a low-pass filter or a band-pass filter can be used. The front-rear G signal from which noise has been removed and reduced by the filter 194 becomes the front-rear G by acceleration / deceleration input. The front / rear G by the acceleration / deceleration input that has passed through the filter 194 is sent to each part sent by the above-described front / rear G calculation unit.

  Thus, the vehicle control system can also use the detection value detected by the front-rear G sensor. By using front and rear G sensors, the amount of calculation of the ECU can be reduced.

  In the above description, the control device of the vehicle control system has been described as an ECU that controls each part of the vehicle. However, the present invention is not limited to this, and is configured separately from the ECU, for example. It may be configured to exchange information such as a detection signal, a drive signal, and a control command. For example, although the road surface input vibration estimation unit, the driver operation vibration estimation unit, and the control unit are one ECU, they may be provided as separate ECUs.

DESCRIPTION OF SYMBOLS 1 Vehicle control system 2 Vehicle 2A Car body 3 Wheel 4 Tire 5 Steering wheel 6 Actuator 9 ECU (control device)
DESCRIPTION OF SYMBOLS 10 Active stabilizer 11 Spring rigidity change apparatus 14 Suspension 16 Acceleration sensor (Spring-on G detection apparatus)
17 Steering angle sensor (steering angle detector)
18 Vehicle speed sensor (vehicle speed detector)

Claims (10)

A vehicle control system for controlling vibration generated in a vehicle,
A spring stiffness changing device for changing a spring stiffness for absorbing vibration of the vehicle;
An attenuation amount changing device capable of varying an attenuation amount for attenuating the vibration of the vehicle;
A road surface input vibration estimator for estimating vibration caused by road surface input among vibrations generated in the vehicle;
A driver operation vibration estimator for estimating a vibration caused by a driver operation among the vibrations;
A vehicle control system comprising: a control unit that controls the spring stiffness changing device to absorb vibration caused by the road surface input and controls the attenuation amount changing device to attenuate vibration caused by the driver operation. The attenuation amount changing device includes a torsion bar portion and a stabilizer bar that is bent and connected to a suspension corresponding to a wheel, and a drive portion that relatively rotates the torsion bar portion of the stabilizer bar. Have
The vehicle control system according to claim 1, wherein the damping force is generated by a torsional reaction force of the torsion bar portion.   The vehicle control system according to claim 2, wherein the pair of arm portions are connected to correspond to left and right wheels. The road surface input vibration estimating unit estimates vibration in a roll direction due to road surface input among vibrations generated in the vehicle,
The driver operation vibration estimation unit estimates a vibration in a left-right direction due to a driver operation among the vibrations,
The control unit controls the spring stiffness changing device to absorb the vibration in the roll direction due to the road surface input estimated by the road surface input vibration estimation unit,
4. The vehicle control system according to claim 1, wherein the reduction control unit is configured to attenuate the vibration in the roll direction due to the driver operation estimated by the driver operation vibration estimation unit. 5. . A steering angle sensor for detecting the steering angle;
A vehicle speed sensor for detecting the vehicle speed;
The said driver operation vibration estimation part estimates the vibration by the said driver operation based on the steering angle detected with the said steering angle sensor, and the vehicle speed detected with the said vehicle speed sensor, The Claim 3 or 4 characterized by the above-mentioned. Vehicle control system.   The vehicle control system according to claim 2, wherein the pair of arm portions are connected to front and rear wheels. The road surface input vibration estimation unit estimates vibrations in the front-rear direction due to road surface input among vibrations generated in the vehicle,
The driver operation vibration estimation unit estimates a vibration in a pitch direction due to a driver operation among the vibrations,
The control device controls the spring stiffness changing device to absorb the vibration in the pitch direction due to the road surface input estimated by the road surface input vibration estimation unit,
7. The vehicle control system according to claim 1, wherein the damping amount changing device is controlled to attenuate the vibration in the pitch direction due to the driver operation estimated by the driver operation vibration estimation unit.   8. The control unit according to claim 1, wherein the control unit calculates a target attenuation amount in consideration of the calculated spring stiffness, and controls the attenuation amount changing device based on the target attenuation amount. The vehicle control system according to item. An acceleration sensor that detects acceleration from the sprung acceleration of the suspension;
The road surface input vibration estimation unit calculates acceleration acting on the vehicle body from the acceleration detected by the acceleration sensor, and subtracts the acceleration calculated by the driver operation vibration estimation unit from the acceleration applied to the vehicle body. The vehicle control system according to any one of claims 1 to 8, wherein vibration caused by input is estimated. A control device for a vehicle, comprising: a spring stiffness changing device that changes a spring stiffness that absorbs vibration of the vehicle; and an attenuation amount changing device that can change an attenuation amount that attenuates the vibration of the vehicle,
A road surface input vibration estimator for estimating vibration caused by road surface input among vibrations generated in the vehicle;
A driver operation vibration estimator for estimating a vibration caused by a driver operation among the vibrations;
And a control unit that controls the spring stiffness changing device to absorb vibration caused by the road surface input, and controls the attenuation amount changing device to attenuate vibration caused by the driver operation.

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