JP2017149297A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to enhance riding comfortableness of an occupant who sits down on a seat.SOLUTION: A vehicle control device comprises: a buffer 5 which is provided between a vehicle body 1 and each wheel 2 of a vehicle and can adjust an attenuation force; occupant weight detection means (seat load sensor 14) which detects a weight M of an occupant who sits down on any one of seats provided on the vehicle body 1; storage means (storage part 8A) which stores a spring constant k and an attenuation coefficient C of the seat; a seat side spring upper speed calculating part which calculates a spring upper speed Vui at an upper side position of the seat on the basis of the weight M of the occupant, the spring constant k and the attenuation coefficient C of the seat; and an attenuation force control part which variably controls a necessary attenuation force of the buffer 5 on the basis of the spring upper speed Vui calculated by the seat side spring upper speed calculating part.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device capable of improving the ride comfort of a vehicle, for example.

  In general, a vehicle such as a four-wheel vehicle is known in which a damping force adjustment type shock absorber is provided between a vehicle body and each axle (wheel) (see, for example, Patent Document 1). This type of conventional technology detects acceleration in the downward, forward, or backward direction acting on the occupant seated in the vehicle seat, and determines the vibration stimulus to the occupant based on the amplitude and phase of the detection signal. In addition, the suspension system characteristics of the vehicle (that is, the damping force by the shock absorber) are changed by the control means based on the determination result.

JP-A-6-143958

  By the way, in the prior art mentioned above, the spring characteristic (spring constant) and damper characteristic (damping coefficient) of the seat are not taken into consideration. For this reason, there is a problem that it is difficult to sufficiently improve the riding comfort of the passenger sitting on the seat.

  The present invention has been made in view of the above-described problems of the prior art, and an object of the present invention is to provide a vehicle control device capable of improving the riding comfort of an occupant sitting on a seat. .

  In order to solve the above-described problems, the present invention detects a weight of a occupant sitting on a seat seat provided between each wheel of a vehicle and a vehicle body, and a damping force adjustable, and a seat seat provided on the vehicle body. Occupant weight detecting means, storage means for storing the spring constant and damping coefficient of the seat seat, and the sprung speed at the upper position of the seat seat to determine the weight of the occupant, the spring constant and damping coefficient of the seat seat. And a damping force control means for variably controlling a required damping force of the shock absorber based on the sprung speed by the seat side sprung speed calculation means. ing.

  According to the present invention, the ride comfort of the occupant can be improved in consideration of the spring constant (spring characteristics) and the damping coefficient (damper characteristics) of the seat.

It is a schematic diagram which shows the structure of the vehicle control apparatus by embodiment of this invention. It is a schematic diagram which shows the arrangement | positioning relationship between each buffer and each seat of a four-wheeled vehicle. It is a schematic diagram showing a roll rate, a pitch rate, and a yaw rate acting on the position of the center of gravity of a four-wheeled vehicle, a sprung speed at each shock absorber position, and a sprung speed under each seat. It is a schematic diagram showing the relationship between the upward and downward displacement under the seat, the upward and downward displacement of the occupant on the seat, the seat seat spring and the damper. It is a control block diagram which shows the structure of a controller. It is a flowchart which shows the control content by the controller in FIG. FIG. 7 is a flowchart specifically illustrating a control calculation process in FIG. 6. FIG. FIG. 8 is a flowchart specifically illustrating a control target occupant determination process in FIG. 7. FIG.

  Hereinafter, a vehicle control apparatus according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings, taking as an example a case where the vehicle control apparatus is applied to a vehicle typified by a four-wheel vehicle.

  Here, FIGS. 1 to 8 show an embodiment of the present invention. The vehicle body 1 constitutes the body of a four-wheeled vehicle (vehicle). Below the vehicle body 1, for example, left and right front wheels and left and right rear wheels (hereinafter collectively referred to as wheels 2) are provided. As shown in FIGS. 2 and 3, the wheel 2 includes a left front wheel (FL), a right front wheel (FR), a left rear wheel (RL), and a right rear wheel (RR).

  The suspension device 3 is provided between the vehicle body 1 and the wheel 2. The suspension device 3 includes a suspension spring 4 (hereinafter referred to as a spring 4) and a damping force adjusting hydraulic shock absorber (hereinafter referred to as a shock absorber) provided in parallel with the spring 4 between the vehicle body 1 and the wheel 2. 5). FIG. 1 illustrates a case where a set of suspension devices 3 is provided between the vehicle body 1 and the wheels 2. However, for example, a total of four suspension devices 3 are independently provided between the four wheels 2 and the vehicle body 1, and only one of them is shown in FIG.

  The shock absorber 5 includes an actuator 6 including a damping force adjusting valve or the like in order to continuously adjust the generated damping force characteristic (damping force characteristic) from a hard characteristic (hard characteristic) to a soft characteristic (soft characteristic). Is attached. The actuator 6 adjusts the opening degree of the damping force adjusting valve according to a command current supplied from a controller 8 described later, and adjusts the damping force on the expansion side and the contraction side. The actuator 6 is not necessarily required to continuously adjust the damping force characteristic, and may be configured to be adjustable in, for example, two stages or a plurality of stages including three or more stages.

  The vehicle body 1 is provided with a sprung acceleration sensor 7. The sprung acceleration sensor 7 is attached to the vehicle body 1 at a position near the shock absorber 5, for example. The sprung acceleration sensor 7 detects the vibration acceleration in the upward and downward directions on the vehicle body 1 side, which is a so-called spring upper side, and outputs a detection signal (sprung acceleration sensor signal) to a controller 8 described later.

  The controller 8 is composed of a microcomputer, for example, and constitutes a control means for controlling the actuator 6 of the shock absorber 5 based on a detection signal from the sprung acceleration sensor 7 or the like. The controller 8 has an input side connected to the sprung acceleration sensor 7 and the like, and is also connected to another controller 9 having information such as the vehicle speed. The controller 8 calculates a target damping force based on the vehicle information obtained from the sprung acceleration sensor 7 and the other controller 9. The controller 8 variably controls a command current (command power) corresponding to the target damping force, and outputs (supplies) this command current to the actuator 6 of each buffer 5.

  Further, the controller 8 has a storage unit 8A as storage means composed of a ROM, a RAM, a non-volatile memory, and the like. The storage unit 8A stores processing programs described later shown in FIGS. Has been. The storage unit as the storage unit may be provided in the other controller 9 as well. In this case, the storage unit 8A of the controller 8 can mutually save the stored contents with the storage unit on the other controller 9 side.

  As shown in FIGS. 2 and 3, the vehicle body 1 is provided with a plurality (for example, four) of seat sheets 10, 11, 12, and 13. These seats 10 to 13 are provided with seat load sensors 14 (for example, a total of four) shown in FIG. Each seat load sensor 14 constitutes occupant weight detection means for individually detecting the weight of the occupant sitting on each seat seat 10 to 13, and outputs the detection signal (seat load sensor signal) to the other controller 9.

  In this case, the detection signal from each seat load sensor 14 is a seat load sensor signal that individually detects the occupant weight M of each seat seat 10 to 13 as the occupant weight for each seat seat 10 to 13. For this reason, whether or not an occupant is sitting on the seats 10 to 13 can be determined (detected) depending on whether or not the signal value of the seat load sensor signal exceeds a predetermined threshold value.

  As shown in FIG. 2, the shock absorber 5 on the left front wheel (FL) side and the shock absorber 5 on the right front wheel (FR) side are disposed with a distance of a dimension Wf in the left and right directions. The shock absorber 5 on the left rear wheel (RL) side and the shock absorber 5 on the right rear wheel (RR) side are disposed with a distance of Wr in the left and right directions. The shock absorber 5 on the right front wheel (FR) side and the shock absorber 5 on the right rear wheel (RR) side are arranged at a distance of L in the front and rear directions, and the shock absorber 5 on the left front wheel (FL) side The shock absorber 5 on the left rear wheel (RL) side is similarly disposed with an interval of a dimension L.

  For example, the right front (S0) seat seat 10 on which the driver (occupant) of the vehicle sits is disposed at a position separated from the shock absorber 5 on the right front wheel (FR) side in the left and right directions by a dimension Wf1. It is disposed at a position separated by a dimension L1 in the front and rear directions. The seat 11 on the left side of the front (S1) is disposed at a position separated by a dimension Wf3 in the left and right directions from the shock absorber 5 on the left front wheel (FL) side, and is separated by a dimension L1 in the front and rear directions. Arranged in position.

  On the other hand, the rear left (S2) seat 12 is disposed at a position spaced left and right by a dimension Wr1 from the left rear wheel (RL) side shock absorber 5 and is only a dimension L3 in the front and rear directions. It is disposed at a spaced position. The rear right side (S3) seat 13 is disposed at a position separated by a dimension Wr0 in the left and right directions from the shock absorber 5 on the right rear wheel (RR) side, and is separated by a dimension L3 in the front and rear directions. Arranged in position.

  The center of gravity G of the vehicle body 1 is at the center (intermediate) position of the seats 10 to 13, for example. The front right seat (S0) seat 10 is disposed at a position separated by a dimension Wf0 in the left and right directions from the position of the center of gravity G, and is disposed at a position separated by a dimension L0 in the front and rear directions. Yes. The seat 11 on the front left side (S1) is disposed at a position separated from the position of the center of gravity G by a dimension Wf2 in the left and right directions, and is disposed at a position separated by a dimension L0 in the front and rear directions. Yes.

  The rear left seat (S2) seat 12 is disposed at a position separated by a dimension Wf2 in the left and right directions from the position of the center of gravity G, and is disposed at a position separated by a dimension L2 in the front and rear directions. . The rear right side (S3) seat 13 is disposed at a position separated by a dimension Wf0 in the left and right directions from the position of the center of gravity G, and is disposed at a position separated by a dimension L2 in the front and rear directions. .

  As shown in FIG. 3, the center of gravity G of the vehicle body 1 includes a roll rate AVx caused by left and right vibrations, a pitch rate AVy caused by forward and rearward vibrations, and a yaw rate AVz caused by angular velocity around the center of gravity G. work. The roll rate AVx is detected by a roll rate sensor made of, for example, a gyro provided on the vehicle body 1. The pitch rate AVy is detected by a pitch rate sensor including a gyro provided on the vehicle body 1. The yaw rate AVz is also detected by a similar sensor. One three-dimensional gyro may also serve as the above-described roll rate sensor, pitch rate sensor, or the like, and can also be detected by signals from a plurality of acceleration sensors or a plurality of vehicle height detectors.

  As shown in FIG. 3, a sprung speed VFL is generated in the vehicle body 1 due to vibration during traveling at the position of the shock absorber 5 on the left front wheel (FL) side. At the position of the shock absorber 5 on the right front wheel (FR) side, a sprung speed VFR is generated in the vehicle body 1. At the position of the shock absorber 5 on the left rear wheel (RL) side, a sprung speed VRL is generated in the vehicle body 1. At the position of the shock absorber 5 on the right rear wheel (RR) side, a sprung speed VRR is generated in the vehicle body 1.

  Here, when the sprung acceleration sensor 7 is provided on the vehicle body 1 at a position corresponding to the shock absorber 5 on the right front wheel (FR) side, for example, the sprung speed VFR on the right front wheel (FR) side is the sprung acceleration. It can be obtained by integrating the downward acceleration detected by the sensor 7. Thereby, the sprung speed VFL on the left front wheel (FL) side can be obtained by the following equation (1). The sprung speed VRR on the right rear wheel (RR) side can be obtained by the following equation (2), and the sprung speed VRL on the left rear wheel (RL) side can be obtained by the following equation (3). it can.

  The sprung speed VG at the position of the center of gravity G can be obtained by the following equation (4). Further, as shown in FIG. 2, the shock absorber 5 on the left front wheel (FL) side and the shock absorber 5 on the right front wheel (FR) side are arranged at a distance of a dimension Wf in the left and right directions, and the center of gravity G is At the position of the dimension (Wf / 2). This dimension (Wf / 2) is equal to the left and right dimension (Wf0 + Wf1) as well as the left and right dimension (Wf2 + Wf3) as shown in the following equation (5).

  Here, when the position of the center of gravity G of the vehicle body 1 is a reference position, the lower position of the seat 10 on the front right side (S0) with respect to the sprung speed VG at the reference position (that is, the position of the center of gravity G). The sprung speed Vs0 is calculated from the relationship between the position of the center of gravity G and the position of the seat 10 by the following equation (6). That is, the sprung speed Vs0 under the seat can be obtained by the equation (6).

  Similarly, the sprung speed Vs1 at the lower position of the seat 11 on the left side of the front (S1), that is, the sprung speed Vs1 under the seat, can be obtained by the following equation (7). Further, the sprung speed Vs2 at the lower position of the rear left side (S2) seat seat 12, that is, the sprung speed Vs2 under the seat, can be obtained by the following equation (8). Furthermore, the sprung speed Vs3 at the lower position of the seat 13 on the rear right side (S3), that is, the sprung speed Vs3 under the seat, can be obtained by the following equation (9).

  When the sprung speeds Vs0, Vs1, Vs2, and Vs3 under the seat are expressed as the sprung speed Vsi (i = 0, 1, 2, 3), the sprung speed Vsi under the seat is determined by the vehicle body 1 under the seat. There is a relationship (Vsi = dZsi / dt) according to the following formula 10 with respect to the upward and downward displacement Zsi. As a result, the upper and lower displacement Zsi (see FIG. 4) of the vehicle body 1 under the seat can be obtained by integrating the sprung speed Vsi under the seat.

  When the sprung speeds Vu0, Vu1, Vu2, and Vu3 on the upper side of the seats 10 to 13 are expressed as the sprung speed Vui (i = 0, 1, 2, 3) on the seat, the sprung speed Vui on the seat. Is in a relationship (Vui = dZui / dt) according to the following equation (11) with respect to the upward and downward displacement Zui of the occupant on the seat. Thereby, the upper and lower displacement Zui (see FIG. 4) of the occupant on the seat can be obtained by integrating the sprung speed Vui on the seat.

  FIG. 4 shows a control model in a state where an occupant is seated in any of the seat sheets 10 to 13. The weight M of the passenger is detected by the seat load sensor 14 shown in FIG. The seats 10 to 13 are analyzed into a configuration including a spring 15 having a spring constant k and a damper 16 having a damping coefficient C. The seats 10 to 13 support, for example, an occupant having a weight M from the lower side in a vibration-damped state, with the spring characteristics of the spring 15 and the damper characteristics of the damper 16. For this reason, the equation of motion when the occupant of weight M vibrates in the upward and downward directions is obtained as the following Equation 12, Equation 13, Equation 14, and Equation 15.

  Here, as shown in FIG. 5, the controller 8 includes a seat side sprung speed calculation unit 17 as a seat side sprung speed calculation unit and a damping force control unit 18 as a damping force control unit. ing. The seat-side sprung speed calculation unit 17 performs processing according to steps 11 to 14 in FIG. 7 (that is, occupant determination processing to be controlled, sprung speed calculation processing of the center of gravity G, sprung speed calculation processing under the seat, and on-seat The sprung speed calculation process).

  As a result, the seat-side sprung speed calculation unit 17 sets the sprung speed (dZui / dt) at the upper seat position of any one of the seats 10 to 13, that is, the sprung speed Vui on the seat, under the seat. 14 formula, 15 formula, etc. based on the sprung speed Vsi (Vsi = dZsi / dt), the upward and downward displacement Zsi, the weight M of the occupant, the spring constant k of the seats 10 to 13 and the damping coefficient C Calculate by The damping force control unit 18 variably changes the necessary damping force of the shock absorber 5 (that is, the target damping force shown in FIG. 5) based on the sprung speed Vui obtained by calculation by the seat side sprung speed calculation unit 17. Control. That is, the damping force control unit 18 executes suspension control at step 15 in FIG.

  Here, a processing program corresponding to the processing procedures of FIGS. 6 to 8 is stored in the storage unit 8A (see FIG. 1) of the controller 8, and the spring constant k and damping coefficient C of the seats 10 to 13 are stored. Are stored in an updatable manner. The spring constant k and the damping coefficient C may be set to different values for the respective seats 10 to 13, but in the present embodiment, they are set to the same value to simplify the explanation. As an example.

  The vehicle control apparatus according to the present embodiment has the above-described configuration. Next, processing for variably controlling the damping force characteristic of the shock absorber 5 using the controller 8 will be described with reference to FIG. .

  First, when the control process shown in FIG. 6 is started upon receiving power supply accompanying the start of the engine of the vehicle, the controller 8 is initialized in step 1. Next, in step 2, for example, it is determined whether or not the control period of about 5 to 10 ms has been reached, and the process waits until the control period is reached while determining “NO”. Then, when “YES” is determined in Step 2 and the control period is reached, the process proceeds to the next Step 3 to output a command current corresponding to the control command value calculated in the previous control period to the actuator 6. Thereby, the actuator 6 of the shock absorber 5 is driven. Thereafter, in step 4, other port outputs such as lamps are performed.

  Next, in step 5, the sprung acceleration sensor signal is read from the sprung acceleration sensor 7, and information such as vehicle speed and wheel speed as a vehicle state signal input from another controller 9 through communication, and a seat load sensor 14 reads the seat load sensor signal and the like. Then, in the control calculation process in the next step 6, for example, a control calculation such as riding comfort control is performed from the information obtained in step 5 to obtain a control command value (current command value) corresponding to the target damping force. Specifically, the controller 8 calculates a target damping force (necessary damping force) based on the Skyhook theory, for example, and outputs a control command value corresponding to the target damping force.

  The control command value output in step 6 drives and controls the actuator 6 of the shock absorber 5 in the next step 3 every time the control cycle determined as “YES” in step 2 is reached. Used for. Thereby, the damping force characteristic of the shock absorber 5 is continuously controlled by being variable between a hard characteristic (hard characteristic) and a soft characteristic (soft characteristic).

  Next, the control calculation processing in step 6 of FIG. 6 will be specifically described according to the processing procedure shown in FIG.

  In step 11 of FIG. 7, the occupant determination process to be controlled is executed according to the processing procedure shown in FIG. 8 described later. In the next step 12, the sprung speed VG at the position of the center of gravity G of the vehicle body 1 is calculated by, for example, the equation (4). Here, when the position of the center of gravity G of the vehicle body 1 is set as the reference position, the processing of step 12 is performed by the sprung speed at the predetermined reference position of the vehicle body 1 (that is, the sprung speed VG at the position of the center of gravity G). The reference position sprung speed calculation means for calculating () is embodied.

  In the next step 13, the sprung speeds Vs 0, Vs 1, Vs 2, Vs 3 below the corresponding seats, that is, sprung speeds, for any of the seats 10 to 13 in which the occupant to be controlled determined in step 11 is seated. Vsi (i = 0, 1, 2, 3) is calculated by any one of the equations 6-9. The process of step 13 calculates the sprung speed Vsi at any one of the lower positions of the seats 10 to 13 based on the sprung speed at the reference position (sprung speed VG at the position of the center of gravity G). This embodiment embodies a sprung speed calculation means under the seat. The upward / downward displacement Zsi of the vehicle body 1 under the seat can be obtained by integrating the sprung speed Vsi under the seat (ie, Vsi = dZsi / dt).

  In the next step 14, the sprung speeds Vu0, Vu1, Vu2, and Vu3 (that is, the sprung speed Vui = dZui / dt) on the corresponding seats are calculated based on the above-mentioned formulas 14, 15 and the like. The speed Vsi is calculated based on the sprung speed Vsi = dZsi / dt, the upward and downward displacement Zsi, the occupant weight M, the spring constant k of the seats 10 to 13 and the damping coefficient C. The processing of step 14 is performed based on the weight of the occupant M, the spring constant k of the seat seat, and the damping coefficient C based on the sprung speed (Vsi = dZsi / dt) by the sprung speed calculation means under the seat. This embodiment embodies a sprung speed calculation means on a seat for calculating a sprung speed at a position (Vui = dZui / dt).

  Next, in step 15, suspension control is executed by the damping force control unit 18 of the controller 8. In this case, the damping force control unit 18 variably controls the required damping force of the shock absorber 5 (that is, the target damping force shown in FIG. 5) based on the sprung speed Vui calculated in the process of step 14. To do. Then, the process returns in the next step 16 and the processes in and after step 11 are repeated.

  Next, the occupant determination process to be controlled in step 11 of FIG. 7 will be specifically described according to the processing procedure shown in FIG.

  In step 21 of FIG. 8, it is determined whether or not the occupant has sat on the rear right side (S3) seat 13 and got on. If "YES" is determined in the step 21, the occupant sitting on the rear right (S3) seat 13 is determined as a control object in the next step 22, and the process returns in the step 23. In this case, the process over steps 12 to 16 in FIG. 7 is performed with the occupant sitting on the rear right (S3) seat 13 being controlled.

  On the other hand, if “NO” is determined in step 21, it is determined in next step 24 whether or not the occupant is seated on the rear left seat (S 2) seat 12. If "YES" is determined in the step 24, the occupant sitting on the rear left seat seat 12 is determined as a control object in the next step 25, and the process returns in the step 23. In this case, the process over steps 12 to 16 in FIG. 7 is performed with the occupant sitting on the rear left (S2) seat 12 being the control target.

  If “NO” is determined in the step 24, it is determined in a next step 26 whether or not the occupant sits on the seat 11 on the left side of the front (S 1). If "YES" is determined in the step 26, the occupant sitting on the seat 11 on the front left side (S1) is determined as a control object in the next step 27, and the process returns in the step 23. In this case, the process over steps 12 to 16 in FIG. 7 is performed with the occupant sitting on the front left (S1) seat 11 being controlled.

  On the other hand, when it is determined as “NO” in step 26, it is a case where no occupant is seated on the seats 11 to 13. Therefore, in this case, the front right seat (S0) seat 10 is determined as a control target. And in the state where the passenger | crew sat down on the seat seat 10, the process over steps 12-16 of FIG. 7 is performed by making the passenger | crew sat down in the seat sheet 10 of the front right side (S0) into control object.

  As described above, in the control target occupant determination process shown in FIG. 8, the priority order of the plurality of seat seats 10 to 13 is determined according to the processing procedure in steps 21 to 28. In this case, for example, the rear right (S3) seat 13, the rear left (S2) seat 12, the front left (S1) seat 11, and the front right (S0) seat 10 are in this order. A priority of 10-13 is determined.

  Thus, according to the present embodiment, the seat-side sprung speed calculation unit 17 of the controller 8 performs the sprung speed (Vui = dZui /) at the upper position of the corresponding seats 10 to 13 according to a predetermined priority order. dt), and the damping force control unit 18 outputs a damping force command based on the sprung speed (Vui = dZui / dt) according to the priority order of the seats 10 to 13 (FL, FR, RL, RR). ) Is output to the shock absorber 5.

  Thereby, optimal suspension control with respect to a passenger | crew can be performed according to the priority of the seat sheets 10-13, and the riding comfort of the applicable passenger | crew can be improved. That is, the damping force control by the shock absorber 5 on the four wheels (FL, FR, RL, RR) side of the vehicle body 1 can be controlled with priority given to the ride comfort of the occupant seated in the seats 10 to 13. The vibration on the spring can be controlled so as to optimally suppress the vibration of the occupant.

  In particular, in the present embodiment, the sprung speed (Vui = dZui / dt) at the upper position of the seats 10 to 13 is based on the weight M of the occupant, the spring constant k of the seats 10 to 13 and the damping coefficient C. Therefore, the ride comfort of the occupant can be improved in consideration of the spring characteristics (spring constant k) and the damper characteristics (damping coefficient C) of the seats 10 to 13.

  In the above-described embodiment, the case where the priority order of the seats 10 to 13 is determined by the control target occupant determination process illustrated in FIG. 8 has been described as an example. However, the present invention is not limited to this, and for example, the seat seat 10 on the front right side (S0), that is, the occupant (driver) sitting in the driver's seat performs manual operation, so that the seat seats 10 to 13 to be controlled are controlled. It is good also as a structure which can determine a priority order selectively.

  In the above embodiment, the case where the position of the center of gravity G of the vehicle body 1 is set as the reference position of the vehicle body 1 has been described as an example. However, the present invention is not limited to this. For example, an intermediate position between the shock absorber 5 on the front wheel side and the shock absorber 5 on the rear wheel side (a position that is a dimension L / 2 with respect to the dimension L in FIG. The reference position sprung speed may be calculated as the reference position.

  Further, the arrangement relationship (interval size) between each shock absorber 5 and the seats 10 to 13 can be appropriately changed according to the type of the vehicle. For example, the left and right dimensions Wf0 and Wf2 shown in FIG. 2 may be the same or different. The left and right dimensions Wf1 and Wf3 may be the same or different. In particular, the left and right dimensions Wf0 and Wf2 need not be the same for the front seats 10 and 11 and the rear seats 12 and 13, but may be set to different dimensions. Good.

  The number of seat seats 10 to 13 provided in the vehicle body 1 is not limited to the four described in the above embodiment, and for example, in a vehicle provided with 1 to 3 seat seats or more, The present invention is applicable. The present invention is not limited to a four-wheeled vehicle, and can be applied to various vehicles such as a two-wheeled vehicle and a three-wheeled vehicle.

  On the other hand, in the above-described embodiment, for example, a case where acceleration in the upper and lower directions of the vehicle body 1 is detected using the sprung acceleration sensor 7 at a position corresponding to the shock absorber 5 on the right front wheel (FR) side is taken as an example. Explained. However, the present invention is not limited to this. For example, a displacement detector such as a vehicle height sensor is provided at the position of the shock absorber 5 on the four wheels (FL, FR, RL, RR) side of the vehicle body 1. The sprung speed may be calculated. In addition, the roll rate, pitch rate, and yaw rate on the vehicle body side can also be obtained from a signal from the displacement detector.

  In the above embodiment, the case where the shock absorber 5 is controlled based on the skyhook theory has been described as an example. However, the shock absorber may be controlled based on H∞ control or modern control theory. Moreover, you may apply to the buffer which performs roll feedback control or pitch feedback control.

  Next, the invention included in each of the embodiments will be described. According to the present invention, the seat side sprung speed calculating means includes a reference position sprung speed calculating means for calculating a sprung speed at a predetermined reference position of the vehicle body, and a sprung speed at the reference position. A sprung speed calculation means under the seat for calculating a sprung speed at a lower position of the seat on the basis of the weight of the occupant from the sprung speed by the sprung speed calculation means under the seat, and the seat And a sprung speed calculation means on the seat for calculating a sprung speed at the upper position of the seat based on a spring constant and a damping coefficient of the seat. Thereby, the sprung speed at the upper position of the seat on which the occupant is seated can be calculated in relation to the reference position sprung speed, and the sprung speed on the seat can be obtained stably.

  Further, according to the present invention, the vehicle body is provided with a plurality of seat seats, and the seat-side sprung speed calculation means corresponds according to the order of the seat seats, the priorities of which are determined in advance among the plurality of seat seats. The sprung speed at the upper position of the seat is calculated, and the damping force control means outputs a damping force command based on the sprung speed to the buffer according to the priority order of the seat. As a result, optimal suspension control for the occupant can be performed according to the priority order of the plurality of seats, and the ride comfort of the occupant sitting on the seat can be improved according to the priority order.

  As the vehicle control device based on the embodiment described above, for example, the following modes can be considered.

  As a first aspect of the vehicle control device, a shock absorber provided between each wheel of the vehicle and the vehicle body and capable of adjusting a damping force, and a passenger detecting the weight of a passenger sitting on a seat seat provided in the vehicle body Weight detection means; storage means for storing the spring constant and damping coefficient of the seat seat; and the sprung speed at the upper position of the seat seat based on the weight of the occupant, the spring constant and damping coefficient of the seat seat. Seat side sprung speed calculating means for calculating the damping force, and damping force control means for variably controlling the required damping force of the shock absorber based on the sprung speed by the seat side sprung speed calculating means.

  As a second aspect of the vehicle control device, in the first aspect, the seat-side sprung speed calculating means calculates a sprung speed at a predetermined reference position of the vehicle body. Means for calculating the sprung speed at the lower position of the seat based on the sprung speed at the reference position, and the sprung speed calculating means under the seat. A sprung speed calculation means on the seat for calculating a sprung speed at an upper position of the seat based on a weight of the occupant, a spring constant of the seat and a damping coefficient from the sprung speed. It becomes.

  As a third aspect of the vehicle control device, in the first aspect or the second aspect, the vehicle body is provided with a plurality of the seat seats, and the seat-side sprung speed calculation means includes the plurality of seat seats. The sprung speed at the upper position of the corresponding seat is calculated according to the order of the seats that has been determined in advance, and the damping force control means is based on the sprung speed according to the priority of the seats. A damping force command is output to the shock absorber.

DESCRIPTION OF SYMBOLS 1 Car body 2 Wheel 3 Suspension device 4 Spring 5 Shock absorber 6 Actuator 7 Sprung acceleration sensor 8, 9 Controller (control means)
8A storage unit (storage means)
10, 11, 12, 13 Seat seat 14 Seat load sensor (occupant weight detection means)
DESCRIPTION OF SYMBOLS 15 Seat seat spring 16 Seat seat damper 17 Seat side sprung speed calculation unit (seat side sprung speed calculation means)
18 Damping force control unit (damping force control means)
C Damping coefficient k Spring constant M Weight

Claims (3)

A shock absorber provided between each wheel of the vehicle and the vehicle body and capable of adjusting the damping force;
Occupant weight detection means for detecting the weight of an occupant sitting on a seat seat provided in the vehicle body;
Storage means for storing a spring constant and a damping coefficient of the seat;
A seat-side sprung speed calculating means for calculating a sprung speed at an upper position of the seat based on a weight of the occupant, a spring constant and a damping coefficient of the seat;
Damping force control means for variably controlling the required damping force of the shock absorber based on the sprung speed by the seat side sprung speed calculation means;
A vehicle control device comprising: The seat side sprung speed calculation means comprises:
A reference position sprung speed calculating means for calculating a sprung speed at a predetermined reference position of the vehicle body;
A sprung speed calculation means under the seat that calculates a sprung speed at a lower position of the seat based on the sprung speed at the reference position;
A spring on a seat for calculating a sprung speed at an upper position of the seat based on a weight of the occupant, a spring constant of the seat and a damping coefficient from the sprung speed calculated by the sprung speed calculating means under the seat Upper speed calculation means;
The vehicle control device according to claim 1, comprising: The vehicle body is provided with a plurality of the seats,
The seat-side sprung speed calculating means calculates a sprung speed at an upper position of the corresponding seat according to the order of the seats in which priority is determined in advance among the plurality of seats,
The vehicle control device according to claim 1 or 2, wherein the damping force control means is configured to output a damping force command based on the sprung speed to the shock absorber according to the priority order of the seats.

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