JP3010409B2 - Control device for electronically controlled air suspension vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an electronically-controlled air-suspension vehicle, and more particularly to a technique for suppressing vibration of a vehicle body when rolling occurs in the vehicle.

2. Description of the Related Art Conventionally, suspensions mounted on buses, large trucks, and the like are disclosed in, for example, Japanese Utility Model Laid-Open Publication No.
The mainstream is an air suspension device for a vehicle that supports a vehicle body by utilizing air elasticity as disclosed in Japanese Unexamined Patent Application Publication No. Hei. Here, since the air suspension device for a vehicle uses air (air), which is a compressible fluid, for the air spring, it is possible to secure a superior ride comfort as compared with a normal air suspension device using a leaf spring. . In those using such an air suspension device, by adjusting the air pressure in the air spring, the spring constant of the air spring can be adjusted. Attempts have been made to increase That is, as shown in FIG. 12, a sub-tank 86 communicating with the inside of the air spring 83 via a pipe 85 is provided,
An air suspension device has been proposed in which an electromagnetic valve 87 as opening / closing means is interposed in 85 and the spring constant is switched by controlling the opening / closing of the electromagnetic valve 87 according to the vehicle speed and the steering angle. Reference numeral 84 denotes a leveling valve interposed in a communication pipe with an air reservoir tank (not shown) adjusted to a predetermined pressure. For example, when the vehicle speed is lower than a predetermined value or when the vehicle speed is equal to or higher than the predetermined value and the steering angle is lower than the predetermined value, the electromagnetic valve 87 is opened and the air spring 83 and the sub-tank 86 are integrated to form the air spring 83. To substantially increase the air volume. In this case, since the internal pressure does not increase in response to an external force as the air volume increases, the reaction force of the air spring 83 decreases, and the spring constant decreases, so that the riding comfort can be improved. On the other hand, when the vehicle speed is equal to or higher than the predetermined value and the steering angle is equal to or higher than the predetermined value, the solenoid valve 87 is closed to shut off the inside of the air spring 83 and the sub tank 86, thereby substantially reducing the air volume inside the air spring 83. . In this case, the reaction force of the air spring 83 increases, so that the spring constant increases and the roll can be reduced. As an electronically controlled air suspension device that switches the spring constant as described above, upper and lower G sensors are disposed on the left and right sides near the front axle of the vehicle body, and a steering angle sensor for detecting the steering angle is provided. When the rolling operation is detected, at least one of the air spring and the shock absorber is switched to a hard state to suppress the rolling operation and improve the ride comfort (see Japanese Patent Application Laid-Open No. 5-193324). . In this case, it is determined whether or not the vehicle body is performing a rolling operation by first detecting a steering angular velocity, and is detected by the upper and lower G sensors only when the angular velocity is equal to or less than a predetermined value. The determination is made based on the lateral acceleration. Further, Japanese Unexamined Patent Application Publication No.
As an electronically controlled air suspension device using the technology disclosed in Japanese Patent Publication No.
No. 93 5 there is an electronically controlled suspension for large buses as described on pages 97-102.

In these electronically controlled air suspension systems, the inertial force due to the centripetal acceleration generated when changing lanes or turning is assumed as a normal external force, and the suspension characteristics are controlled with respect to these forces. Configuration. However, the vehicle may receive a sudden crosswind when traveling, and when an external force acts directly on the vehicle due to the crosswind, the vehicle may roll to the leeward side of the crosswind immediately after receiving the crosswind, and may receive the crosswind. As a result, a yawing moment acts on the vehicle, causing yaw to occur and the vehicle body rolls on the windward side of the crosswind. Therefore, there is a possibility that the vehicle body cannot be restrained from shaking and the drivability may be deteriorated. Accordingly, the present applicant has proposed an electronically controlled air suspension vehicle control that enables stable attitude control by effectively damping the generated body vibration even when wind from the side in the traveling direction acts on the vehicle. The device was filed earlier. By the way, in these conventional electronically controlled suspension devices, when the steering angle sensor for detecting the steering angle fails, the control of the suspension is stopped, so that when the steering angle sensor fails. Roll characteristics at the time of turning of the vehicle may be extremely deteriorated, and drivability may be deteriorated. In view of the above, the present invention has been made in view of the above-described conventional problems, and effectively suppresses vehicle body vibration when wind from the side in the traveling direction acts on the vehicle, and the steering angle sensor fails. It is an object of the present invention to provide a control device for an electronically controlled air suspension vehicle that can prevent the roll characteristics from deteriorating at the time of turning or the like in the case of turning.

According to the present invention, at least one air-supply system is provided between a sprung system in a vehicle and front, rear, left and right unsprung systems to support the sprung system. A spring, a shock absorber provided at least one each between the sprung system and each of the unsprung systems, a steering angle detecting means for detecting a steering angle of the steering, and an acceleration generated in the vehicle including at least a lateral direction. If the steering angle detected by the acceleration detection means to be detected and the steering angle detected by the steering angle detection means is equal to or larger than a predetermined angle, based on the steering angle,
A steering angle reference switching control means for switching control of at least one of the air spring and the shock absorber to hardware or software; and, when the steering angle detected by the steering angle detection means is smaller than a predetermined angle, detected by acceleration detection means. A lateral acceleration reference switching control means for hard switching control of at least one of the air spring and the shock absorber when the lateral acceleration is equal to or greater than a predetermined value; Failure detection means for detecting failure of the means, and when the failure detection means detects a failure of the steering angle detection means, stopping the steering angle reference switching control means and the lateral acceleration reference switching control means, and detecting acceleration. When the lateral acceleration detected by the means is equal to or greater than a predetermined value at the time of failure, the air spring and the shock And failure-time switching control means for switching control to the hard at least one of the click absorber, was provided.
According to a second aspect of the present invention, the predetermined value at the time of the failure switching control means is set smaller than the predetermined value of the lateral acceleration reference switching control means. The invention according to claim 3 is
During the switching control to the hardware of at least one of the air spring and the shock absorber by the switching control means at the time of failure, when the state where the lateral acceleration has become less than the predetermined value at the time of the failure continues for a predetermined time, the switching control is performed. A configuration is provided in which switching canceling means for canceling is provided. The invention according to claim 4 is
The switching canceling means, when the state where the lateral acceleration has become less than the predetermined value at the time of failure continues for a first predetermined time, controls the state of the air spring to be soft, and switches the air spring to soft. When the state where the lateral acceleration has become less than the predetermined value at the time of failure continues for a second predetermined time after the control, the state of the shock absorber is controlled to be softly switched.

[Action] Rolling occurs on the vehicle body when inertia force is applied to the vehicle body due to centripetal acceleration generated when changing lanes or turning, or when the vehicle receives a sudden crosswind when traveling and is directly applied to the vehicle by the crosswind. In some cases, external force acts. Here, in the rolling operation of the vehicle body caused by the inertial force due to the centripetal acceleration generated when changing lanes or turning, the direction of the steering and the direction of the rolling operation coincide. On the other hand, the rolling operation of the vehicle body caused by the vehicle receiving a sudden crosswind during traveling includes a case where the vehicle body rolls on the leeward side of the crosswind and a case where the vehicle body rolls on the leeward side of the crosswind, and the steering angle. Does not match the size of Therefore, when the detected steering angle is equal to or larger than the predetermined angle, the driver is steering the vehicle, and inertial force due to centripetal acceleration generated when changing lanes or turning acts on the vehicle body,
Assuming that rolling occurs, the steering angle reference switching control means switches the state of each of the air spring and the shock absorber to hardware or software based on the steering angle, while the detected steering angle is If the angle is less than the predetermined angle, the driver is not steering the vehicle,
If the vehicle body rolls, it is determined that the rolling operation of the vehicle body has occurred due to the vehicle receiving a sudden crosswind during traveling, and the air spring and the air spring based on the lateral acceleration detected by the lateral acceleration reference switching control means. The state of each shock absorber is controlled to be switched between hardware and software. Here, when a failure of the steering angle detecting means is detected by the failure detecting means, it becomes impossible to execute the above-described steering angle reference switching control means, and whether to shift to the lateral acceleration reference switching control means or not. Also can not judge. Therefore, as an effect according to the first aspect of the present invention, when the failure detection means detects a failure in the steering angle detection means, the steering angle reference switching control means and the lateral acceleration reference switching control means are stopped to perform steering. The influence of the failure of the angle detecting means is not reflected on the attitude control. Further, when the lateral acceleration detected by the acceleration detecting means is equal to or more than a predetermined value at the time of failure, the switching control means at the time of failure controls at least one of the air spring and the shock absorber to be hard-switched so that at least the The minimum attitude control is performed while suppressing the rolling operation to be performed. As an effect according to the invention according to claim 2, as a predetermined value at the time of the failure switching control means is set smaller than a predetermined value at the lateral acceleration reference switching control means, switching at the time of failure even with a smaller value of the lateral acceleration. The posture control is performed by the control means, and the rolling operation occurring on the vehicle body is suppressed by the application of the smaller value of the lateral acceleration, and the vibration suppression control is performed. According to the third aspect of the present invention, the switching control of the air spring and the shock absorber to the hardware by the failure switching control means is performed when the state where the lateral acceleration is less than a predetermined value continues for a predetermined time. In addition, since it is released by the switching release means, even if the lateral acceleration is momentarily less than the predetermined value,
Since the switching control is continued, hunting related to execution and release of the switching control can be prevented. As an operation according to the fourth aspect of the present invention, when the state in which the lateral acceleration has become less than the predetermined value at the time of failure continues for a first predetermined time, the state of the air spring is softly switched. And controlling the state of the shock absorber to be softly controlled when the state where the lateral acceleration has become less than the predetermined value at the time of failure continues for a second predetermined time after the switching control of the air spring to software. Therefore, after the air spring is switched to the soft control, the air spring is soft and the shock absorber is in a hard state, and the free damping motion in the free vibration can be hastened. Can be prevented.

BRIEF DESCRIPTION OF THE DRAWINGS FIG.
Will be described. Figure 1 shows an air suspension for one wheel of a vehicle.
The device is shown. That is, in FIG.
Between the car body 20 as the upper part and the tire 1 as the unsprung part
Is an air spring 2 and a system with a built-in damping force switching mechanism.
A shock absorber 7 is provided for each. Compressed air
The air reservoir tank (not shown)
The spring 2 is compressed air for the air spring 2
Leveling valve 4 for air supply and exhaust
It is communicated by the supply / exhaust passage 21. Also, the air split
Opening and closing for switching the spring constant
A spring constant switching valve 6 comprising an electromagnetic valve as means is interposed.
The communication path 22 communicates. In addition, microcomputer
The control unit 9 with built-in data
Switching M signal from mode changeover switch 10, vehicle speed sensor
The vehicle speed V signal from the steering angle sensor 17 and the steering angle θ signal from the steering angle sensor 11
Signal and lateral acceleration G from acceleration sensor 14_YSignal is input
It is. The control unit 9 includes the steering
Angle θ signal and lateral acceleration G_YShock based on signal
Steering angle reference for switching between bushover 7 and air spring 2
Switching control means, lateral acceleration reference switching control means, steering angle detection
Failure detection means for detecting a failure of the output means, and a failure switching system
Control means and switch release means are provided as software.
The spring constant switching valve 6 and the shock absorber
The actuator 8 of the damping force switching mechanism of the bar 7
Exit from the control unit 9 with a built-in computer
Switching is controlled by the input control signal to open and close the communication passage 22.
Control and damping force switching control of the shock absorber 7 are performed.
It is. FIG. 2 shows an embodiment according to the first aspect of the present invention.
FIG. 3 shows a detailed control block diagram of the mode switching switch.
Signal output from the switch 10 through the mode signal input means 31.
And the signal output from the vehicle speed sensor 17 is a vehicle speed signal.
Output from the steering angle sensor 11 via the input means 32 and
Signals are input via the steering angle signal input means 33 and the acceleration
The signal output from the sensor 14 is supplied to the lateral acceleration signal input means 34.
Via the control means 35. Output from control means 35
The control signal to be transmitted is a spring constant switching valve switching signal output means 36.
Through the spring constant switching valve 6 and the shock absorber.
Reduction of the shock absorber 7 via the switching signal output means 37
Each is input to the actuator 8 of the decrement switching mechanism.
Next, control contents according to the embodiment will be described. The flow shown in the figure
The chart shows the spring constant by the control unit 9.
Of the damping force switching mechanism of the switching valve 6 and the shock absorber 7
This is the switching control content of the actuator 8. 3 and 4
Is a main routine of vibration suppression control.
In step 1 (abbreviated as S1 in the figure; the same applies hereinafter),
Determines the switching position of the mode selector switch 10 and
Fixed (high spring constant) or soft mode (small spring constant)
Mode has been switched to, or the switching control is automatically performed.
It is determined whether the mode has been switched to the auto mode. Soshi
When the auto mode is selected, go to step 2 and below.
When the hard mode or the soft mode is selected
Returns as it is without performing the switching control.
I do. In step 2, the vehicle speed signal V from the vehicle speed sensor 17 is
Read. It should be noted that when the vehicle moves forward and backwards
Therefore, the vehicle speed signal V is a signal having positive and negative
You. In step 91, a failure detection routine described later
It is determined whether or not the set failure flag F is set,
If the failure flag F is not set (F = 0), the steering
Assuming that the angle sensor 11 has not failed,
If the failure flag F is on (F = 1),
It is determined that the steering angle sensor 11 has failed, and the routine proceeds to step 95.
No. In step 3, the steering angle sensor 11 is in a normal state.
Therefore, the steering angle θ signal from the steering angle sensor 11 is read.
No. The vehicle is steered to the right and to the left
In some cases, the steering angle θ signal also has positive or negative
Signal. In step 4, the horizontal direction from the acceleration sensor 14
Acceleration G_YRead the signal. Note that lateral acceleration occurs in the vehicle.
For example, when cross wind from the left and right acts on the vehicle
Yes, acceleration occurs to the right due to crosswind and acceleration to the left
May occur, and the lateral acceleration G_YSignal
It is a signal having positive and negative. Next, the lateral acceleration G
_YRolling on the vehicle body 20 when acts on the vehicle
A predetermined lateral acceleration G as a threshold value_YrSet
However, in step 92, the vehicle speed signal read from the vehicle speed sensor 17 is read.
G when the steering angle sensor is normal based on the signal V_Y1Where
Constant lateral acceleration G_YrSet as In step 6, the steering
The absolute value of the steering angle θ read from the angle sensor 11
The value | θ | is determined, and the steering angle is determined to be the predetermined steering angle θ._rIs over
Whether or not the driver is operating the steering wheel
It is determined whether or not. And it is heavily steered (|
θ | ≧ θ_r), The driver operates the vehicle.
Steering that occurs when the vehicle body 20 changes lanes or turns.
Rolling occurs due to inertial force due to heart acceleration
Proceed to step 7 and below.
Based on the steering angle θ, the spring constant switching valve 6 and the
Of the actuator 8 of the damping force switching mechanism of the absorber 7
Performs switching control. In step 7, the steering angle sensor 11
By judging the sign of the read steering angle θ signal,
Determine if the vehicle has been steered to the right or left
You. If it is determined that the steering has been turned to the right, step 8
Proceed to the following. Here, the steering is shifted to the right by a predetermined steering angle θ.
_rIf it is detected that the steering has been performed, the driver
By steering the vehicle to the right, the vehicle body 20
In the case where the rolling of
Open the spring constant switching valve 6 with the right air spring 2
In a soft state, and in step 9 the spring constant switching valve 6 is closed.
To make the left air spring 2 hard
Thus, static displacement in the sprung system is suppressed. further,
In step 10, the damping force of the shock absorber 7 is turned off.
The switching control of the actuator 8 of the switching mechanism
By switching the absorber 7 to hard (high damping force)
In addition, vibration suppression control is performed while suppressing dynamic displacement. Next,
In step 11, the control started in steps 8 to 10
Clockwise to determine the timing to continue vibration control
A rotation damping control continuation determination routine is executed. Also,
In step 7, the steering angle θ read from the steering angle sensor 11
By judging whether the signal is positive or negative, the vehicle is steered to the left
If it is determined that it has occurred, the process proceeds to step 12 and subsequent steps. here
And the steering is shifted to the left by a predetermined steering angle θ._rSteered above
Is detected, the driver steers the vehicle to the left.
As a result, rolling of the vehicle body 20 starts on the right side in the traveling direction.
In step 12, the spring constant switching valve
6 is closed and the right air spring 2 is in a hard state.
In step 13, the spring constant switching valve 6 is opened and the left air
By making the pulling 2 soft, the sprung system
The static displacement in In addition, in step 14
The actuation of the damping force switching mechanism of the shock absorber 7
The shock absorber 7 is controlled by switching the
Mode (high damping force) to suppress dynamic displacement.
Control and perform vibration suppression control. Next, in step 15,
Select the type of vibration suppression control started in steps 12 to 14.
Left turning vibration suppression control continuation judgment
Execute the disconnect routine. That is, steps 7 to 15
Performs the function of the steering angle reference switching control means according to claim 1.
are doing. On the other hand, in step 6, the operation
Not steered (| θ | <θ_r)
Means that the driver is not steering the vehicle and the vehicle
If the vehicle was exposed to a sudden crosswind while traveling.
The process proceeds to step 16 and subsequent steps, and the lateral acceleration G_Y
Based on the signal, the spring constant switching valve 6 and the shock absolute
Control of actuator 8 of damping force switching mechanism of server 7
I do. In step 91, the failure flag F is set.
If the steering angle sensor 11 fails (F = 1),
Goes to step 95, but
In the same manner as in step 4 described above, the acceleration sensor 14
Lateral acceleration G_YRead the signal. Next, further lateral acceleration
Degree G_YRolling on the vehicle body 20
A predetermined lateral acceleration G as a threshold value that has occurred_YrSet
In step 96, the vehicle read from the vehicle speed sensor 17
G at the time of steering angle sensor failure set based on speed signal V_Y0
Is the predetermined lateral acceleration G_YrSet as Here, the steering angle
G at the time of sensor failure_Y0Is the G set in step 32_Y1Than
It is set small. That is, a smaller lateral acceleration G_Y
Is determined to have caused rolling on the vehicle body 20.
It is set to be turned off. That is, step 96
Has the function according to claim 2. In step 16,
Lateral acceleration G read from acceleration sensor 14_YThe size of
Absolute value | G_Y| To determine the lateral acceleration G_YStep
The predetermined lateral acceleration G set in step 92 or step 96_Yrthat's all
Is determined. And a large acceleration occurs
(| G_Y| ≧ G_YrDriving)
Does not operate the steering wheel and changes lane to body 20
Inertia due to the centripetal acceleration that occurs when turning or turning
And rolling related to the inertial force does not occur.
Although the vehicle is not running,
Is likely to be rolling,
Proceeding to step 17 and below, the steering angle G_YBased on the spring rate
Damping force switching mechanism of number switching valve 6 and shock absorber 7
Of the actuator 8 is controlled. Step 17 also
In step 18, the spring constant switching valve 6 is closed and
By setting the left air spring 2 to the hard state
This suppresses static displacement in the sprung system. In addition,
At step 19, the damping force of the shock absorber 7 is switched.
By switching and controlling the actuator 8 of the mechanism,
By switching the absorber 7 to hard (large spring constant)
In addition, vibration suppression control is performed while suppressing dynamic displacement. Next,
In step 20, the control started in steps 17 to 19
Crosswind to determine the timing to continue vibration control
A vibration suppression control continuation determination routine is executed. That is, step
In steps 16 to 20, the predetermined horizontal
Acceleration G_YrThe function of performing an operation using is according to claim 1.
It corresponds to the lateral acceleration reference switching control means.
Predetermined lateral acceleration G set in 96_YrFunction to perform calculations using
Corresponds to the switching control means at the time of failure according to claim 1. What
In step 16, the lateral acceleration is not so large
(| G_Y| <G_YrIf it is determined that the driver has
No handle operation has been performed, and the
Inertial force due to centripetal acceleration generated during rotation acts
Therefore, rolling related to the inertial force may occur.
And the vehicle is not exposed to crosswinds
And that the vibration suppression control is not implemented,
Turn. Therefore, according to the present embodiment, the steering angle sensor
11 is normal, and the steering angle θ is the predetermined steering angle θ_rMore places
If the driver operates the steering wheel,
Steering, which occurs when the vehicle changes lanes or turns
Rolling occurs due to inertial force due to centripetal acceleration
The steering angle θ.
Aspring 2 and shock absorber 7
Switching control to hardware or software. That is, the steering angle
Sensor 11 is normal and steering is steered to the left
Is detected, the detected steering angle θ is
Steering angle θ_rIn the above cases, the driver steered the vehicle to the left
As a result, rolling of the vehicle body 20 occurs on the right side in the traveling direction.
The right air spring in the vehicle.
And the air spring 2 on the left side is soft.
State to suppress static displacement in the sprung system.
Control, and switch the shock absorber 7 to the hard state.
In this case, the vibration control is performed while the dynamic displacement is suppressed by performing the switching control. Ma
If the steering angle sensor 11 is normal and the steering
If it is detected that the steering has been
The steering angle θ is equal to the predetermined steering angle θ_rIn these cases, the driver
Steering to the right will cause the vehicle body 20
Is the case where
With the air spring 2 in the hard state, the right air spring
In the sprung system,
In addition to suppressing static displacement, the shock absorber 7
Control by switching to the load state to suppress dynamic displacement,
I do. On the other hand, if the steering angle sensor 11 is normal and
Is the specified steering angle θ_rIf less than
If the vehicle is not steering and the vehicle rolls,
If the vehicle is exposed to sudden crosswinds while traveling,
Is detected as a rolling motion of
Acceleration G_YThe air spring 2 and the show
Switch the status of each of the shock absorbers 7 to hardware.
With this, the rolling of the body to the leeward side of the crosswind and the crosswind
Rolling of the vehicle body to the windward side is prevented and vibration suppression control is performed.
U. On the other hand, according to the present embodiment, the steering angle sensor 11 is
If the steering angle θ cannot be detected due to
Steps 16 to 20 are executed. That is, the driver
By operating the dollar, it is steered greatly, and
Due to the centripetal acceleration that occurs when changing lanes or turning
Detected as rolling action
Lateral acceleration G_YBased on the air spring 2 and
And shock absorber 7
Control to switch to That is, if the steering angle sensor 11 fails,
The steering wheel to the left or right.
It is impossible to detect the
Switching of air spring 2 and shock absorber 7
You have no control. Therefore, the steering angle sensor 11
At the time of breakdown, if the vehicle rolls,
Vehicle body generated by a sudden crosswind
Irrespective of the steering operation or the size of the steering,
Rolling motion caused by the driver turning the vehicle
The lateral acceleration G detected_YOn the basis of the,
Each of the air spring 2 and the shock absorber 7
By switching the state to hardware, the leeward side of the crosswind
Rolling the vehicle body to the wind and rolling the vehicle body to the windward side of the crosswind
Prevents rolling caused by steering or steering
Then, vibration suppression control is performed. That is, the steering angle sensor 11
Is determined by the failure flag F
And a smaller lateral acceleration G_YIs just detected,
The state of each of the air spring 2 and the shock absorber 7
By hard switching control of the
Minimize attitude control by suppressing rolling action
Is possible. Then it is performed in step 11
The right turning vibration suppression control continuation determination routine shown in FIG.
Refer to the flowchart and the time chart shown in FIG.
It will be explained while doing. In step 31, the normal steering angle
Absolute value as the magnitude of the steering angle θ read from the sensor 11
| Θ |, and the steering angle becomes the predetermined steering angle θ._rBecame less than
Whether the steering operation by the driver has been completed
Judge. Then, the predetermined steering angle θ_rBecame less than
(| Θ | ≧ θ_rDriving)
The steering by the driver is finished, and when the vehicle body 20 changes lanes or turns
The action of the inertial force due to the generated centripetal acceleration also ends, and the low
Assuming that ringing is no longer possible,
Continue to 32. In step 32, the delay timer Tdt1
Start und. In step 33, the steering angle θ is again
The absolute value | θ | as the magnitude of the steering angle is the predetermined steering angle θ _rLess than
It is determined whether or not it has become. Then, the predetermined steering angle θ_rLess than
(| Θ | ≧ θ_rIs not determined)
Proceeds to step 36, where the predetermined steering angle θ_r(| Θ
| ≧ θ_r), The process proceeds to step 35. S
At step 35, the reading from the normal steering angle sensor 11 is performed.
By determining whether the steering angle θ signal is positive or negative, the vehicle
It is determined whether the vehicle has been steered to the left or to the left. And
If it is determined in step 35 that the vehicle has been steered to the right
The routine includes a right turning vibration suppression control continuation determination routine.
Therefore, the process returns to step 31 and is continued by the routine.
Make a continuation decision. On the other hand, in step 35, steer to the left
If it is determined that the vehicle has been steered to the right,
The right or left air sp
The control to make the state of the ring 2 a predetermined state was performed.
Is shifted to the opposite control state by being steered to the left.
The right turning vibration suppression control continuation determination
And go to step 12 of the main routine described above.
No. In step 36, the count of the delay timer Tdt1
To determine whether or not Tdt1 has elapsed.
If the air sprocket is
Switching control of the ring 2 and the shock absorber 7 is performed
And the lateral acceleration G generated by the right turn_YIs small
As a result, the static displacement related to the right-turn vibration suppression control became smaller.
Then, the process proceeds to step 37, where the spring constant switching valve 6 is opened.
To return the left air spring 2 to the soft state,
Ensure comfort. In step 38, the delay timer Tdt
Start counting 2. In step 39,
The absolute value | θ | as the magnitude of the steering angle θ is the predetermined steering angle θ _r
It is determined whether it has become less than. Then, the predetermined steering angle θ
_r(| Θ | ≧ θ_rNot determined)
In this case, the process proceeds to step 40, where the predetermined steering angle θ_rIs over
(| Θ | ≧ θ_r), Go to step 41.
No. In step 41, the normal steering angle sensor 11 reads the
By judging the sign of the steering angle θ signal
It is determined whether both are steered to the right or left.
Then, in step 41, it is determined that the
The lateral acceleration generated by the right turn is still large.
It is necessary to continue the right-turn vibration suppression control.
The routine exits from the vibration suppression control continuation determination routine and
Go to step 8 of the routine. On the other hand, in step 41,
If it is determined that the vehicle has been steered to the left, the vehicle is steered to the right.
The right or left side
Control to set the state of the air spring 2 to a predetermined state
Shock absorber to reduce dynamic displacement.
Although the control to make the bar 7 hard was implemented, the steering
That it is necessary to move to the opposite control state.
Then, through the right turning vibration suppression control continuation determination routine,
Proceed to step 12 of the main routine described above. Also,
In Step 40, the lateral acceleration G_YAbsolute as the size of
Value | G_Y| Is the predetermined lateral acceleration G_YrIs less than
Refuse. Then, the predetermined lateral acceleration G_YrLess than
(| G_Y| ≧ G_YrIs not determined)
The air spring 2 and the show
The switching control of the shock absorber 7 is performed, and the static displacement is suppressed.
After that, the count of the delay timer Tdt2 is started.
Started, but the state at the start of counting continues as it is
And proceed to step 42. Meanwhile, step 40
At the lateral acceleration G_YAbsolute value as magnitude of | G_Y
| Is the predetermined lateral acceleration G_Yr(| G_Y| ≧ G
_Yr), The right turn vibration suppression control
Switching between the air spring 2 and the shock absorber 7
Although the control is performed to suppress the static displacement, the lateral acceleration G
_YNeeds to implement cross-wind damping control
Exits the right turning vibration suppression control continuation determination routine
Then, the process proceeds to step 17 of the main routine described above. Step
In step 42, the count of the delay timer Tdt2 has ended.
And if it is determined that Tdt2 has passed,
Is the air spring 2 and the right spring damping control.
Switching control of the shock absorber 7 and the right turn is performed.
Lateral acceleration G caused by_YTurns smaller and the right turn
Assuming that the dynamic displacement related to vibration suppression control has also become smaller,
Proceed to step 43 to switch the actuator 8 to
Return the damping force of the soap bar 7 to the soft state to ensure a comfortable ride.
Keep. Next, the left turning system executed in step 15
The flowchart shown in FIG.
This will be described with reference to a chart. The flowchart shown in FIG.
The right turn vibration suppression control shown in FIG.
Has the same function as the flowchart related to the judgment routine
Steps are assigned the same step numbers, and descriptions thereof are omitted.
And steps 52, 53, 54, 55 and 56
Left and right in steps 35, 36, 40, 41 and 42 in 5
Is reversed, and the description is omitted. That is, the book
According to the embodiment, the right-turn damping control or the left-turn damping control is performed.
When the steering is being performed, the steering angle θ is equal to the predetermined steering angle θ.
_rThe first time after the condition of less than
The state of the A-spring 2 is switched and controlled softly.
After the continuation of dt2, the state of the shock absorber 7 is
Tdt1 has passed since the switch control
Inside, air spring 2 is soft and shock absorber
The bar 7 is in a hard state and free in free vibration.
It is possible to hasten the damping movement, execute switching control,
Hunting related to release can be further prevented.
is there. Next, the crosswind damping executed in step 20
The control continuation determination routine is described with reference to the flowcharts shown in FIGS.
-With reference to the chart and the time chart shown in FIG.
explain. In step 61, the data is read from the acceleration sensor 14.
Lateral acceleration G_YAbsolute value as magnitude of | G_Y|
And the lateral acceleration is the predetermined lateral acceleration G_YrLess than
That is, the side wind blowing from the side of the running vehicle stops
It is determined whether it is. Then, the predetermined lateral acceleration G_YrLess than
Became (| G_Y| ≧ G_YrIs not determined)
Means that the crosswind blowing from the side of the vehicle
Sometimes the car body is rolling due to sudden crosswinds
Assuming that the performance has been lost, the process proceeds to step 62. Steps
At 62, the count of the delay timer Tdt1 is started.
You. In step 98, a failure detection routine described later
It is determined whether or not the set failure flag F is set,
If the failure flag F is not set (F = 0), the steering
It is assumed that the routine is performed when the angle sensor 11 has not failed.
To step 63, and if the failure flag F is on.
(F = 1) indicates a case where the steering angle sensor 11 is out of order.
Jump to step 63 as routine
Without performing the judgment related to the steering angle sensor 11,
Proceed to Step 64. In step 63, the steering angle sensor 11 fails.
Since the steering angle θ is not
The absolute value | θ | is the predetermined steering angle θ_rDetermine if less than
And the predetermined steering angle θ_r(| Θ | ≧ θ_r) And judge
If the driver operates the steering wheel,
To step 65. In step 65, the steering angle sensor
To judge whether the steering angle θ signal read from 11 is positive or negative
To determine whether the vehicle was steered to the right or to the left.
Refuse. Then, in step 65, it is said that the steering
If it is determined, the routine continues the crosswind damping control.
This is a judgment routine, and the left and right air springs 2 are hardened.
Although the control to change the state was implemented, the driver
The right turning vibration suppression control continuation determination routine
Need to be implemented,
Proceed to step 8. Further, in step 65, the
If it is determined that the steering has been turned, the routine proceeds to crosswind control.
This is the vibration control continuation determination routine, and the left and right air springs
2 was in the hard state, but the driver
By operating the steering wheel, the left turning vibration suppression control
The main routine described above needs to be
Proceed to step 12 of the routine. Meanwhile, step 63
The steering angle θ is equal to the predetermined steering angle θ_rIs less than (| θ | ≧ θ
_rIf not, proceed to step 64,
Again the lateral acceleration G_YAbsolute value as magnitude of | G_Y|
Constant lateral acceleration G_YrJudge whether it is less than
(In this case, the predetermined lateral acceleration G_YrAs mentioned above,
The setting can be changed by the setting F). And
Predetermined lateral acceleration G_Yr(| G_Y| ≧ G_Yrso
Is not determined), the above-mentioned lateral wind damping control
Of the air spring 2 and the shock absorber 7
After the change control is performed, the count of the delay timer Tdt1 is counted.
Started, but the state at the start of counting
As it is, the process proceeds to step 66. On the other hand,
At step 64, the lateral acceleration G_YAbsolute as the size of
Value | G_Y| Is the predetermined lateral acceleration G_Yr(| G
_Y| ≧ G_Yr), The side wind damping control
Air spring 2 and shock absorber 7
Switching control is being performed, but still occurs due to crosswind
Lateral acceleration G_YThe wind control is continued
Return to step 61 as necessary
The continuation judgment by the user is executed. In step 66,
Judge whether the timer Tdt1 has finished counting,
If it is determined that Tdt1 has elapsed, the lateral wind
Air spring 2 and shock absorber by control
The switching control of the bar 7 is performed, and the lateral acceleration generated by the crosswind is performed.
Degree G_YBecomes smaller, and the static displacement related to the relevant cross-wind damping control
Is smaller, go to step 67 and turn off the spring constant.
Open the change valve 6 and make the right air spring 2 soft.
And in step 68, the spring constant switching valve 6
Open to return the left air spring 2 to the soft state
To ensure a comfortable ride. In step 69, the dera
The count of the time Tdt2 is started. In step 99
Is a failure flag set by a failure detection routine described later.
It is determined whether or not the lag F is set, and the failure flag F is set.
If not (F = 0), the steering angle sensor 11 fails.
If not, go to step 70
If the failure flag F is on (F = 1),
This is a routine when the steering angle sensor 11 is out of order.
Then, step 70 is jumped, that is, the steering angle sensor 11
The process proceeds to step 72 without performing the determination according to. S
In step 70, the steering angle sensor 11 is not
Therefore, the absolute value | θ | as the magnitude of the steering angle θ again
Is the predetermined steering angle θ_rIt is determined whether it has become less than. Soshi
And the predetermined steering angle θ_r(| Θ | ≧ θ_rThen
If it is determined that the steering is
Angle θ_r(| Θ | ≧ θ_r)
Goes to step 71. In step 71, the steering angle sensor 11
By determining whether the steering angle θ signal read from
To determine whether the vehicle has been steered to the right or left.
I do. Then, in step 71, it is determined that the vehicle has been steered to the right.
If it is cut off, the routine is
This is a disconnection routine in which the left and right air springs 2 are hardened.
Control was implemented, but the driver operated the steering wheel.
The right turning vibration suppression control continuation judgment routine
The main routine described above must be executed.
Proceed to step 8. In step 71, the steering wheel is turned to the left.
If it is determined that the vibration has been
This is the control continuation determination routine, and the left and right air springs 2
Control was performed to set the
Operate the handle to determine whether to continue left-turn damping control
The mainline mentioned earlier needs to be implemented.
Go to Step 12 of the routine. Also, in step 72
Is the lateral acceleration G_YAbsolute value as magnitude of | G_Y|
Constant lateral acceleration G_YrIt is determined whether it has become less than. Soshi
And the predetermined lateral acceleration G_Yr(| G_Y| ≧ G
_YrIs not determined), the lateral wind damping control
Air spring 2 and shock absorber 7
After the switching control is performed to suppress the static displacement,
The counting of the timer Tdt2 was started,
Assuming that the state at the start of the
Proceed to step 73. On the other hand, in step 72, the lateral acceleration
G_YAbsolute value as magnitude of | G_Y| Is the predetermined lateral acceleration G
_Yr(| G_Y| ≧ G_YrPlace)
In this case, the air spring 2 is controlled by the horizontal wind damping control.
And the switching control of the shock absorber 7 is performed.
Displacement was suppressed, but lateral acceleration still generated by crosswind
G_YNeed to continue the relevant cross-wind damping control
The relevant side wind damping control continuation judgment routine
Then, the process proceeds to step 17 of the main routine described above. Stay
In step 73, the count of the delay timer Tdt2 ends.
It is determined whether Tdt2 has passed or not.
The air spring 2 and the
And the switching control of the shock absorber 7 is performed.
Lateral acceleration G_YBecomes smaller,
Assuming that the dynamic displacement related to control has also become smaller, step 74
And change the actuator 8 to change the shock absorber
Return the damping force of the bar 7 to the soft state to secure ride comfort
You. That is, the above-described cross wind vibration control continuation determination routine
Has the function of the switching canceling means according to the third aspect. Further
Tdt1 is the first predetermined time according to claim 4,
Since dt2 is the second predetermined time according to claim 4, the crosswind
The electronic control according to claim 4, wherein the rotation damping control continuation determination routine is performed.
With the configuration as a control device for air suspension vehicles
I have. Next, the failure detection routine described above is shown in FIG.
This will be described with reference to a flowchart. Step 101
Now, it is determined whether the steering angle sensor 11 is in the neutral position.
You. If it is not in the neutral position, do not perform failure detection.
And return as it is. When in neutral position
Proceeds to step 102, where the output voltage range of the steering angle sensor 11 is
It is determined whether or not the box is within a predetermined range K. Steering angle
If the steering angle sensor 11 is normal, the steering angle sensor 11 is in the neutral position
In this case, the output voltage range of the steering angle sensor 11 is also within the predetermined range K.
Therefore, the output voltage range is within the predetermined range K.
If it is determined that the steering angle sensor 11 is normal,
Proceeding to 3, the failure flag F is set to F = 0. On the other hand,
If the pressure range is not within the predetermined range K, the steering angle sensor 11 fails.
The process proceeds to step 104, and the failure flag F is set.
Set up (F = 1). That is, according to the present embodiment, the steering angle
Even when the sensor 11 is out of order, the crosswind damping control is
The lateral acceleration G_YIs the predetermined lateral acceleration G_YrLess than
After the air condition has continued for Tdt1 for the first time,
The state of the pulling 2 is soft-switched and controlled.
Softly changes the state of the shock absorber 7
So that the switching control is performed during the time Tdt1 has elapsed.
Means that the air spring 2 is soft and the shock absorber 7
Becomes hard and free damping in free vibration
Exercise can be accelerated, and switching control can be executed and released
Hunting can be further prevented.
Better controllability even when the steering angle sensor 11 is out of order.
Good posture control can be performed.

The rolling of the vehicle body occurs when the vehicle body is subjected to an inertial force due to the centripetal acceleration generated when changing lanes or turning, and when the vehicle receives a sudden crosswind when traveling, the vehicle is caused by the crosswind. In some cases, external force acts directly on Here, according to the first aspect of the present invention, when a failure of the steering angle detection means is detected by the failure detection means,
By stopping the steering angle reference switching control means and the lateral acceleration reference switching control means, the influence of the failure of the steering angle detection means is not reflected on the attitude control, and the failure time switching control means detects the acceleration detection means. When the lateral acceleration to be performed is equal to or more than a predetermined value at the time of failure, at least one of the air spring and the shock absorber is hardly switched and controlled, so that at least the rolling operation occurring on the vehicle body is suppressed, and the minimum attitude control is performed. Will be done,
Even when the steering angle detecting means is out of order, there is an effect that deterioration of roll characteristics at the time of turning or the like is suppressed. According to the second aspect of the present invention, when the failure detection means detects a failure in the steering angle detection means, the attitude control is performed by the failure time switching control means even if the lateral acceleration has a smaller value. The safe function will be performed. According to the third and fourth aspects of the present invention, even when the steering angle detecting means fails, the hunting related to the execution and release of the switching control is prevented during the switching control, and the controllability is improved. is there.

[Brief description of the drawings]

FIG. 1 is a system diagram of an embodiment of the present invention.

FIG. 2 is a control block diagram of an embodiment of the present invention.

FIG. 3 is a flowchart illustrating a main routine of vibration suppression control according to the embodiment.

FIG. 4 is a flowchart illustrating a main routine of vibration suppression control according to the embodiment.

FIG. 5 is a flowchart for explaining a right turning vibration suppression control continuation determination routine according to the embodiment;

FIG. 6 is a time chart for explaining a turning vibration suppression control operation of the embodiment.

FIG. 7 is a flowchart for explaining a left turning vibration suppression control continuation determination routine according to the embodiment;

FIG. 8 is a flowchart illustrating a cross-wind damping control continuation determination routine according to the embodiment.

FIG. 9 is a flowchart illustrating a cross wind damping control continuation determination routine according to the embodiment.

FIG. 10 is a time chart for explaining a horizontal wind damping control operation of the embodiment.

FIG. 11 is a flowchart illustrating a failure detection routine according to the embodiment.

FIG. 12 is a system configuration diagram of an example of a conventional vehicle air suspension device.

[Explanation of symbols]

 Reference Signs List 1 tire 2 air spring 4 leveling valve 5 sub tank 6 spring constant switching valve 7 shock absorber 8 actuator 9 control unit 11 steering angle sensor 14 acceleration sensor 17 vehicle speed sensor

Claims (4)

(57) [Claims] An air spring provided between the sprung system and each of the front, rear, left and right unsprung systems to support the sprung system; At least one shock absorber provided between the steering wheels; steering angle detecting means for detecting a steering angle of the steering; acceleration detecting means for detecting acceleration in the vehicle including at least a lateral direction; and steering angle detecting means. When the steering angle is equal to or larger than a predetermined angle, the steering angle is detected by a steering angle reference switching control means for controlling at least one of the air spring and the shock absorber to be hard or soft, based on the steering angle, and a steering angle detection means. When the steering angle is less than a predetermined angle, the air spring and the air spring are pressed when the lateral acceleration detected by the acceleration detecting means is equal to or more than a predetermined value. A lateral acceleration reference switching control means for hard-switching at least one of the absorbers; electronically controlled air suspension vehicle control device comprising: a failure detection means for detecting a failure of the steering angle detection means; and the failure detection means. When the failure of the steering angle detection means is detected by the control unit, the steering angle reference switching control means and the lateral acceleration reference switching control means are stopped, and the lateral acceleration detected by the acceleration detection means is equal to or more than a predetermined value at the time of failure. Electronically controlled air-suspension vehicle control device, further comprising: a failure-time switching control means for hard-switching and controlling at least one of the air spring and the shock absorber. 2. The electronically controlled air-suspension vehicle control device according to claim 1, wherein the predetermined value at the time of the failure switching control means is smaller than the predetermined value of the lateral acceleration reference switching control means. 3. When the state where the lateral acceleration has become less than a predetermined value at the time of failure continues for a predetermined time during the switching control of at least one of the air spring and the shock absorber by the switching control means at the time of failure. 3. An electronically controlled air-suspension vehicle control device according to claim 1, further comprising a switch releasing means for releasing said switching control. 4. The air conditioner according to claim 1, wherein when the lateral acceleration has become less than a predetermined value at the time of failure for a first predetermined time, the air conditioner controls the air spring to be softly controlled. 2. The control of switching the state of the shock absorber to software when the state in which the lateral acceleration becomes less than the predetermined value at the time of failure continues for a second predetermined time after the switching control to software. The electronic control air suspension vehicle control device according to any one of claims 1 to 3.