JP2013107627A - Suspension control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress each sprung behavior of each vibration component of vehicle vibrations.SOLUTION: A suspension control device includes: a control-force variable-range calculation unit 32 which calculates an outputtable range of a dampening control force; a variable-range comparison unit 33 which compares the outputtable range calculated by the control-force variable-range calculation unit 32 with the respective control forces calculated from at least two of a bounce vibration component of the vehicle vibration, a pitch vibration component of the vehicle, and a roll vibration component of the vehicle vibration and which extracts the control force within the outputtable range with regard to at least two of the bounce vibration component of the vehicle vibration, the pitch vibration component of the vehicle, and the roll vibration component of the vehicle vibration; a target control force calculation unit 34 which calculates a target control force of each wheel on the basis of each control force extracted by the variable-range comparison unit 33; and a control signal conversion unit 25 which controls an ACTR unit on the basis of the target control force calculated by the target control force calculation unit 34.

Description

  The present invention relates to a technique for controlling vehicle vibration.

As a technique for controlling vehicle vibration, for example, there is a conventional technique described in Patent Document 1.
In this prior art, the required power for bounce, roll, and pitch is calculated under the Skyhook theory. In this prior art, the calculated required force of bounce, roll and pitch is distributed to each wheel. Furthermore, in this prior art, the maximum required force is selected as the maximum required force among the absolute values of the required force of bounce, roll, and pitch for each wheel. In this prior art, a damping force map is searched based on the selected maximum required force and suspension stroke speed, and an orifice opening command for damping force control is output.

JP 2001-1736 A

By the way, in the prior art, since the maximum required force is selected as the maximum required force among the required force absolute values of the bounce, roll, and pitch, the maximum required force is based on the sum of the required forces of the bounce, roll, and pitch. Becomes smaller.
Further, in the prior art, when the sign does not match between the maximum required force and the suspension stroke speed, no damping force is output.
As a result, in the prior art, each sprung behavior of each vibration component of the vehicle vibration such as bounce, roll, and pitch may not be suppressed.
An object of the present invention is to suppress each sprung behavior of each vibration component of vehicle vibration.

  In order to solve the above problem, according to one embodiment of the present invention, a range in which a control force to be attenuated can be output is calculated. In one embodiment of the present invention, the calculated control force can be output from at least two vibration components of the bounce vibration component of the vehicle vibration, the pitch vibration component of the vehicle vibration, and the roll vibration component of the vehicle vibration. Control of the at least two vibration components of the bounce vibration component of the vehicle vibration, the pitch vibration component of the vehicle vibration, and the roll vibration component of the vehicle vibration within the output possible range. Extract power. Furthermore, according to one embodiment of the present invention, a target control force is calculated based on each extracted control force. Then, one aspect of the present invention controls a damping force generation unit that generates a damping force based on the calculated target control force.

  According to the present invention, each sprung behavior of each vibration component of vehicle vibration can be suppressed.

It is a figure which shows the structural example of the suspension control apparatus of this embodiment. It is a block diagram which shows the structural example of a control apparatus. It is a block diagram which shows the structural example of a target control force management part. It is a figure which shows the example of a setting of the control force variable range. It is a flowchart which shows a series of process examples in a control apparatus. It is a figure which shows an example of the expansion-contraction state of the suspension at the time of undulation | travelling. It is a figure which shows an example of the calculation process of the final target control force in the target control force management part at the time of a wave drive. It is a figure which shows an example of the calculation process of the final target control force in the comparative example of this embodiment. It is a block diagram which shows the structural example of the target control force management part in 2nd Embodiment. It is a figure which shows an example of the calculation process of the final target control force in the target control force management part at the time of a wave drive. It is a block diagram which shows the structural example which concerns on the left front wheel of the target control force management part in 3rd Embodiment. It is a figure which shows the outline | summary of the process which applied the Karnopp approximation rule implement | achieved by the structure of the target control force management part of FIG. It is a figure which shows the comparative example of this embodiment. It is a figure which shows the time change of the bounce request | requirement force, pitch request | requirement force, and roll request | requirement force which are processed by the structure of 3rd Embodiment or the structure of the comparative example. It is a figure which shows the processing result which applied the Karnopp approximation rule with respect to each required force of a bounce required force, a roll required force, and a pitch required force by the structure of 3rd Embodiment. It is a figure which shows the difference in the damping force calculated by the structure of 3rd Embodiment, and the structure of the comparative example. It is a figure which shows the result of the sprung vertical speed of 3rd Embodiment and its comparative example. It is a figure which shows the result of the sprung pitch rate of 3rd Embodiment and its comparative example. It is a figure which shows the result of the sprung roll rate of 3rd Embodiment and its comparative example. It is a block diagram which shows the structural example which concerns on the left front wheel of the target control force management part in 4th Embodiment. It is the figure which compared the time change of the roll rate with the structure of 3rd Embodiment and the structure of 4th Embodiment. It is the figure which compared the time change of the bounce speed with the structure of 3rd Embodiment, and the structure of 4th Embodiment.

The present embodiment will be described with reference to the drawings.
(First embodiment)
The first embodiment is a suspension control device mounted on a vehicle.
(Constitution)
FIG. 1 is a diagram illustrating a configuration example of the suspension control device 1.
As shown in FIG. 1, the suspension control device 1 includes three sprung vertical acceleration sensors 2a, 2b, 2c, four unsprung vertical acceleration sensors 3FL, 3FR, 3RL, 3RR, a front wheel steering angle sensor 4, and a rear wheel. It has a wheel steering angle sensor 5, a brake master pressure sensor 6, an engine torque sensor 7, an engine speed sensor 8, an AT input shaft speed sensor 9, an AT output shaft speed sensor 10, a vehicle speed sensor 11, and a control device 12. ing.

The sprung vertical acceleration sensors 2a to 2c are respectively mounted at arbitrary positions of the vehicle. The sprung vertical acceleration sensors 2a to 2c detect the sprung vertical accelerations Gs1, Gs2, and Gs3. Then, the sprung vertical acceleration sensors 2 a to 2 c output the detected sprung vertical accelerations Gs 1 to Gs 3 to the control device 12.
The unsprung vertical acceleration sensors 3FL to 3RR detect unsprung vertical accelerations Gu1, Gu2, Gu3, and Gu4. Then, the unsprung vertical acceleration sensors 3FL to 3RR output the detected unsprung vertical accelerations Gu1 to Gu4 to the control device 12.

The front wheel steering angle sensor 4 detects a front wheel steering angle δf. Then, the front wheel steering angle sensor 4 outputs the detected front wheel steering angle δf to the control device 12.
The rear wheel steering angle sensor 5 detects the rear wheel steering angle δr. Then, the rear wheel steering angle sensor 5 outputs the detected rear wheel steering angle δr to the control device 12.
The brake master pressure sensor 6 detects the brake master pressure P. Then, the brake master pressure sensor 6 outputs the detected brake master pressure P to the control device 12.

The engine torque sensor 7 detects the engine torque Te. Then, the engine torque sensor 7 outputs the detected engine torque N to the control device 12.
The engine speed sensor 8 detects the engine speed Ne. Then, the engine speed sensor 8 outputs the detected engine speed Ne to the control device 12.
The AT input shaft rotational speed sensor 9 detects the rotational speed INREV of the AT input shaft. Then, the AT input shaft rotational speed sensor 9 outputs the detected rotational speed INREV of the AT input shaft to the control device 12.

The AT output shaft rotational speed sensor 10 detects the rotational speed OUTREV of the AT output shaft. Then, the AT output shaft rotational speed sensor 10 outputs the detected rotational speed OUTREV of the AT output shaft to the control device 12.
The vehicle speed sensor 11 detects the vehicle speed V. Then, the vehicle speed sensor 11 outputs the detected vehicle speed V to the control device 12.
The control device 12 applies a control force for driving the actuator to control the attitude of the vehicle based on the detection values from the various sensors.

FIG. 2 is a block diagram illustrating a configuration example of the control device 12.
As illustrated in FIG. 2, the control device 12 includes an arithmetic processing unit 20, a control signal conversion unit 25, and an ACTR unit 26.
The arithmetic processing unit 20 includes a microcomputer and its peripheral circuits. That is, for example, the arithmetic processing unit 20 is configured by a CPU, a ROM, a RAM, and the like as in a general ECU (Electronic Control Unit). The ROM stores one or more programs for realizing various processes. The CPU executes various processes according to one or more programs stored in the ROM.

  As shown in FIG. 2, the arithmetic processing unit 20 includes a target value calculation unit 21, a posture deviation calculation unit 22, a sprung posture control force calculation unit 23, a state estimation unit 24, and a target control force management unit 30. doing. Here, the target value calculation unit 21, the posture deviation calculation unit 22, the sprung posture control force calculation unit 23, the state estimation unit 24, and the target control force management unit 30 are configured by a program.

  The target value calculation unit 21 includes a front wheel steering angle δf, a rear wheel steering angle δr, a brake master pressure P, an engine torque Te, an engine speed Ne, an AT input shaft speed INREV, an AT output shaft speed OUTREV, and a vehicle speed. V is input. The target value calculation unit 21 calculates the target driver control force and the target posture by feedforward based on the driver operation amount and the vehicle state that are the input values. Then, the target value calculation unit 21 outputs the calculated target driver control force to the target control force management unit 30. Further, the target value calculation unit 21 outputs the calculated target posture to the posture deviation calculation unit 22.

Here, for example, the target driver control force is a control force of a damping force that should be generated when the driver performs a steering operation, a brake operation, or the like.
The posture deviation calculation unit 22 calculates a deviation (hereinafter referred to as posture deviation) between the target posture from the target value calculation unit 21 and the actual posture from the state estimation unit 24. Then, the posture deviation calculation unit 22 outputs the calculated posture deviation to the sprung posture control force calculation unit 23.

  The sprung posture control force calculation unit 23 is a function of the bounce on the spring (also referred to as heave), the roll, the pitch each in freedom of movement or the vertical movement freedom in at least three arbitrary points having different coordinates on the sprung plane. The calculation is performed using an attenuation coefficient virtually set between the attitude and the target attitude calculated by the target value calculation unit 21. Thereby, the sprung posture control force calculator 23 calculates a target sprung posture control force based on the damping coefficient and the posture deviation from the posture deviation calculator 22. Then, the sprung posture control force calculation unit 23 outputs the calculated target sprung posture control force to the target control force management unit 30.

Here, the positions of arbitrary three points correspond to the positions of the three sprung vertical acceleration sensors 2a to 2c.
The target control force management unit 30 makes the target driver control force from the target value calculation unit 21 and the target sprung posture control force from the sprung posture control force calculation unit 23 variable. Therefore, for example, the target control force management unit 30 has a variable control gain. Alternatively, for example, the target control force management unit 30 has a filter.

  As a result, the target control force management unit 30 corrects the target driver control force and the target sprung posture control force based on the control mode, the human sense of vehicle speed, and the vibration sense of the bounce, roll, and pitch movement directions. . Then, the target control force management unit 30 calculates the final target control force by combining the corrected target driver control force and the target sprung posture control force. Then, the target control force management unit 30 outputs the calculated final target control force to the control signal conversion unit 25.

Here, the configuration of the target control force management unit 30 will be described in more detail.
FIG. 3 is a block diagram illustrating a configuration example of the target control force management unit 30.
As shown in FIG. 3, the target control force management unit 30 includes each wheel required force distribution calculation unit 31, a control force variable range calculation unit 32, a variable range comparison unit 33, and a target control force calculation unit 34. .

Each wheel required force distribution calculation unit 31 calculates a driver input control required force and a sprung posture control required force for each wheel based on the target driver control force and the target sprung posture control force. Then, each wheel required force distribution calculation unit 31 outputs the calculated driver input control request force and sprung posture control request force to the variable range comparison unit 33.
Here, the driver input control required force and the sprung posture control required force calculated by each wheel required force distribution calculating unit 31 are values including non-damping force.

The control force variable range calculator 32 calculates a control force variable range that can be output as a damping force for each wheel based on the suspension stroke speed. Then, the control force variable range calculation unit 32 outputs the calculated control force variable range to the variable range comparison unit 33.
Here, the control force variable range calculation unit 32 calculates, for example, the maximum value of the variable range and the minimum value of the variable range as the control force variable range.

In addition, the control force variable range calculation unit 32 may calculate the control force variable range based on the suspension stroke speed with reference to a map, for example.
Further, as shown in FIG. 3, the control force variable range calculation unit 32 may change the control force variable range (for example, the maximum value of the variable range and the minimum value of the variable range) according to the state quantity of the vehicle. . Here, the state quantity of the vehicle is a state quantity of sprung vibration or a state quantity of unsprung vibration. For example, a flat road or a rough road is determined based on a state quantity of sprung vibration or a state quantity of unsprung vibration, and the control force variable range calculation unit 32 has a lower control force in the case of a rough road than in the case of a flat road. The control force variable range is set in the area.

Here, FIG. 4 is a diagram illustrating a setting example of the control force variable range.
As shown in FIG. 4, the control force variable range calculation unit 32 has a dotted hatching range in the case of a rough road as compared to the control force variable range indicated by a solid hatching range in the case of a flat road. A control force variable range is set in a region where the control force is low.

  Further, as shown in FIG. 3, the control force variable range calculation unit 32 controls the control force variable range (for example, the maximum value of the variable range and the minimum value of the variable range) according to the possible generation range of the damping force of the ACTR unit 26. May be changed. For example, the control force variable range calculation unit 32 changes the range in which the damping force of the ACTR unit 26 can be generated when any one of the actuators in the ACTR unit 26 constituted by the actuators of each wheel fails. In response to this, the control force variable range calculation unit 32 changes the control force variable range in a direction in which the vehicle can be stabilized by driving other actuators that have not failed. For example, the control force variable range calculation unit 32 makes the possible generation range of the damping force of the other actuator that has not failed equal to the possible generation range of the damping force of the failed actuator. As a result, the vehicle becomes stable.

  Further, as shown in FIG. 3, the control force variable range calculation unit 32 controls the control force variable range (for example, the maximum value of the variable range and the minimum value of the variable range) according to the travel control mode such as the sport mode and the comfort mode. May be changed. For example, the control force variable range calculation unit 32 sets the control force variable range in a region where the control force is lower in the comfort mode than in the sport mode. That is, as shown in FIG. 4, the control force variable range calculation unit 32 has a dotted hatching range in the comfort mode as opposed to the control force variable range indicated by the solid hatching range in the sport mode. In addition, the control force variable range is set in a region where the control force is low.

  Further, as shown in FIG. 3, the control force variable range calculation unit 32 controls the control force variable range (for example, the maximum value of the variable range and the variable range in accordance with the driving operation amount of the driver during sudden steering, high G turning, etc.). (Minimum value) may be changed. For example, the control force variable range calculation unit 32 sets the control force variable range in a direction in which the vehicle can be stabilized more during sudden steering or high G turning than in other cases (during normal travel such as straight traveling). Change. For example, as shown in FIG. 4, the control force variable range calculation unit 32 controls the control force indicated by the hatched range indicated by the dotted line in other cases, such as the hatched range indicated by the solid line during sudden steering or high-G turning. The control force variable range is set in a region where the control force is higher than the variable range.

  The variable range comparison unit 33 extracts only the control force that can be output as the damping force by comparing the driver input control request force and the sprung posture control request force of each wheel with the control force variable range. Then, the variable range comparison unit 33 outputs the control force extracted from the driver input control request force of each wheel and the control force extracted from the sprung posture control request force of each wheel to the target control force calculation unit 34.

The target control force calculation unit 34 combines the control force extracted from the driver input control request force and the control force extracted from the sprung posture control request force for each wheel to calculate the final target control force of each wheel. To do. Then, the target control force calculation unit 34 outputs the calculated final target control force of each wheel to the control signal conversion unit 25.
Here, the final target control force calculated by the target control force calculation unit 34 is a control force equivalent to a damping force.

Returning to FIG. 2, the state estimating unit 24 determines the vertical speed on the spring and the bounce on the spring based on the detection values detected by the sprung vertical acceleration sensors 2 a to 2 c and the unsprung vertical acceleration sensors 3 FL to 3 RR from the vehicle. , Roll and pitch speeds, four-wheel suspension stroke speeds, and relative accelerations of spring and unsprung accelerations. Then, the state estimation unit 24 outputs the estimated vertical speed on the spring and the bounce, roll, and pitch speeds on the spring to the posture deviation calculation unit 22 as information on the actual posture that is the state on the spring. Further, the state estimation unit 24 outputs the estimated suspension stroke speed to the control signal conversion unit 25 as suspension state information.
Here, the sprung vertical acceleration sensors 2a to 2c and the unsprung vertical acceleration sensors 3FL to 3RR calculate the sprung vertical acceleration and the unsprung vertical acceleration from the vehicle vibration of an actual vehicle (plant) that vibrates due to disturbances such as road input and cross wind. To detect.

For example, the state estimation unit 24 estimates the suspension stroke speed of the four wheels based on the relative acceleration between the acceleration on the spring and the acceleration on the unspring. For example, the state estimating unit 24 estimates the relative acceleration between the acceleration on the spring and the acceleration on the basis of the detection value from the sprung vertical acceleration sensor and the unsprung vertical acceleration sensor.
In addition, the calculation in the state estimation unit 24 performs pseudo-integration by a digital filter using an acceleration sensor detection value to estimate a physical quantity in a speed dimension, or detects a sprung / unsprung state from a wheel speed, etc. A physical quantity may be estimated.

  The control signal conversion unit 25 calculates an ACTR command signal or an ACTR command current for driving the ACTR unit 26 based on the final target control force from the target control force management unit 30 and the suspension stroke speed from the state estimation unit 24. To do. For example, the control signal conversion unit 25 refers to a map in which the final target control force from the target control force management unit 30 and the suspension stroke speed from the state estimation unit 24 are associated with the ACTR command signal or the ACTR command current. The ACTR command signal or the ACTR command current is calculated. Then, the control signal conversion unit 25 outputs the calculated ACTR command signal or ACTR command current to the ACTR unit 26.

  The ACTR section 26 has a function of generating a force in the vertical direction in the suspension of each wheel interposed between the spring and the spring. The ACTR unit 26 is driven according to the ACTR command signal or the ACTR command current from the control signal conversion unit 25. For example, the ACTR unit 26 is an active suspension or a damping force variable shock absorber. By driving the ACTR unit 26, the vibration (posture) of the vehicle is controlled.

Next, a series of processing examples in the control device 12 will be described.
FIG. 5 is a flowchart illustrating a series of processing examples in the control device 12.
As shown in FIG. 5, first, in step S1, the control device 12 acquires various data. Here, the various data include the sprung vertical acceleration sensors 2a to 2c, the unsprung vertical acceleration sensors 3FL to 3RR, the front wheel steering angle sensor 4, the rear wheel steering angle sensor 5, the brake master pressure sensor 6, the engine torque sensor 7, These are detected values of the engine speed sensor 8, the AT input shaft speed sensor 9, the AT output shaft speed sensor 10, and the vehicle speed sensor 11.

Next, in step S2 and step S3, the target value calculator 21 obtains the front wheel steering angle δf, the rear wheel steering angle δr, the brake master pressure P, the engine torque Te, the engine speed Ne, and the AT input acquired in step S1. Based on the rotational speed INREV of the shaft, the rotational speed OUTREV of the AT output shaft, and the vehicle speed V, the target driver control force and the target attitude are calculated.
In step S4 and step S5, the state estimating unit 24 calculates the actual posture and the suspension stroke speed based on the sprung and unsprung vertical accelerations Gs1 to Gs3 and Gu1 to Gu4 acquired in step S1.

Next, in step S6, the posture deviation calculation unit 22 calculates a posture deviation between the target posture calculated in step S3 and the actual posture calculated in step S4.
Next, in step S7, the sprung posture control force calculator 23 calculates a target sprung posture control force based on the damping coefficient and the posture deviation calculated in step S6.
Next, in step S8, the target control force management unit 30 determines the final target control of each wheel based on the target driver control force calculated in step S2 and the target sprung posture control force calculated in step S7. Calculate the force.

Next, in step S9, the control signal converter 25 generates an ACTR command signal (or ACTR command current) based on the suspension stroke speed calculated in step S5 and the final target control force calculated in step S8. calculate.
Next, in step S10, the ACTR unit 26 is driven and controlled based on the ACTR command signal (or ACTR command current) calculated in step S9.

(Operation etc.)
In the suspension control device 1 of the present embodiment, the final target control force is calculated as follows.
Each wheel required force distribution calculating unit 31 calculates a driver input control request force and a target sprung posture control required force for each wheel including non-damping force. On the other hand, the control force variable range calculation unit 32 calculates in advance a control force variable range that can be output as a damping force for each wheel based on the suspension stroke speed. Further, the variable range comparison unit 33 compares the required force of each wheel calculated by each wheel required force distribution calculation unit 31 with the control force variable range calculated by the control force variable range calculation unit 32, thereby reducing the attenuation. Only control forces that can be output as force are extracted. Then, the target control force calculation unit 34 combines the control forces extracted by the variable range comparison unit 33 to calculate the final target control force corresponding to the damping force.

Here, as a comparative example of the present embodiment, when a control force calculated from vibration components having at least two degrees of freedom of vehicle vibration is used, a control force that is a combination of the control forces and a control that can be output as a damping force. Consider a case in which the final target control force is calculated by comparing with a force variable range.
In this case, for example, when the vibration on the spring is combined with the bounce vibration component and the pitch vibration component due to traveling on a wavy road, the required force of the bounce vibration component and the pitch vibration are virtually used as modal skyhook control. Synthesis with the required power of the components can be mentioned. However, in this case, in the modal skyhook control, the requested forces may be canceled despite the required force that cannot be output originally because the damping coefficient of the damping force variable shock absorber is always positive. In addition, when the Karnopp approximation law is applied, if the signs of the combined control force and the suspension stroke speed do not match, the control force cannot be output as a result.

As a result, in the comparative example of the present embodiment, the sprung behaviors of the bounce vibration component and the pitch vibration component of the vehicle vibration cannot be effectively suppressed.
On the other hand, in the suspension control device 1 of the present embodiment, the control force variable range and the control force, which are processes corresponding to the Karnopp approximation law, are first compared, and only the control force that can be output as the damping force is extracted. The final control force corresponding to the damping force is calculated by combining the extracted control forces. As a result, the suspension control device 1 of the present embodiment realizes suppression of the sprung behavior of each vibration component such as the bounce vibration component and the pitch vibration component of the vehicle vibration.

Furthermore, an example of a calculation process of the final target control force in the target control force management unit 30 during the undulating travel will be described with reference to FIGS.
FIG. 6 is a diagram illustrating an example of a state of expansion and contraction of the suspension during undulation traveling.
In this example, the front wheel suspension is extended and the rear wheel suspension is contracted during the undulation.
FIG. 7 is a diagram illustrating an example of a final target control force calculation process in the target control force management unit 30 during the undulating traveling as illustrated in FIG. 6. In the example shown in FIG. 7, the target control force management unit 30 calculates the final target control force from the bounce request force for the bounce vibration component of the vehicle vibration and the pitch request force for the pitch vibration component of the vehicle vibration. .

  As shown in FIG. 7A, the target control force management unit 30 calculates a bounce request force and a pitch request force as a sprung posture control request force including a non-damping force. Then, as shown in FIGS. 7B and 7C, the target control force management unit 30 compares the calculated bounce request force and pitch request force with the control force variable range, respectively, and calculates the bounce request force and pitch. The control force corresponding to each required force is calculated (extracted).

Here, in the graph illustrated in FIG. 7B as the control force variable range, the horizontal axis corresponds to the position of the suspension, and the vertical axis corresponds to the control force that can be generated, and the control force that can be generated for each suspension. (Damping force) is shown schematically.
That is, in the graph of FIG. 7B, the portion on the right side of the center corresponds to the front wheel side suspension, the portion on the left side corresponds to the rear wheel side suspension, the upper portion corresponds to the extension side damping force, and the lower side. This portion corresponds to the contraction side damping force. The upper side of the hatched portion represents the maximum value of the control force possible range, and the lower side represents the minimum value of the control force possible range.

For example, the upper graph (bounce required force) in FIG. 7B shows that, for the front wheel side suspension, the expansion side damping force can be generated, but the contraction side damping force cannot be generated. On the contrary, the rear-wheel suspension can generate a contraction-side damping force but cannot generate a contraction-side damping force.
That is, in the case of the upper graph in FIG. 7B, the right-side region in the left-right direction of the graph in the drawing has a hatched portion only on the upper side, so that only the damping force on the expansion side can be generated. It can be seen that, in the left region, there is a hatched portion only on the lower side, so that it is understood that only the contraction-side damping force can be generated.

  In the example of FIG. 7, the target control force management unit 30 is required for the rear wheel side suspension as a result of comparison with the control force variable range shown in FIG. In contrast, the control force variable range has a value only on the contraction side, whereas the control force in the variable range shown in (c) is “0”. On the other hand, the damping force required for the front wheel side suspension with respect to the same bounce required force is on the expansion side, while the control force variable range also has the value on the expansion side, so the variable range shown in FIG. As the internal control force, the elongation-side damping force is calculated. In this case, if the required force is a value within the control force variable range, the calculated control force within the variable range is the same value as the required force. When the maximum value of the control force variable range is exceeded or smaller than the minimum value, the maximum value or the minimum value is calculated as the control force within the variable range.

  The example of FIG. 7 describes two vehicle vibrations, bounce and pitch. However, when a roll is added to this, another axis is added to the graph of FIG. Thus, the control force variable range is shown for the expansion side damping force or the contraction side damping force that can be generated corresponding to each of the four suspensions of the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel.

Then, as shown in FIGS. 7D and 7E, the target control force management unit 30 calculates the final target control force by combining the control forces corresponding to the bounce request force and the pitch request force, respectively.
In this example, the target control force management unit 30 calculates the final target control force only by the bounce request force that can be extracted as a value within the control force variable range. The suspension control device 1 performs damping force control based on the calculated final target control force.

Next, this embodiment will be described in comparison with the comparative example.
FIG. 8 is a diagram illustrating an example of a final target control force calculation process in the comparative example of the present embodiment. For example, this comparative example is a technique similar to the technique described in Patent Document 1.
In the comparative example of this embodiment, as shown in FIG. 8A, the bounce required force and the required pitch force are calculated as the sprung posture control required force. Furthermore, in the comparative example of this embodiment, as shown in FIGS. 8B and 8C, the maximum value of the calculated bounce required force and pitch required force is selected. And in the comparative example of this embodiment, as shown in FIG.8 (d) and (e), a Karnopp approximation rule is applied with respect to the selected maximum value, and final target control force is calculated (extracted).

However, in the comparative example of the present embodiment, since the maximum value of the bounce required force and the pitch required force is selected, the maximum value is smaller than the total value of the bounce required force and the pitch required force. Further, in the comparative example of the present embodiment, if the sign does not match between the maximum value and the suspension stroke speed due to the application of the Karnopp approximation rule, no damping force is output.
As a result, in the comparative example of the present embodiment, the sprung behavior of each vibration component of vehicle vibration such as bounce and pitch may not be suppressed. Therefore, in the comparative example of this embodiment, there is a possibility that a damping force for returning to the zero line of the vehicle speed fluctuation cannot be generated.

On the other hand, the target control force management unit 30 in the present embodiment calculates the final target control force as a value capable of generating a damping force. Thereby, the suspension control apparatus 1 of this embodiment can suppress each sprung behavior of each vibration component of the vehicle vibration. As a result, the suspension control device 1 of the present embodiment can generate a damping force that returns the vehicle speed fluctuation to the zero line.
Here, in the present embodiment, the control force variable range calculator 32 constitutes, for example, an outputable range calculation means. Moreover, the variable range comparison part 33 comprises a control force extraction means, for example. Moreover, the target control force calculating part 34 comprises a target control force calculation means, for example. Further, the control signal conversion unit 25 constitutes a control unit, for example.

(Effect of 1st Embodiment)
The first embodiment has the following effects.
(1) The control force variable range calculation unit 32 calculates a range in which the control force to be attenuated can be output (control force variable range). The variable range comparison unit 33 also includes at least two of the control force variable range calculated by the control force variable range calculation unit 32 and the bounce vibration component of the vehicle vibration, the pitch vibration component of the vehicle vibration, and the roll vibration component of the vehicle vibration. Each control force calculated from two vibration components is compared, and the control force is variable for at least two vibration components of the bounce vibration component of the vehicle vibration, the pitch vibration component of the vehicle vibration, and the roll vibration component of the vehicle vibration. Extract control force within range. Further, the target control force calculation unit 34 calculates a final target control force based on each control force extracted by the variable range comparison unit 33. Then, the control signal conversion unit 25 controls the ACTR unit 26 that generates a damping force based on the final target control force.
The suspension control device 1 can suppress each sprung behavior of each vibration component of the vehicle vibration by performing the damping force control using the final target control force as described above.

(2) The control force variable range calculation unit 32 calculates the control force variable range based on the suspension stroke speed.
Accordingly, the control force variable range calculation unit 32 can calculate the control force variable range in consideration of the relationship between the damping force generated by the ACTR unit 26 and the suspension stroke speed.
(3) The control force variable range calculation unit 32 further includes a driveable range of the ACTR unit 26, a vehicle state quantity, a priority for suppressing a vibration component of vehicle vibration, a vehicle travel control mode, and driving by the driver. A control force variable range is calculated based on at least one of the operation amounts.

Therefore, the control force variable range calculation unit 32 calculates the control force variable range based on the driveable range of the ACTR unit 26, for example, the loss of any one of the plurality of actuators constituting the ACTR unit 26. The control force variable range can be calculated in response to a fall.
In addition, the control force variable range calculation unit 32 calculates a control force variable range based on the state quantity of the vehicle, for example, a control force variable range capable of achieving both operational stability and comfort. It can be calculated.

In addition, the control force variable range calculation unit 32 calculates the control force variable range based on the vehicle travel control mode, thereby calculating the control force variable range in accordance with the vehicle travel state according to the vehicle travel control mode. it can.
In addition, the control force variable range calculation unit 32 can calculate the control force variable range in accordance with the vehicle traveling state according to the driver's operation by calculating the control force variable range based on the driving operation amount.

(Second Embodiment)
Next, a second embodiment will be described with reference to the drawings. The same components as those in the first embodiment will be described with the same reference numerals.
In the second embodiment, the generated force range of the ACTR unit 26 is infinite (no limitation), and the control force variable range is not particularly limited. In the second embodiment, the control force variable range calculation unit 32 is applied with the Karnopp approximation law using the suspension stroke speed, and the control force variable range (specifically, the variable range maximum value and the variable range minimum value). Is calculated.

FIG. 9 is a block diagram illustrating a configuration example of the target control force management unit 30 in the second embodiment.
In the second embodiment, as shown in FIG. 9, the control force variable range calculation unit 32 controls the control force variable range (specifically, the variable range maximum value and the variable range minimum value) based on the suspension stroke speed of each wheel. ) Is calculated. Then, the control force variable range calculation unit 32 outputs the calculated control force variable range to the variable range comparison unit 33.

  Here, the Karnopp approximation rule applied to the control force variable range calculation unit 32 corresponds to the control force variable range when the actuator generated force is infinite. Therefore, the control force variable range calculation unit 32 calculates the maximum value and the minimum value of the control force variable range of each wheel in the same direction as the sign of the suspension stroke speed. Here, the maximum value is zero or ∞ (positive value infinity), and the minimum value is zero or −∞ (negative value infinity).

In practice, the value of ∞ is replaced with a maximum value that can be calculated by a calculation device (such as an ECU) that implements the control force variable range calculation unit 32.
The variable range comparing unit 33 includes an FL required force extracting unit 51, an FR required force extracting unit 52, an RL required force extracting unit 53, an RR required force extracting unit 54, an FL control force variable range comparing unit 55, and an FR control force variable. A range comparison unit 56, an RL control force variable range comparison unit 57, and an RR control force variable range comparison unit 58 are provided.

The FL required force extraction unit 51 includes a roll request for a driver input control request force for each wheel from each wheel required force distribution calculation unit 31 and a sprung posture control request force for each wheel from each wheel request force distribution calculation unit 31. A required force vector (FL required force vector) of the left front wheel is calculated on the basis of each required force of force, pitch required force and bounce required force.
Further, the FR required force extraction unit 52 calculates the driver input control required force for each wheel from each wheel required force distribution calculation unit 31 and the sprung posture control required force for each wheel from each wheel required force distribution calculation unit 31. A required force vector (FR required force vector) of the right front wheel is calculated based on each required force of the roll required force, the pitch required force, and the bounce required force.

Further, the RL required force extraction unit 53 includes a driver input control request force for each wheel from each wheel request force distribution calculation unit 31 and a sprung posture control request force for each wheel from each wheel request force distribution calculation unit 31. A required force vector (RL required force vector) of the left rear wheel is calculated based on each required force of the roll required force, the pitch required force, and the bounce required force.
Further, the RR required force extraction unit 54 calculates the driver input control required force for each wheel from each wheel required force distribution calculation unit 31 and the sprung posture control required force for each wheel from each wheel required force distribution calculation unit 31. A required force vector (RR required force vector) of the right rear wheel is calculated based on each required force of the roll required force, the pitch required force, and the bounce required force.

And each required force extraction part 51-54 outputs the calculated required force vector of each wheel to each corresponding control force variable range comparison part 55-58.
The FL control force variable range comparison unit 55 includes the required force vector of the left front wheel from the FL required force extraction unit 51 and the control force variable range from the control force variable range calculation unit 32 (specifically, the variable range maximum value and variable (Minimum range value) is entered. The FL control force variable range comparison unit 55 compares the required force vector of the left front wheel with the control force variable range, and extracts only the control force that can be output as a damping force. Then, the FL control force variable range comparison unit 55 outputs the extracted control force to the target control force calculation unit 34.

  Further, the FR control force variable range comparison unit 56 includes a request force vector for the right front wheel from the FR required force extraction unit 52 and a control force variable range from the control force variable range calculation unit 32 (specifically, a variable range maximum value). And the minimum value of the variable range). The FR control force variable range comparison unit 56 compares the required force vector of the right front wheel with the control force variable range, and extracts only the control force that can be output as a damping force. Then, the FR control force variable range comparison unit 56 outputs the extracted control force to the target control force calculation unit 34.

  The RL control force variable range comparison unit 57 includes a left rear wheel required force vector from the RL required force extraction unit 53 and a control force variable range from the control force variable range calculation unit 32 (specifically, the variable range maximum Value and minimum variable range). The RL control force variable range comparison unit 57 compares the required force vector of the left rear wheel with the control force variable range, and extracts only the control force that can be output as a damping force. Then, the RL control force variable range comparison unit 57 outputs the extracted control force to the target control force calculation unit 34.

Further, the RR control force variable range comparison unit 58 includes a right rear wheel request force vector from the RR request force extraction unit 54 and a control force variable range from the control force variable range calculation unit 32 (specifically, the variable range maximum Value and minimum variable range). The RR control force variable range comparison unit 58 compares the required force vector of the right rear wheel with the control force variable range, and extracts only the control force that can be output as a damping force. Then, the RR control force variable range comparison unit 58 outputs the extracted control force to the target control force calculation unit 34.
The target control force calculation unit 34 outputs the extracted driver input control force, roll control force, pitch control force, and bounce control force (all or a part of these control forces) for each wheel. Synthesize.
The other configuration of the suspension control device 1 of the second embodiment is the same as the configuration of the suspension control device 1 of the first embodiment.

(Operation etc.)
An example of a process of calculating the final target control force in the target control force management unit 30 during undulating travel will be described.
FIG. 10 is a diagram illustrating an example of a final target control force calculation process in the target control force management unit 30 during the swell travel as illustrated in FIG. In the example shown in FIG. 10, the target control force management unit 30 calculates the final target control force from the bounce request force for the bounce vibration component of the vehicle vibration and the pitch request force for the pitch vibration component of the vehicle vibration. .

  As shown in FIG. 10A, the target control force management unit 30 calculates a bounce request force and a pitch request force as a sprung posture control request force including a non-damping force. Then, as shown in FIGS. 10B and 10C, the target control force management unit 30 compares the calculated bounce request force and pitch request force with the control force variable range based on the Karnopp approximation rule, and generates a bounce request. A control force corresponding to each of the force and the required pitch force is calculated (extracted).

Then, as shown in FIGS. 10D and 10E, the target control force management unit 30 synthesizes control forces corresponding to the bounce request force and the pitch request force to calculate the final target control force.
Thus, in the second embodiment, the target control force management unit 30 can calculate the final target control force as a value capable of generating the damping force even when the Karnopp approximation rule is used. Thereby, the suspension control apparatus 1 of this embodiment can suppress each sprung behavior of each vibration component of the vehicle vibration. As a result, the suspension control device 1 of the present embodiment can generate a damping force that returns the vehicle speed fluctuation to the zero line.

(Effect of 2nd Embodiment)
The second embodiment has the following effects in addition to the effects of the first embodiment.
(1) The control force variable range calculation unit 32 calculates the control force variable range based on the Karnopp approximation rule using the suspension stroke speed.
Thereby, the target control force management unit 30 can calculate the final target control force in accordance with the Karnopp approximation rule.

(Third embodiment)
Next, a third embodiment will be described with reference to the drawings. The same components as those in the first embodiment will be described with the same reference numerals.
In the third embodiment, the Karnopp approximation law is realized by switching processing.
The third embodiment will be described on behalf of a configuration example relating to the left front wheel of the target control force management unit 30.
FIG. 11 is a block diagram illustrating a configuration example relating to the left front wheel of the target control force management unit 30 in the third embodiment.
As shown in FIG. 11, the target control force management unit 30 includes an FL required force extraction unit 51, a multiplication unit 61, a comparison unit 62, a zero value output unit 63, a switch unit 64, and a target control force calculation unit 34. ing.

The FL required force extraction unit 51 includes a roll request for a driver input control request force for each wheel from each wheel required force distribution calculation unit 31 and a sprung posture control request force for each wheel from each wheel request force distribution calculation unit 31. A required force vector for the left front wheel is calculated based on each of the required force, the required force for pitch, the required force for pitch and the bounce required force. Then, the FL required force extraction unit 51 outputs the calculated required force vector of the left front wheel to the multiplication unit 61 and the switch unit 64.
In addition to the left front wheel required force vector from the FL required force extraction unit 51, the multiplication unit 61 receives the suspension stroke speed of the left front wheel. The multiplication unit 61 calculates a multiplication value of the required force vector and the suspension stroke speed. Then, the multiplication unit 61 outputs the calculated multiplication value to the comparison unit 62.

The comparison unit 62 determines whether or not the multiplication value from the multiplication unit 61 is greater than or equal to zero. Then, the comparison unit 62 outputs the determination result to the switch unit 64.
When the comparison unit 62 determines that the multiplication value is equal to or greater than zero, the switch unit 64 outputs the required force vector from the FL required force extraction unit 51 to the target control force calculation unit 34. Further, when the comparison unit 62 determines that the multiplication value is less than zero, the switch unit 64 outputs the zero value from the zero value output unit 63 to the target control force calculation unit 34.

In the configuration shown in FIG. 11 described above, the FL required force extraction unit 51 is included in the variable range comparison unit 33. Further, the multiplication unit 61, the comparison unit 62, the zero value output unit 63, and the switch unit 64 are included in the control force variable range calculation unit 32 and the variable range comparison unit 33 based on the Karnopp approximation rule.
Moreover, the structure which concerns on the right front wheel of the target control force management part 30 and a right-and-left rear wheel is also the structure similar to FIG. The other configuration of the suspension control device 1 of the third embodiment is the same as the configuration of the suspension control device 1 of the first embodiment.

(Operation etc.)
Operation | movement of the target control force management part 30 of this embodiment, etc. are demonstrated contrasting with the comparative example of this embodiment.
FIG. 12 is a diagram illustrating an overview of processing to which the Karnopp approximation rule is applied, which is realized by the configuration of the target control force management unit 30 in FIG. 11. The example illustrated in FIG. 12 is an example in which the target control force management unit 30 calculates the final target control force based on the bounce request force FB, the roll request force FR, and the pitch request force FP.

  As shown in FIG. 12, the target control force management unit 30 uses the required force and suspension stroke speed of the bounce required force FB, the roll required force FR, and the pitch required force FP of the sprung posture control required force, and the Karnopp By applying an approximation rule, outputs FBout, FRout, and FPout of the bounce required force FB, the roll required force FR, and the pitch required force FP are calculated. Then, the target control force management unit 30 calculates the target control force Fout by combining the outputs FBout, FRout, and FPout.

FIG. 13 is a diagram illustrating a comparative example of the present embodiment.
In the comparative example of this embodiment, as shown in FIG. 13, after synthesizing each required force of the bounce required force FB, the roll required force FR, and the pitch required force FP, the Karnopp approximation law is applied to obtain the target control force. Fout is calculated.
Next, the difference in damping force (target control force) calculated between the configuration of the present embodiment shown in FIG. 12 and the configuration of the comparative example of the present embodiment shown in FIG. 13 will be described with reference to FIGS. To do.

  Here, FIG. 14 is a diagram illustrating temporal changes in the bounce required force, the pitch required force, and the roll required force processed by the configuration of the present embodiment and the configuration of the comparative example of the present embodiment. FIG. 15 is a diagram illustrating a processing result in which the Karnopp approximation law is applied to each required force of the bounce required force, the roll required force, and the pitch required force according to the configuration of the present embodiment. FIG. 15 is a diagram illustrating a difference in damping force calculated between the configuration of the present embodiment and the configuration of the comparative example of the present embodiment.

In the comparative example of this embodiment, the damping shown in FIG. 16 is obtained by applying the Karnopp approximation law after synthesizing each required force of the bounce required force, the roll required force, and the pitch required force as shown in FIG. Power is obtained.
In contrast, in the present embodiment, first, the Karnopp approximation law is applied to each required force of the bounce required force, the roll required force, and the pitch required force as shown in FIG. To obtain the required power. In the present embodiment, a damping force as shown in FIG. 16 is obtained by combining the required forces of the bounce required force, the roll required force, and the pitch required force shown in FIG.
As shown in the result of FIG. 16 obtained in this way, the damping force is different between this embodiment and the comparative example.

  For example, taking part a and part b in FIG. 16 as an example, in the comparative example of this embodiment, as shown in part a and part b in FIG. 14 corresponding to part a and part b in FIG. The pitch force required force is canceled because it has a different sign from the bounce required force. Further, in the comparative example of the present embodiment, the bounce request power is also reduced.

On the other hand, in the present embodiment, the pitch force required force is different from the bounce required force as shown in FIG. 14 and FIG. 15 corresponding to the a portion and b portion in FIG. Even if the sign is the same as the suspension stroke speed, the sign is output as the control force as it is. Further, in this embodiment, the bounce request power is not reduced.
In this way, the present embodiment and the comparative example have different damping forces. Therefore, in the present embodiment, the damping force can be generated even in a scene where the damping force is not generated in the comparative example of the present embodiment.

Moreover, FIG. 17 is a figure which shows the result of the sprung vertical speed (m / s) of this embodiment and the comparative example of this embodiment. Moreover, FIG. 18 is a figure which shows the result of the sprung pitch rate (deg / s) of this embodiment and the comparative example of this embodiment. Moreover, FIG. 19 is a figure which shows the result of the sprung roll rate (deg / s) of this embodiment and its comparative example.
As shown in FIGS. 17 to 19, all of the sprung vertical speed, sprung pitch rate, and sprung roll rate have smaller PP values (peak to peak values) in the present embodiment.

(Effect of the third embodiment)
The third embodiment has the following effects in addition to the effects of the first embodiment.
(1) The target control force management unit 30 switches the switch unit 64 to output the required force vector itself to the target control force calculation unit 34 when the multiplication value of the required force vector and the suspension stroke speed is zero or more. Further, the target control force management unit 30 switches the switch unit 64 to output the zero value to the target control force calculation unit 34 when the multiplication value of the required force vector and the suspension stroke speed is less than zero.
As described above, the target control force management unit 30 realizes the Karnopp approximation law by the switching process when there is no variable range limitation other than the Karnopp approximation law. As a result, the target control force management unit 30 has a reduced calculation load or a simplified calculation.

(Fourth embodiment)
Next, a fourth embodiment will be described with reference to the drawings. The same components as those in the first embodiment will be described with the same reference numerals.
In the fourth embodiment, the vehicle roll direction control is preferentially performed.
4th Embodiment is described on behalf of the structural example which concerns on the left front wheel of the target control force management part 30. FIG.

FIG. 20 is a block diagram illustrating a configuration example relating to the left front wheel of the target control force management unit 30 in the fourth embodiment.
As shown in FIG. 20, the target control force management unit 30 includes first to third Karnopp law operation units 71, 72, 73, first to third zero value output units 74, 75, 76, to which the Karnopp approximation law is applied. The first to third switch parts 77, 78, 79 and the first and second adder parts 80, 81 are provided.
The first Karnopp law calculation unit 71 receives the bounce required force and the suspension stroke speed of the left front wheel. The first Karnopp law calculation unit 71 uses these input values to calculate a bounce demand force that can be output as a damping force based on the Karnopp approximation law. Then, the first Karnopp law calculation unit 71 outputs the calculated bounce request force to the first switch unit 77. In addition, the first Karnopp rule calculation unit 71 outputs a sign match signal (True or False) between the bounce required force and the stroke speed when applying the Karnopp approximation rule to the first switch unit 77.

  Further, the second Karnopp rule calculation unit 72 receives the required pitch force of the left front wheel and the suspension stroke speed. The second Karnopp rule calculation unit 72 calculates a required pitch force that can be output as a damping force based on the Karnopp approximation rule using these input values. Then, the second Karnopp rule calculation unit 72 outputs the calculated pitch request force to the first addition unit 80. In addition, the second Karnopp law calculation unit 72 outputs a sign matching signal (True or False) between the required pitch force and the stroke speed when applying the Karnopp approximation law to the second switch unit 78.

  Further, the third Karnopp rule calculation unit 73 receives the required roll force and the suspension stroke speed of the left front wheel. The third Karnopp law calculation unit 73 calculates the required roll force that can be output as a damping force based on the Karnopp approximation law using these input values. Then, the third Karnopp rule calculation unit 73 outputs the calculated roll request force to the second addition unit 81. In addition, the third Karnopp rule calculation unit 73 outputs a sign matching signal (True or False) between the required pitch force and the stroke speed when applying the Karnopp approximation rule to the third switch unit 79.

  The first switch unit 77 selects an output based on the sign match signal from the first Karnopp rule calculation unit 71. Specifically, when the sign match signal is True, the first switch unit 77 outputs the bounce request power from the first Karnopp law calculation unit 71 to the first addition unit 80. Further, the first switch unit 77 outputs the zero value from the first zero value output unit 74 to the first addition unit 80 when the sign match signal is False.

The first addition unit 80 adds the value FB (the bounce request force or zero value other than zero value) from the first switch unit 77 and the pitch request force FP from the second Karnopp rule calculation unit 72. Then, the first addition unit 80 outputs the addition value to the second switch unit 78.
The second switch unit 78 selects an output based on the sign match signal from the second Karnopp rule calculation unit 72. Specifically, the second switch unit 78 outputs the addition value FB from the first addition unit 80 to the second addition unit 81 when the sign match signal is True. Further, the second switch unit 78 outputs the zero value from the second zero value output unit 75 to the second addition unit 81 when the sign match signal is False.

The second addition unit 81 adds the value FPB (addition value or zero value from the first addition unit 80) from the second switch unit 78 and the roll required force FR from the third Karnopp law calculation unit 73. Then, the second addition unit 81 outputs the addition value to the third switch unit 79.
The third switch unit 79 selects an output based on the sign match signal from the third Karnopp rule calculation unit 73. Specifically, the third switch unit 79 outputs the addition value FPBR from the second addition unit 81 as the final target control force when the sign match signal is True. Moreover, the 3rd switch part 79 outputs the zero value FPBR from the 3rd zero value output part 76 as a final target control force, when a code | symbol coincidence signal is False.

Here, the first to third Karnopp rule calculation units 71 to 73, the first to third zero value output units 74 to 76, the first to third switch units 77 to 79 are the control force variable range calculation unit 32 and the variable. The range comparison unit 33 is included. Further, the first and second addition units 80 and 81 are included in the target control force calculation unit 34.
Moreover, the structure which concerns on the left front wheel of the target control force management part 30 and a right-and-left rear wheel is also the same structure as FIG. The other configuration of the suspension control device 1 of the fourth embodiment is the same as the configuration of the suspension control device 1 of the first embodiment.

(Operation etc.)
An example of the operation of the target control force management unit 30 will be described.
When the sign coincidence signal from the second Karnopp rule calculation unit 72 is True, the target control force management unit 30 calculates a control force obtained by combining the bounce request force and the pitch request force. On the other hand, the target control force management unit 30 outputs a zero value when the code coincidence signal from the second Karnopp rule calculation unit 72 is False. Therefore, even when the target control force management unit 30 calculates the bounce request force as a value other than zero, when the sign match signal from the second Karnopp rule calculation unit 72 is False, it outputs a zero value.

  Moreover, the target control force management part 30 calculates the control force which synthesize | combined the control force and roll required force from the 2nd switch part 78, when the code | symbol coincidence signal from the 3rd Karnopp rule calculating part 73 is True. On the other hand, the target control force management unit 30 outputs a zero value when the code coincidence signal from the third Karnopp rule calculation unit 73 is False. Therefore, even if the target control force management unit 30 calculates the bounce request force or the pitch request force as a value other than zero, the target control force management unit 30 outputs a zero value if the sign coincidence signal from the third Karnopp rule calculation unit 73 is False. To do.

  As a result of such processing, the target control force management unit 30 enables the bounce required force and the pitch request only when the signs of the bounce required force, the pitch required force, and the roll required force coincide with the signs of the suspension stroke speed. The final target control force is output as the sum of the force and the roll required force.

  In addition, even if the sign of the bounce demand force matches the sign of the suspension stroke speed, the target control force management unit 30 can determine the final non-zero value if the sign of the roll demand force does not coincide with the sign of the suspension stroke speed. The target control force cannot be output. That is, the target control force management unit 30 cannot output a final target control force other than a zero value unless at least the sign of the roll request force matches the sign of the suspension stroke speed. In other words, the target control force management unit 30 increases the priority of the control force calculation in the order of the bounce request force, the pitch request force, and the roll request force (preset priority) to obtain the final target control force. Is calculated.

Next, a comparison result between the roll rate and bounce speed obtained by the configuration of the third embodiment and the roll rate and bounce speed obtained by the configuration of the fourth embodiment will be described.
FIG. 21 is a diagram comparing changes in roll rate over time between the configuration of the third embodiment and the configuration of the fourth embodiment. FIG. 22 is a diagram comparing temporal changes of the bounce speed between the configuration of the third embodiment and the configuration of the fourth embodiment.
Among these results, in particular, the roll rate has a smaller PP value in the fourth embodiment, as shown in FIG.

(Effect of 4th Embodiment)
The fourth embodiment has the following effects in addition to the effects of the first embodiment.
(1) The target control force management unit 30 compares the control force variable range and the bounce required force with the first Karnopp law calculation unit 71 and the first switch unit 77, and extracts the bounce request force within the control force variable range. . Further, the target control force management unit 30 combines the extracted bounce request force and pitch request force with the first addition unit 80. Furthermore, the target control force management unit 30 compares the control force obtained by the synthesis by the second Karnopp law calculation unit 72 and the second switch unit 78 with the control force variable range, and controls the control force within the control force variable range. Extract (FPB).

In addition, the target control force management unit 30 combines the extracted control force (FPB) and the roll request force by the second addition unit 81. Then, the target control force management unit 30 compares the control force obtained by the synthesis with the third Karnopp law operation unit 73 and the third switch unit 79 and the control force variable range, and controls the control force within the control force variable range. Extract (FPBR).
Through the above processing, the target control force management unit 30 realizes sequentially synthesizing each vibration component of the vehicle vibration.

(2) The target control force management unit 30 compares the control force variable range with the bounce request force, the pitch request force, and the roll request force by the first to third Karnopp rule calculation units 71 to 73, respectively, and the control force is variable. Extract control force within range.
The target control force management unit 30 includes the first to third zero value output units 74, 75, and 76, the first to third switch units 77, 78, and 79, and the first and second addition units 80 and 81. The extracted control forces are sequentially synthesized based on preset priorities to calculate the final target control force.
The suspension control device 1 can suppress the vibration component to be preferentially suppressed by the damping force control by performing the damping force control using the final target control force calculated as described above.

(3) The target control force management unit 30 calculates the final target control force by sequentially synthesizing in the order of the bounce request force (control force), the pitch request force (control force), and the roll request force (control force). .
Here, for example, in damping force control to which modal skyhook control is applied, the damping force variable shock absorber is a passive element. Therefore, for example, although the control force of the bounce vibration component is output, it may be unavoidable that the roll vibration component is amplified depending on the road surface undulation. On the other hand, from the sensation of the occupant, in the 1 to 3 Hz band where sprung resonance (bounce, roll, pitch) exists, the sensitivity of bounce, pitch, and roll increases in that order and becomes conspicuous.
For this reason, the suspension control device 1 according to the present embodiment performs damping force control using the final target control force calculated by sequentially combining the bounce request force, the pitch request force, and the roll request force in this order. Thus, it is possible to realize the damping force control matched with the passenger sensitive to the roll vibration component.

(Modification of this embodiment)
In this embodiment, the target control force is calculated using the target driver control force based on the driving operation state of the driver, but only the target sprung posture control force is used without using this target driver control force. A target control force may be calculated.
Further, in the present embodiment, the bounce required force, the pitch required force, and the roll required force are calculated from the sprung posture control required force, but at least two of these required force ( The required force for the vibration component having two degrees of freedom may be calculated, and processing corresponding thereto may be performed.

  In the fourth embodiment, the final target control force is calculated so that the priority of the control force calculation is increased in the order of the bounce request force, the pitch request force, and the roll request force. However, the present invention is not limited to this. Not. For example, in the fourth embodiment, the priority order may be set based on the vehicle speed, the travel control mode, the driving operation amount, and the like.

  Although the embodiments of the present invention have been specifically described above, the scope of the present invention is not limited to the illustrated and described exemplary embodiments, and effects equivalent to those intended by the present invention. All embodiments that provide are also included. Further, the scope of the present invention is not limited to the combination of features of the invention defined by claim 1 but can be defined by any desired combination of specific features among all the disclosed features. .

DESCRIPTION OF SYMBOLS 1 Suspension control apparatus, 25 Control signal conversion part, 26 ACTR part, 30 Target control force management part, 32 Control force variable range calculation part, 33 Variable range comparison part, 34 Target control force calculation part

Claims (7)

In a suspension control device including a damping force generation unit that generates a damping force,
An outputable range calculating means for calculating a possible output range of the control force to be attenuated;
Each control calculated from the output possible range calculated by the outputable range calculating means and at least two vibration components of a bounce vibration component of vehicle vibration, a pitch vibration component of vehicle vibration, and a roll vibration component of vehicle vibration Control force within the range that can be output individually for the at least two vibration components of the bounce vibration component of the vehicle vibration, the pitch vibration component of the vehicle vibration, and the roll vibration component of the vehicle vibration. Control force extracting means for extracting;
Target control force calculating means for calculating a target control force obtained by combining the control forces extracted by the control force extracting means;
Control means for controlling the damping force generator based on the target control force calculated by the target control force calculation means;
A suspension control device comprising:   The suspension control apparatus according to claim 1, wherein the outputable range calculation means calculates the outputable range based on a suspension stroke speed.   The outputable range calculation means can further output the output based on at least one of the range in which the damping force can be generated by the damping force generation unit, the vehicle state quantity, the vehicle travel control mode, and the driving operation quantity. The suspension control device according to claim 2, wherein a range is calculated.   The suspension control device according to any one of claims 1 to 3, wherein the outputable range calculation means calculates the outputable range based on a Karnopp approximation rule using a suspension stroke speed. .   The control force extraction means compares the output possible range calculated by the output possible range calculation means with a control force calculated from at least one vibration component of vehicle vibration, and controls within the output possible range. Force is extracted, the extracted control force and the control force calculated from the remaining vibration component of the vehicle vibration are combined, and the combined control force and the output calculated by the outputable range calculation means The suspension control device according to any one of claims 1 to 4, wherein a control force within the output possible range is extracted by comparing with a possible range.   The target control force calculating means synthesizes the control force with the control force for the bounce vibration component of the vehicle vibration, the pitch vibration component of the vehicle vibration, and the roll vibration component of the vehicle vibration that can be extracted by the control force extraction means. The suspension control device according to any one of claims 1 to 5, wherein the target control force is calculated by sequentially combining in order of increasing priority set in advance. The priority set in advance is higher in the order of control force with respect to a bounce vibration component of vehicle vibration, a pitch vibration component of vehicle vibration, and a roll vibration component of vehicle vibration. The suspension control device described.

Images