JP3013644B2 - Hydraulic active suspension control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [0001] BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fluid for vehicles such as automobiles.
More specifically, it relates to a pressure-type active suspension.
The present invention relates to a control device for a body pressure type active suspension. [0002] 2. Description of the Related Art Fluid pressure active sensors for vehicles such as automobiles.
Conventionally, a spence is generally installed for each wheel.
And the working fluid is supplied to and discharged from the working fluid chamber.
Actuator to increase or decrease the vehicle height at the
Working fluid supply / discharge means for supplying / discharging the working fluid to / from the dynamic fluid chamber
And supply and discharge of working fluid according to a control amount based on the running state of the vehicle.
Control means for controlling the means, and responds to the running state of the vehicle.
Supply and discharge of the working fluid to the working fluid chamber
By controlling the pressure in the body room, the vehicle
Body while accelerating / decelerating or turning while ensuring comfort
The posture change is prevented. [0003] Such a hydraulic active suspension.
As one of the control devices, for example, the same
Japanese Patent Application No. 4-184428 and Japanese Patent Application No. 4-184428 relating to the applicant's application
Vehicle speed, steering angular speed, vehicle body
The actual lateral acceleration of the vehicle is detected, and the vehicle
Calculate the lateral jerk (delay compensation value) and detect the actual lateral jerk.
The sum of the speed and the calculated lateral jerk is used as the estimated lateral acceleration.
Actuating means for controlling the working fluid supply and discharge means
Control systems for suspensions are well known
You. [0004] Such a hydraulic active suspension.
According to the control device of the above, the lateral speed of the vehicle body is
The jerk is calculated as a delay compensation value, and the detected actual lateral
The sum of the acceleration and the calculated lateral jerk is the estimated lateral acceleration
Is used to control the working fluid supply / discharge means.
Working fluid supply / discharge means
When turning the vehicle, compared to when it is used to control
Effective control of body roll by reducing delay of body control
Can be reduced. [0005] SUMMARY OF THE INVENTION
The delay compensation value is actually
As a function of vehicle speed and steering angular speed,
It is calculated from the map that was created
You. However, the types of roads on which vehicles actually travel
Over time, and the nature of the road surface also changes due to weather, etc.
The running condition of the vehicle, such as the load weight of the vehicle and tire wear,
Since the vehicle speed and the steering angular speed are not the same,
Is not always the same
The delay compensation value calculated from the map is the actual lateral acceleration
May not coincide with the degree, and therefore the actual lateral acceleration and the delay
When the working fluid supply / discharge means is controlled based on the sum with the compensation value, the vehicle
Roll control of the body becomes discontinuous or reverse roll of the car body
And the occupants of the vehicle feel uncomfortable
There is a problem that sometimes. [0006] The present invention relates to a conventional active suspension.
In view of the above-mentioned problems in
Body rolls can be effectively reduced without
And the occupants of the vehicle feel uncomfortable during roll control.
Improved hydraulic active suspension
It is intended to provide a control device for the application. [0007] SUMMARY OF THE INVENTION The above-mentioned object is achieved by the present invention.
According to the description, as shown in FIG.
The working fluid is supplied to and discharged from the working fluid chamber
Actuator that increases or decreases the vehicle height at the corresponding site
(2) an operation of supplying and discharging a working fluid to and from the working fluid chamber
A dynamic fluid supply / discharge means (4);
Control amount calculation for calculating the control amount for suppressing the posture change
Means (6), and the working fluid supply / discharge means based on the control amount
Activator having control means (8) for controlling pressure
A suspension control device, and
The gear is a vehicle speed detecting means (10) and a steering angular velocity detecting means (1).
2), lateral acceleration detecting means (14), and vehicle speed detecting means.
Calculates the steering angular velocity correction amount based on the detected vehicle speed
Steering angular velocity correction amount calculating means (16) and steering angular velocity detection
Means for detecting the steering angular velocity and the steering angular velocity
Control gain calculating means for calculating the control gain based on the positive amount
(18) and the vehicle detected by the lateral acceleration detecting means
Calculate lateral jerk based on actual lateral acceleration of body
Calculation means (20), the control gain and the lateral jerk
Delay value calculation means for calculating a delay compensation value as a product of
(22) and the sum of the actual lateral acceleration and the delay compensation value
Lateral acceleration calculating means (2)
4) and the control is performed based on at least the estimated lateral acceleration.
A flow that is configured to calculate a controlled variable.
Reached by the control system of the active pressure suspension
Is done. [0008] As described above, the actual lateral acceleration of the vehicle body is
Depending on the nature of the road surface and the running conditions of the vehicle,
For example, based on the actual lateral acceleration of
If the speed is calculated, the lateral jerk is calculated from the vehicle speed and the steering angular speed.
Road conditions and vehicle running conditions
It is possible to appropriately estimate the lateral jerk of the vehicle according to the situation
it can. In general, even if the vehicle speed is the same, the steering angular velocity
The higher the steering angle, the higher the lateral acceleration is
Even so, the higher the vehicle speed, the higher the lateral acceleration. According to the above configuration, the steering angular velocity correction is performed.
The amount of steering angular velocity correction based on the vehicle speed by the amount calculating means (16)
Is calculated by the control gain calculating means (18).
Based on the speed and the steering angular speed correction amount, that is, in accordance with the vehicle speed,
The control gain is calculated based on the corrected steering angular velocity,
Based on the actual lateral acceleration of the vehicle body by the acceleration calculating means (20)
Lateral jerk is calculated, and the delay compensation value calculating means (22) is calculated.
Lag compensation value as the product of control gain and lateral jerk
Calculated by the estimated lateral acceleration calculating means (24).
The estimated lateral acceleration is calculated as the sum of the speed and the delay compensation value.
You. Therefore, according to the present invention, the delay compensation value
The roll of the vehicle is effective by compensating for the control delay.
And the delay compensation value is
Compared to the case where estimation is calculated from the vehicle speed and the steering angular speed, the actual
Is calculated to a value close to the lateral jerk
Roll control becomes discontinuous or reverse roll of the vehicle
Is reliably prevented. [0011] Supplementary explanation of means for solving the problems One of the present invention
According to the embodiment of the present invention, the control device of the present invention corresponds to each wheel.
Of the air spring provided for the air chamber
Controls the attitude of the vehicle body by controlling the supply and exhaust of moving gas
Control device for the air suspension,
The target gas mass Mo in the air chamber is calculated based on the state.
And the actual gas mass M in the air chamber is calculated,
Based on the deviation Mc between the actual gas mass M and the target gas mass Mo,
Supply of working gas to the air chamber to reduce the deviation
Evacuation is configured to be controlled. According to this embodiment, when the vehicle is turning or when the vehicle is
Reduces vehicle body posture change during deceleration and stabilizes vehicle operation
Not only can improve the
Target gas quality even if the wheels bounce or rebound due to
Since the amount Mo is not changed and the deviation Mc does not change,
Supply and exhaust of working gas to and from the chamber is repeated and frequently performed
And the pressure in the air chamber is
Working gas for the air chamber
Energy consumption and cost compared to when supply and exhaust of
And the durability of the air suspension improves.
You. [0013] Further, an air sp
The pressure in the air chamber of the ring, the volume of the air chamber,
The temperature of the gas in the air chamber,
The masses are P, V, T, and M, respectively.
Pressure in the air chamber when the wheel is in the neutral position, air
Chamber volume, gas temperature in air chamber, air chamber
The mass of the gas in the chamber (target gas mass)
P₁, V₁, T₁, M₁And the wheels ride on bumps on the road
Pressure in the air chamber after receiving external force
Force, volume of air chamber, temperature of gas in air chamber
And the mass of the gas in the air chamber is P_Two,
V_Two, T_Two, M_TwoR is assumed to be gas
In the air suspension controller as the gas constant of the body
The calculated mass M of the gas is defined as in the following Equation 1. ## EQU1 ## M = (PV) / (RT) Assuming that the vehicle is traveling straight ahead,
Assuming that the mass of the gas in the chamber is constant,
Target mass calculated by air suspension controller
M₁Is represented by Equation 2 below. [Equation 2] M₁= (P₁・ V₁) / (RT₁) The state change occurring in the air spring is
Polytropic change and air chamber system is closed
Assuming that n is a polytropic index,
Holds. [Equation 3] P₁・ V₁ ⁿ= P_Two・ V_Two ⁿ According to Equation 3, the air suspension receives an external force.
In the air chamber after pressure_TwoIs represented by the following equation 4.
Is done. [Equation 4] P_Two= (V₁/ V_Two)ⁿ・ P₁ After the air suspension receives an external force,
Volume V in the air chamber_TwoIs the suspension strike for S
Roke (displacement in the bound direction from the standard position is positive
And A is the cross-sectional area of the piston of the air suspension.
Is represented by the following Expression 5. ## EQU5 ## V_Two= V₁-AS The pressure P expressed by Equations 4 and 5_TwoAnd content
Product V_TwoAre determined by pressure detection means and volume detection means, respectively.
It is the value to be detected, and the mass of the gas from Equations 1, 4, and 5.
M is represented by Equation 6 below. (Equation 6)     M = (P_Two・ V_Two) / (RT_Two)       = ｛(P₁・ V₁) / (RT_Two)｝ ・ ｛V₁/ (V₁-AS)｝^n-1 Here, the air detected by the temperature detecting means is
The change in the temperature T of the gas in the chamber depends on the volume of the air chamber.
Temperature T so as to be sufficiently slower than the change in
Consider the polytropic index of the degree change to be substantially 1.0
And the following equation 7 is established. [Equation 7] T_Two= T₁ Therefore, equation (6) is represented as equation (8) below. M = ｛(P₁・ V₁) / (RT₁)｝ ・ ｛V
₁/ (V₁− (V₁AS)｝^n-1 Now in the air suspension control device
The feedback control amount E is defined as in the following Expression 9.
In the following equation 9, K is a feedback gain.
E <0 is equivalent to exhaust that exhausts gas from the air chamber
E> 0 is equivalent to air supply to supply gas to the air chamber
I do. E = K · (M₁-M) Substituting Equations 2 and 8 into Equation 9 gives Equation 9
It is expressed as in the following Expression 10. E = K ｛(P₁・ V₁) / (RT₁)｝
・ [1- ｛V₁/ (V₁− (V₁AS)｝^n-1] When the wheels pass through the bumps on the road surface,
If you make a stroke in the undo direction by S, V₁-A
・ S <V₁Therefore, the following Expression 11 is established. (Equation 11)₁/ (V₁-AS)> 1 When the wheel bounces, the pressure in the air chamber
Since the force P increases (ie, is not a constant pressure change),
The retrop exponent n is greater than or equal to 1 and therefore
Holds. ## EQU12 ## 1- ｛V₁/ (V₁-AS)｝^n-1<0 Considering Equation 10 based on Equation 12, the following is obtained.
Equation 13 holds. E <0 Equation 13 means exhaust as described above, and
When receiving a direction input from the road surface, the air chamber
The air spring is released
It means that the power is reduced. Further, when the wheel passes through the concave portion of the road surface,
If the stroke is S in the rebound direction,
₁-AS> V₁Therefore, the following Expression 14 holds.
You. (Equation 14)₁/ (V₁-AS) <1 When the wheel rebounds, the air chamber
Since the pressure P decreases (ie, is not a constant pressure change),
The polytropic index n is greater than or equal to 1 and therefore:
5 holds. ## EQU15 ## 1- ｛V₁/ (V₁-AS)｝^n-1> 0 Considering Equation 10 based on Equation 15, the following is obtained.
Equation 16 holds. E> 0 Equation 16 means the air supply as described above,
When an input in the rebound direction is received, gas enters the air chamber.
The spring force of the air spring increases due to the supply
Means to be done. According to another embodiment of the present invention,
In the embodiment of the air suspension control device,
The body mass M depends on the volume of the air chamber and the volume in the air chamber.
In the air chamber detected by the pressure and temperature detecting means
By smoothing the signal indicating the temperature of the working gas
The calculation is performed based on the obtained temperature after the smoothing process. According to this embodiment, the wheels are
As it passes through bumps on the road surface,
The spring force of the air spring is reduced,
Force in the rebound direction, such as when the wheel passes through a recess in the road surface
The spring force of the air spring increases
Therefore, supply and discharge of working gas to and from the air chamber are not performed.
Ride of vehicle compared to normal air suspension
Geological properties are improved. [0033] BRIEF DESCRIPTION OF THE DRAWINGS FIG.
An example will be described in detail. FIG. 2 shows an air suspension control device.
Hydraulic active suspension according to the invention constituted
FIG. 1 is a schematic configuration diagram showing one embodiment of an application control device.
In FIG. 2, * is a symbol corresponding to each wheel, and * is attached.
The members indicated by the reference numerals are the front right wheel (* = fr) and the front left
Wheel (* = fl), right rear wheel (* = rr), left rear wheel (* = rl)
It is shown that it is provided corresponding to each. In FIG. 2, 30 * is not shown in the figure.
Shock absorber disposed between sprung and unsprung
32 * indicates the shock absorber 30 *
5 shows an integrally formed air spring. Airs
The pulling 32 * is a wheel not shown in the drawing as is well known.
Volume decreased and increased with the bounce and rebound of
It has a large air chamber 34 *. The air chamber 34 * has a supply conduit 36 *
One end is connected, and the other end of the conduit has a high-pressure air inside.
It is connected to a high pressure tank 38 for storing air. Air supply guide
In the middle of the pipe 36 *, there is a solenoid type normally closed on-off valve.
An air supply control valve 40 * is provided. Air supply conduit 36
* Between the air spring 30 * and the air supply control valve 40 *
Is connected to one end of an exhaust conduit 42 *.
The other end of the conduit is a low-pressure tank 4 for storing low-pressure air inside.
4 are connected. Control valve in the middle of the exhaust conduit 42 *
Exhaust that is a solenoid-type normally closed on-off valve similar to 40 *
Control valve 46 * is provided. As shown in FIG. 2, in the illustrated embodiment,
In this case, the control valves 40 * and 46 * detect the steering angular velocity θd.
The steering angular speed sensor 48 that outputs the vehicle speed, the vehicle speed sensor that detects the vehicle speed V
Sensor 50, a lateral acceleration sensor for detecting the lateral acceleration Gy of the vehicle body.
The longitudinal acceleration sensor 52 for detecting the longitudinal acceleration Gx of the vehicle body.
Sensor 54, a vehicle for detecting the vehicle height H * of the portion corresponding to each wheel
Height sensor 56 *, air chamber 34 for each air spring
Pressure sensor 58 * that detects the pressure P * inside the
A temperature sensor 60 * that detects the temperature T * of the air in the chamber
The electronic control unit 62 based on the
Opening / closing is controlled. The electronic control unit 62 operates as shown in FIG.
And a microcomputer 64. micro
The computer 64 has a general configuration as shown in FIG.
Central processing unit (CPU) 6
6, read only memory (ROM) 68, and random
Access memory (RAM) 70 and input port device 72
And an output port device 74, which are bidirectional.
They are connected to each other by a common bus 76. The input port device 72 has a steering angular velocity sensor
48, a signal indicating the steering angular velocity θd detected by the
Signal indicating vehicle speed V detected by sensor 50, lateral acceleration
The lateral acceleration Gy of the vehicle body detected by the degree sensor 52 is shown.
Signal of the vehicle body detected by the longitudinal acceleration sensor 54
A signal indicating the longitudinal acceleration Gx has been input.
Provided for each wheel not shown in the figure.
Vehicle height sensor 56 *, pressure sensor 58 *, temperature sensor 6
From 0 *, the vehicle height H * of the part corresponding to each wheel
Pressure in chamber A *, temperature of air in each air chamber
A signal indicating the degree T * is input. The input port device 72 receives a signal inputted thereto.
Number is appropriately processed, and the program stored in the ROM 68 is processed.
CPU and RAM according to the instruction of CPU 66 based on the RAM
70, and outputs the processed signal. R
The OM 68 includes the control program shown in FIGS.
Store maps corresponding to the graphs shown in FIGS.
are doing. The CPU 66 controls the control program shown in FIGS.
Various operations and signal processing based on the program
It is supposed to do. The output port device 74 is a CPU 6
6. According to the instruction of 6, each air spring through the drive circuit 78 *
Output a control signal to the air supply control valve 40 corresponding to the
Drive circuit 80 * for exhaust corresponding to each air spring
A control signal is output to the control valve 46 *. Next, refer to the flowchart shown in FIG.
To control the air suspension in the illustrated embodiment.
explain about. Note that the routine shown in FIG.
Started by closing an unlit ignition switch
Is done. In the flowchart shown in FIG.
Is a symbol corresponding to each wheel, and is a routine shown in FIG.
Is controlled by, for example, the right front wheel (* = fr) and the left front wheel (* = f
l), right rear wheel (* = rr), left rear wheel (* = rl)
And executed. First, in the first step 50,
As shown in the flowchart of FIG.
The estimated lateral accelerations Gymf and Gymr for calculating the control amount of the rear wheels are
The calculation is performed, and in step 100, as shown in FIG.
Targets in the air chamber according to the flow chart shown
The air mass Mo * is calculated, and in step 200,
As described above, according to the flowchart shown in FIG.
The actual air mass M * in the chamber is calculated, and
At 0, the calculation was performed at steps 100 and 200
The mass deviation Mc * (= Mo * -M *) is calculated. In step 400, α (positive constant) is
As a control threshold, the deviation Mc * is equal to or greater than -α,
It is determined whether it is below or not, and -α ≦ Mc * ≦ α.
When it is determined that the
The air control valve 40 * and the exhaust control valve 46 * are closed
Thereafter, the flow returns to step 50 to indicate that -α≤Mc * ≤α is not satisfied.
When the determination is made, the process proceeds to step 500. In step 500, the deviation Mc * is smaller than α.
It is determined whether it is above or not, and that α ≦ Mc * is not satisfied.
Is determined in step 600, the air supply
The control valve 40 * is opened and the exhaust control valve 46 * is opened.
After the valve is closed, the process returns to step 50 to indicate that α ≦ Mc *.
If the determination is made in step 700,
The control valve 40 * is closed and the exhaust control valve 46 * is closed.
After the valve is opened, the process returns to step 50. Next, refer to the flowchart shown in FIG.
Then, in step 50 of the flowchart shown in FIG.
Lateral load for front-wheel and rear-wheel-side control variable calculations
The calculation routine for the speeds Gymf and Gymr will be described. First, in step 55, the steering angular velocity θd
 , Vehicle speed V, body lateral acceleration Gy, body longitudinal acceleration Gx
 , Vehicle height H * corresponding to each wheel, each air spring
Pressure P * in air chamber 34 * of each air chamber
Of the air temperature T * is read. To step 60
8 and 9 based on the vehicle speed V.
Control amount performance on the front wheel side and rear wheel side from the map corresponding to the rough
The correction amounts θf and θr of the steering angular velocity for calculation are calculated, and
In Step 65,
Therefore, the corrected steering for calculating the control amounts on the front wheel side and the rear wheel side
The absolute values of the angular velocities θdf and θdr are calculated. [0047] (17) θdf = | θd | + θf [Equation 18] θdr = | θd | + θr In step 70, in step 65
The calculated absolute values of the corrected steering angular velocity θdf and θdr
Based on the graphs shown in FIGS. 10 and 11, respectively.
For calculating control amounts on the front and rear wheels from the map
The gains Kyf and Kyr are calculated, and in step 75,
Actual vehicle lateral acceleration detected by lateral acceleration sensor 52
For example, a time differential operation is performed on Gy.
The lateral jerk Gyd is calculated.
Set the cut-off frequency to, for example, 0.1 Hz and accelerate laterally.
By subjecting the signal indicating the degree Gyd to low-pass filtering.
The vehicle's lateral jerk Gydlp after low-pass filtering
Is calculated. In step 85, in step 70
In the calculated control gains Kyf, Kyr and step 80,
Acceleration of vehicle body after low-pass filter processing
Based on the degrees Gydlp, according to the following equations 19 and 20, respectively.
The delay compensation value Gyof for calculating the control amount on the front wheel side and the rear wheel side
 , Gyor are calculated. [0050] Gyof = Kyf.Gydlp Gyor = Kyr · Gydlp In step 90, Kc is set smaller than 1.
The following positive and negative constants are used in accordance with Equations 21 and 22, respectively.
Calculation of the roll stiffness distribution, that is, the distribution of the actual lateral acceleration on the front wheel side
The amount Pf and the rear wheel side distribution amount Pr are calculated. [0052] ## EQU21 ## Pf = Kc.Gy ## EQU22 ## Pr = (1-Kc) .Gy In step 95, in step 90
Calculated actual lateral acceleration distribution amounts Pf, Pr and steps
Based on the delay compensation values Gyof and Gyor calculated at 85
Front wheel side and rear according to Equations 23 and 24 below, respectively
The estimated lateral accelerations Gymf and Gymr for calculating the wheel-side control amount are performed.
Is calculated. [0054] ## EQU23 ## Gymf = Pf + Gyof [Equation 24] Gymr = Pr + Gyor Thus, in step 50, step
After the correction at 60 and 65 according to the vehicle speed V
The absolute values of the steering angular velocity θdf and θdr are calculated, and
In step 70, the control gain Kyf and the control gain Kyf are calculated based on the corrected steering angular velocity.
And Kyr are calculated, and in steps 75 and 80
The lateral jerk Gydlp of the vehicle after low-pass filtering
That is, the change rate of the actual lateral acceleration of the vehicle body is calculated, and step 8
5. Control gains Kyf and Kyr and low-pass filter processing at 5
The delay compensation value G is calculated as a product of the lateral jerk Gydlp of the rear vehicle body.
yof and Gyor are calculated, and in steps 90 and 95
Actual lateral accelerations Pf and Pr of the vehicle body and delay compensation values Gyof and Gyo
is added to the estimated horizontal
The accelerations Gymf and Gymr are calculated. Next, refer to the flowchart shown in FIG.
Step 100 of the flowchart shown in FIG.
Calculation routine of target air mass Mo *
Will be explained. In step 120, in step 50
Based on the estimated lateral accelerations Gymf and Gymr
Correspond to the graphs shown in FIGS. 12 and 13, respectively.
Target for the front and rear wheels based on the map
The roll amounts Rmf and Rmr are calculated.
14 based on the longitudinal acceleration Gx of the vehicle body.
The target pitch amount Pm of the vehicle is based on the map corresponding to
Is calculated. In step 130, the process proceeds to step 120.
Roll amount Rmf, Rmr calculated in step 1 and step 1
Based on the target pitch amount Pm calculated in step 25, Kp and
And Kr as positive constants and the eye of each wheel according to the following equation 25.
The standard stroke amount S * is calculated. Note that depending on the vehicle speed V, etc.
When the vehicle height is controlled, the following equation (25) is used.
The heave amount h according to the vehicle speed V or the like may be added. Sfr = Kp · Pm−Kr · Rmf Sfl = Kp · Pm + Kr · Rmf Srr = −Kp · Pm−Kr · Rmr Srl = −Kp · Pm + Kr · Rmr In step 135, SV * is applied to each wheel.
Reference volume of air spring 34 * of aspring 32 *
(The volume when the corresponding wheel is in the neutral position)
The target air channel for each air spring according to
The volume Vo * is calculated. In addition, A₁And A
_TwoAre shock absorbers for the left and right front wheels and the left and right rear wheels, respectively.
It is a cross-sectional area of the cylinder of the bar 30. [Equation 26] Vofr = SVfr + A₁・ Sfr Vofl = SVfl + A₁・ Sfl Volr = SVrr + A_Two・ Srr Voll = SVrl + A_Two・ Srl In step 140, step 9 in FIG.
5. The estimated lateral accelerations Gymf and Gym of the vehicle body calculated in step 5
and Df and Dr on the front wheel side and the rear wheel side, respectively.
In each air chamber as a positive constant according to Equation 27 below
The pressure increment Py * is calculated. [Equation 27] Pyfr = Df · Gymf Pyfl = -Pyfr Pyrr = Df · Gymr Pyrl = -Pyrr At step 145, at step 55
Dp is positive based on the longitudinal acceleration Gx
The pressure in each air chamber according to the following equation 28 as a constant
Is calculated. [Equation 28] Pxfr = Dp · Gx Pxfl = Pxfr Pxrr = -Dp * Gx Pxrl = Pxrr In step 150, SP * is set to each air channel.
Reference pressure of chamber pressure (vehicle is stationary and responds
The pressure when the running wheel is in the neutral position)
29, the target air chamber pressure Po * is calculated.
You. [Equation 29] Pofl = SPfr + Pyfr + Pxfr Pofr = SPfl + Pyfl + Pxfl Porr = SPrr + Pyrr + Pxrr Porl = SPrl + Pyrl + Pxfl In step 155, the process proceeds to step 55.
Air temperature T * in each air chamber
Target air chamber volume Vo calculated in step 135
*, Target air chamber calculated in step 150
Based on the internal pressure Po *, R is a gas constant,
The target air mass Mo * in each air chamber is calculated according to
Is done. ## EQU30 ## Mo * = (Po * Vo *) / (RT *) Next, refer to the flowchart shown in FIG.
To step 200 of the flowchart shown in FIG.
Of the routine for calculating the actual air mass M *
I will tell. First, in step 220, the cutoff cycle
A signal indicating the temperature T * by setting the wave number to, for example, 0.01 Hz.
Low-pass filter
The temperature Tlp * after the filter processing is calculated. In step 230, step 52
Based on the height H * of the part corresponding to each wheel read at
K₁And K_TwoFor the left and right front wheels and left and right rear wheels respectively
Of the air chamber of each wheel as a coefficient (positive constant)
* Is calculated according to the following equation (31). Vfr = SVfr + K₁・ Hfr Vfl = SVfl + K₁・ Hfl Vrr = SVrr + K_Two・ Hrr Vrl = SVrl + K_Two・ Hrl In step 240, the process proceeds to step 52.
Pressure P * in the air chamber of each wheel
After the low-pass filter processing calculated at 220,
A chamber internal temperature Tlp *, calculated in step 230
Let R be a gas constant based on each air chamber volume V *
And the actual air mass in each air chamber according to
M * is calculated. M * = (P * .V *) / (R.Tlp *) Thus, according to the illustrated embodiment, the steps
50, that is, the front wheel side and the rear wheel side in steps 55 to 95
The estimated lateral accelerations Gymf and Gymr of
100, that is, the running of the vehicle in steps 135 to 155
Eyes in each air chamber according to the condition,
The target air mass Mo * is calculated, and step 200, that is,
Actual air in each air chamber at steps 220-240
The mass M * is calculated, and in step 300, the target air quality
The deviation Mc * between the amount Mo * and the actual air mass M * is calculated,
In steps 400 to 800, the deviation Mc * is -α or more and
The mass of air in each air chamber is
Feedback control. Therefore, substantially when the vehicle is traveling straight ahead at a constant speed.
If turning or acceleration / deceleration is not performed during
Target air mass Mo even if the wheels bounce and rebound
* Does not change and the deviation Mc * does not change.
* And 46 * are repeatedly opened and closed frequently
Be avoided. Also, when turning or accelerating / decelerating the vehicle,
Suppresses body posture changes caused by lateral acceleration and longitudinal acceleration
The target air mass Mo * is calculated as follows.
The difference Mc * between Mo * and the actual air mass M * is -α or more and α
The control valves 40 * and 46 * are opened and closed so that
The air is supplied to and exhausted from the air chamber,
Roll or no
Large posture changes such as diving and squat
Are effectively prevented. In particular, when the vehicle is turning, supplementary information is set according to the vehicle speed V.
Based on the corrected absolute values of the steering angular velocity θdf and θdr,
In Kyf and Kyr are calculated and low pass filtered.
The lateral jerk Gydlp performs based on the actual lateral acceleration of the
Calculated as a product of the control gain and lateral jerk
The values Gyof and Gyor are calculated, and the actual lateral acceleration and delay compensation value are calculated.
And the estimated lateral accelerations Gymf and Gymr are calculated as the sum of
Therefore, these delay compensation values compensate for control delay.
Only effectively prevents the body from rolling.
Instead, the delay compensation value is estimated from the vehicle speed and steering angular speed.
Value closer to the actual lateral jerk compared to when
The roll control becomes discontinuous.
Or reverse roll of the vehicle body is reliably prevented.
It is. Further, according to the illustrated embodiment, the delay compensation value G
control gains Kyf and K for calculating yof and Gyor
yr corresponds to the graphs shown in FIGS. 10 and 11, respectively.
Individually calculated based on the corrected steering angular velocity from the map
These maps should be set and adjusted accordingly.
As a result, for a given lateral jerk Gyd,
Different delay compensation values can be calculated for
As a result, the roll stiffness of the front and rear wheels during transient turning of the vehicle
The distribution of roll stiffness during steady turning (step 90
Kc, 1-Kc)
Therefore, the US-OS feature during transient turning of the vehicle
Properties can be controlled well. According to the illustrated embodiment, the steering angular velocity
The correction amounts θf and θr are also shown in FIGS. 8 and 9, respectively.
Individual front and rear wheels from the map corresponding to the graph
These maps are calculated separately, so these maps are set appropriately and adjusted.
The absolute value of the corrected steering angular velocity θdf and
And θdr also have different values for the front and rear wheels.
Can be calculated. For example, referring to the graphs shown in FIGS.
The corresponding maps are shown in FIGS. 15 and 16, respectively.
If the vehicle is running at V1
When the vehicle is steered as shown in FIG.
The angular velocity θd and the corrected steering angular velocity θdf and θdr are respectively
It changes as shown in FIG. Therefore, the front wheel
And the steering wheel speed after correction on the rear wheel side becomes a value other than 0.
The delay compensation value G
Control start timing of roll control based on yof and Gyor
Correction amounts θf and θ of the steering angular velocity.
r is not calculated separately for the front and rear wheels
Good US-OS characteristics during transient turning of the vehicle
Can be controlled. Further, according to the illustrated embodiment, each air channel
The signal indicating the temperature T * of the air in the chamber is processed by a low-pass filter.
The signal indicating the temperature T * is smoothed.
And based on the temperature Tlp * after the smoothing process,
The actual air mass M * is calculated, so that
As described above along the formulas 1 to 16, the wheels are bound.
When the force of the direction is received, the spring force of the air spring is low.
When the wheel is rebounded
Is detected because the spring force of the air spring is increased.
The actual air mass M * in each air chamber based on the temperature T *
The ride comfort of the vehicle is improved as compared with the case where the calculation is performed. In the above embodiment, the horizontal processing after the smoothing process is performed.
The acceleration Gydlp and the temperature Tlp * are the lateral jerk Gyd, respectively.
And the temperature T * of the air in each air chamber
Signal is low-pass filtered.
Signal indicating the lateral jerk Gyd
The smoothing process for the signal indicating the temperature and the temperature T * is, for example, shown in FIG.
Instead of being executed by digital operation as in the embodiment,
A low-pass filter built into the electronic control unit
It may be executed in a analog manner, and the above-mentioned Japanese Patent Application No. Hei.
In the calculation of the weighted average shown in FIG.
It may be performed more. In the foregoing, the present invention has been described with respect to particular embodiments.
However, the present invention is not limited to such an embodiment.
Rather than various other embodiments within the scope of the present invention.
It will be clear to those skilled in the art that is possible. For example, in the above embodiment, the delay compensation value G
Control amount based on yof and Gyor is in feedback group
Lag compensation according to the present invention.
The value is closer to the actual lateral jerk of the vehicle body than in the past.
Control value based on the delay compensation value.
It may be used as a feedforward control amount. On the spot
Control delay even when the response delay of the control unit is large
Body rolls can be effectively reduced without
it can. The feedforward control as described above is an example.
For example, Gymf = Pf in step 140 of the above embodiment.
 , Gymr = Pr and steps 120 to 155
Calculate the target air amount Mo * and go to step 140
Step 1 with Gymf = Gyof and Gymr = Gyor
The target air amount delay compensation value Myo * is performed by 20 to 155.
Mc * + Myo * is calculated as the corrected deviation Mc *.
Achieved by performing steps 400-800
No. [0080] As is clear from the above description, the present invention
According to Ming, the wheels will bounce and rebound due to uneven road surfaces.
Even if it bounces, the target gas mass Mo is not changed and the deviation Mc
Does not change, the supply of working gas to the air chamber
Drainage is not repeated frequently, and
Feedback control of the pressure in the
On the other hand, energy consumption and
Cost and cost and improve air suspension durability
Control by delay compensation value
The body roll effectively by compensating for the delay of
The delay compensation value can be reduced according to the vehicle speed and operation.
It actually occurs compared to the case where it is estimated and calculated from the steering angular speed.
Calculated to a value close to the lateral jerk
Discontinuous control or reverse roll of the vehicle
The occupants of the vehicle feel uncomfortable during roll control due to
Feeling can be reliably prevented.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory diagram showing a configuration of a hydraulic active suspension control device according to the present invention, corresponding to the description in the claims. FIG. 2 is a schematic configuration diagram showing one embodiment of a hydraulic active suspension control device according to the present invention configured as an air suspension control device. FIG. 3 is a block diagram showing one embodiment of the electronic control device shown in FIG. 3; FIG. 4 is a flowchart showing a main routine of control of an air suspension achieved by the electronic control device shown in FIGS. 2 and 3; FIG. 5 is a step 50 of the flowchart shown in FIG. 4;
3 is a flowchart showing a routine for calculating an estimated lateral acceleration of the vehicle body, performed in step (a). FIG. 6: Step 10 of the flowchart shown in FIG.
5 is a flowchart showing a target gas mass calculation routine performed at 0. FIG. 7: Step 20 of the flowchart shown in FIG.
9 is a flowchart showing a routine for calculating the actual air mass performed at 0. FIG. 8 is a graph showing a relationship between a vehicle speed V and a correction amount θf of a steering angular velocity for calculating a control amount of a front wheel. FIG. 9 is a graph showing a relationship between a vehicle speed V and a correction amount θr of a steering angular velocity for calculating a control amount on the rear wheel side. FIG. 10 is a graph showing a relationship between a corrected steering angular velocity θdf and a control gain Kyf for the front wheels. FIG. 11 is a graph showing a relationship between a corrected steering angular velocity θdr and a control gain Kyr on the rear wheel side. FIG. 12 is a graph showing a relationship between an estimated lateral acceleration Gymf of the vehicle body and a target roll amount Rmf of the vehicle body on the front wheel side. FIG. 13 is a graph showing a relationship between an estimated lateral acceleration Gymr of the vehicle body and a target roll amount Rmr of the vehicle body on the rear wheel side. FIG. 14 is a graph showing the relationship between the longitudinal acceleration Gx of the vehicle body and the target pitch amount Pm of the vehicle body. FIG. 15 is a graph illustrating an example of a relationship between a vehicle speed V and a correction amount θf of a steering angular velocity for calculating a control amount of a front wheel. FIG. 16 is a graph showing an example of a relationship between a vehicle speed V and a correction amount θr of a steering angular velocity for calculating a control amount on the rear wheel side. FIG. 17 is a graph showing an example of a change in the steering angle θ. FIG. 18 is a time chart showing changes in the steering angular velocity θd and the corrected steering angular velocity θdf and θdr. [Description of Signs] 2 ... Actuator 4 ... Working fluid supply / discharge means 6 ... Control amount calculation / calculation means 8 ... Control means 10 ... Vehicle speed detection means 12 ... Steering angular velocity detection means 14 ... Lateral acceleration detection means 16 ... Steering angular velocity correction amount calculation Means 18 Control gain calculating means 20 Lateral jerk calculating means 22 Delay compensation value calculating means 24 Estimated lateral acceleration calculating means 30 * Shock absorber 32 * Air spring 34 * Air chamber 40 * Air supply control valve 46 * ... Exhaust control valve 48 ... Steering angular velocity sensor 50 ... Vehicle speed sensor 52 ... Lateral acceleration sensor 54 ... Longitudinal acceleration sensor 56 * ... Vehicle height sensor 58 * ... Pressure sensor 60 * ... Temperature sensor 62 ... Electronic control device

Claims (1)

(57) [Claims] An actuator provided corresponding to each wheel to supply / discharge working fluid to / from the working fluid chamber to increase / decrease the vehicle height of a corresponding portion, and actuate to the working fluid chamber. A working fluid supply / discharge means for supplying / discharging fluid, a control amount calculating means for calculating a control amount for suppressing a change in posture of the vehicle body based on a running state of the vehicle, and a working fluid supply / discharge means based on the control amount. A control device for a hydraulic active suspension having control means for controlling, wherein the control amount calculating means includes a vehicle speed detecting means, a steering angular velocity detecting means, a lateral acceleration detecting means,
Steering angular velocity correction amount calculating means for calculating a steering angular velocity correction amount based on the vehicle speed detected by the vehicle speed detecting means, and a control gain for calculating a steering angular velocity detected by the steering angular velocity detecting means and a control gain based on the steering angular velocity correction amount. Calculating means; lateral jerk calculating means for calculating a lateral jerk based on the actual lateral acceleration of the vehicle body detected by the lateral acceleration detecting means; delay compensation for calculating a delay compensation value as a product of the control gain and the lateral jerk. Value calculating means, and estimated lateral acceleration calculating means for calculating an estimated lateral acceleration as a sum of the actual lateral acceleration and the delay compensation value, wherein the control amount is calculated based on at least the estimated lateral acceleration. A control device for a hydraulic active suspension, comprising: