JP3185549B2 - Suspension preview control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention detects forward road surface information indicating road surface displacement at a position ahead of a wheel to be controlled, and predicts a vehicle body to be controlled and an actuator interposed between wheels based on the road surface information. The present invention relates to an improvement of a suspension preview control device that is controlled.

[0002]

2. Description of the Related Art As a conventional suspension preview control apparatus for performing preview control, there is one disclosed in, for example, JP-A-4-339010. In this conventional example, the relative displacement between the vehicle body and the road surface is measured at a foreseeing position ahead of the front wheel by a foreseeing control distance, and the vertical acceleration of the vehicle body at this foreseeing position is measured. The vehicle displacement in the vertical direction is obtained by integration, and the absolute displacement of the road surface is obtained by calculating the difference between the vehicle displacement and the relative displacement. Based on the absolute displacement of the road surface and the vehicle speed, the vehicle travels for the foreseeable distance. After that, by controlling the stroke of the active suspension according to the absolute displacement,
This is to perform accurate preview control without measurement errors.

[0003]

However, in the above-mentioned conventional suspension preview control device, only the preview control is individually performed at each wheel position, and the vibration input from each wheel acts on the vehicle body as a resultant force. There is an unsolved problem that no consideration is given to this and optimal preview control cannot be performed.

That is, since the phase difference of the vibration input from the road surface to the front and rear wheels changes according to the vehicle speed, the magnitude of the bounce component input which is the same phase component of the vibration input to the front and rear wheels from the road surface and the pitch input which is the opposite phase component is large. Changes with the vehicle speed, but the change in the sprung behavior of the vehicle due to the change in the vehicle speed cannot be dealt with in the conventional example.
Optimal preview control cannot be performed.

Therefore, the present invention has been made in view of the above-mentioned unsolved problems of the prior art, and it is intended to accurately grasp the sprung behavior of a vehicle due to a change in vehicle speed and perform good preview control. It is an object of the present invention to provide a suspension preview control device capable of performing the following.

[0006]

To achieve the above object, a suspension preview control device according to claim 1 is provided between a wheel to be controlled and a vehicle body as shown in FIG. 1 (b). A suspension preview control device that has an actuator that generates a control force capable of controlling a stroke between the control signals according to a control signal, and performs preview control of the actuator based on road surface information ahead of the control target wheel; Forward road surface information detecting means for detecting road surface information ahead of the wheel to be controlled; vehicle speed detecting means for detecting vehicle speed; and The road surface information of the road surface on which the controlled wheel is in contact with the ground is extracted, and the pitch component input to the vehicle body is calculated based on the road surface information .
Pitch component calculating means, and the pitch component calculating means
Calculating a preview control force by the pitch control gain based on the switch components, a predictive control means for outputting a control signal corresponding to the Re this to the actuator, the pitch control gain based on the vehicle speed detection value of the vehicle speed detecting means And a pitch control gain varying means for changing the pitch control gain.

Further, the suspension preview control device according to claim 2 is disposed between the wheel to be controlled and the vehicle body as shown in FIG. 1 (c), and the stroke between them can be controlled by a control signal. In a suspension preview control device having an actuator that generates a control force and performing preview control of the actuator based on road surface information ahead of the control target wheel, a front view that detects road surface information ahead of the control target wheel Road surface information detecting means, vehicle speed detecting means for detecting a vehicle speed, and road surface information of a road surface on which the controlled wheel is grounded from front road surface information of the front road surface information detecting means based on a vehicle speed detection value of the vehicle speed detecting means. Is extracted, and the bow input to the vehicle body based on the road surface information is extracted.
A swing component calculating means for individually calculating the Nsu component and pitch component, foreseen in the bounce control gain and <br/> pitch control gain corresponding to these on the basis of the bounce component and a pitch component of the oscillating component calculating means Predictive control means for calculating a control force and outputting a control signal corresponding to the control force to the actuator, and the bow control based on a vehicle speed detection value of the vehicle speed detection means.
It is characterized in that a Nsu control gain and system Ru changing the pitch control gain control gain varying means.

[0008]

[0009]

[0010]

In the invention according to the first aspect , the pitch component calculating means determines the current control target wheel based on the vehicle speed detection value of the vehicle speed detection means from the road surface information ahead of the control target wheel detected by the front road surface information detection means. The road surface information of the grounded road surface is extracted, the pitch component of the transmission force transmitted from the road surface to the vehicle body is calculated based on the extracted road surface information, and based on this, the preview control means calculates the pitch component based on the pitch component. Is calculated based on the pitch control gain corresponding to. At this time, by changing the pitch control gain based on the vehicle speed by the gain variable means, an accurate preview control force for suppressing a change in the sprung behavior of the vehicle due to a change in the vehicle speed is generated.

According to a second aspect of the present invention, the oscillating component calculating means determines the current control target wheel based on the vehicle speed detection value of the vehicle speed detecting means from the road surface information ahead of the control target wheel detected by the front road surface information detecting means. Extracts the road surface information of the road surface on which the vehicle is in contact with the ground, individually calculates the bounce component and the pitch component of the transmission force transmitted from the road surface to the vehicle body based on the extracted road surface information, and performs bounce by the preview control means based on these. Foreseeing control force is calculated based on the bounce control gain and the pitch control gain corresponding to these based on the component and the pitch component. At this time, the bounce control gain and the pitch control gain are changed based on the vehicle speed by the gain variable means, thereby generating an accurate preview control force for suppressing a change in the sprung behavior of the vehicle due to a change in the vehicle speed.

[0012]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 is a schematic configuration diagram showing one embodiment of the present invention, in which 10 is a vehicle body side member, 11FL to 11RR are front left to rear right wheels, and 12 is an active suspension constituting an actuator. Shown respectively.

The active suspension 12 includes hydraulic cylinders 18FL to 18RR interposed between the vehicle body-side member 10 and the respective wheel-side members 14 of the wheels 11FL to 11RR. Pressure control valves 20FL to 20RR for individually adjusting pressures are connected, and these pressure control valves 20FL to 20RR are connected to a hydraulic source 22 for supplying hydraulic oil at a predetermined pressure via a supply pipe 21S and a return pipe 21R. It has a configuration. And the hydraulic source 22
And supply pressure side piping 21S between the pressure control valves 20FL to 20RR
Are provided with accumulators 24F and 24R for accumulating pressure.

The active suspension 12 includes, for example, a vehicle speed sensor 26 provided in a speedometer for outputting an analog voltage corresponding to the vehicle speed, and three wheels 11FR and 11RL.
Vertical acceleration sensors 28 for individually detecting the vertical acceleration of the vehicle body at the positions respectively corresponding to 11RR and 11RR.
Preview sensors 29L, 29R composed of FR, 28RL and 28RR and ultrasonic distance sensors disposed on the underside of the vehicle body in front of the front wheels 11FL and 11FR, respectively, facing the road surface.
When, along with active control of the pressure control valve 20FL~20RR based on vertical acceleration detection value X _2FR "~X _2RR" of each vertical acceleration sensor 28FR～28RR, each sensor 2
6, 28FR to 28FR and 29L, 29R based on the detected values, the front and rear wheel pressure control valves 20FL to 20RR according to the road surface condition
And a controller 30 for individually predictively controlling the output pressure of the motor.

Each of the hydraulic cylinders 18FL to 18RR has a cylinder tube 18a.
8a, a lower pressure chamber L separated by a piston 18c having an axial through hole is formed.
A thrust corresponding to the pressure receiving area difference between the upper and lower surfaces and the internal pressure is generated.
The lower end of the cylinder tube 18a is
4 and the upper end of the piston rod 18b is attached to the vehicle body side member 10. Further, each of the pressure chambers L is connected to a pressure control valve 20 FL to 20 FL through a hydraulic pipe 38.
Connected to RR output port.

Each of the pressure chambers L of the hydraulic cylinders 18FL to 18RR is connected via a throttle valve 32 to an accumulator 34 for absorbing unsprung vibration. Hydraulic cylinder 18FL ~
A coil spring 36 having a relatively low spring constant and supporting a static load of the vehicle body is disposed between the upper and lower springs of the 18RR. Each of the pressure control valves 20FL to 20RR has a well-known three-port proportional electromagnetic pressure reducing valve (e.g., a special valve) having a cylindrical valve housing having a spool slidably mounted therein and a proportional solenoid provided integrally therewith. No. 64-74111). Then, the command current i supplied to the exciting coil of the proportional solenoid
By adjusting the (command value), the moving distance of the poppet housed in the valve housing, that is, the position of the spool, is controlled, and the hydraulic source 22 and the hydraulic cylinder are connected via the supply port and the output port or the output port and the return port. 18FL-1
Hydraulic oil flowing to and from the 8RR can be controlled.

FIG. 3 shows the relationship between the command current i (: i _{FL to} i _RR ) applied to the exciting coil and the control pressure P output from the output port of the pressure control valve 20FL (to 20 _RR ). As described above, the minimum control pressure P _NIM is at the minimum current value i _MIN in consideration of noise. When the current value i is increased from this state, the control pressure P linearly increases in proportion to the current value i, when the current value i _MAX is the maximum control pressure P _MAX corresponding to the set line pressure of the hydraulic source 22. This figure 3
Where i _N is a neutral command current and _PCN is a neutral control pressure.

Husband of vertical acceleration sensor 28FR-28RL
As shown in FIG. 4, a vertical acceleration sensor 28FR
Is the vertical acceleration at the left rear position of the front right wheel 11FR of the body.
The sensors 28RL and 28RR are used for the rear wheels 11RL and 11RR of the vehicle body.
It is arranged at a slightly rearward position inside the vehicle. These up and down
The direction acceleration sensors 38FR to 28RR are as shown in FIG.
When the vertical acceleration is zero, zero voltage
When a positive acceleration is detected, a positive
When the analog voltage and downward acceleration are detected,
Vertical acceleration consisting of negative analog voltage according to speed value
Detection value Z_GFR~ Z _GRRIs configured to output
You.

As described above, the vertical acceleration sensor 28FR
As shown in FIG. 4, when the vehicle experiences a bounce acceleration Z ″, a roll angular acceleration φ ″, and a pitch angular acceleration θ ″ as shown in FIG. Vertical acceleration detection values Z _{GFR to} Z _GRR expressed by the following equations (1) to (3) are output from the direction acceleration sensors 28FR to 28RR.

Z _GFR = Z ″ −L ₂ θ ″ + L ₁ φ ″ (1) Z _GRL = Z ″ + L ₄ θ ″ −L ₃ φ ″ (2) Z _GFR = Z ″ + L ₄ θ ″ + L ₃ φ ″ (3) Here, L ₁ is the distance in the left-right direction between the front-rear direction line passing through the center of gravity g of the vehicle and the front right vertical acceleration sensor 28 FR.
₂ longitudinal distance between the left-right direction line and the front right vertical acceleration sensor 28FR passing through the center of gravity point g of the vehicle, L ₃ is the front-rear direction line and the rear left and rear right vertical acceleration passing through the center of gravity point g of the vehicle Left and right distance between sensors 28RL and 28RR, L ₄
Is the distance in the front-rear direction between the left-right line passing through the center of gravity g of the vehicle and the rear left and rear right vertical acceleration sensors 28RL and 28RR.

As shown in FIG. 5, the preview sensors 29L and 29R are connected to the front wheels 11FL and 1FL on the lower surface of the vehicle body.
The front wheel 11FL and the front wheel 11FR are disposed on an extension of the front wheel, facing the road surface on the front side of 1FR. As shown in FIG. 6, these preview sensors 29L and 29R include an ultrasonic wave transmitter 29a that emits ultrasonic waves to the road surface, and a reflected wave reflected by the ultrasonic wave from the ultrasonic wave transmitter 29a on the road surface. , An oscillator 29c for driving the ultrasonic transmitter 29a, and outputs a drive command to the oscillator 29c and receives a signal from the ultrasonic receiver 29b. And a distance measuring circuit 29d for measuring a ground distance by measuring a time from when the ultrasonic wave is transmitted from the ultrasonic wave transmitter 29a to when the reflection is received by the ultrasonic wave receiver 29b. Ground distance detection values _HDL and H which are digital signals representing the ground distance from the measurement circuit 29d.
_DR is output.

As shown in FIG. 7, the controller 30
A / D converters 41FL-41RR for converting the vertical acceleration detection values Z _GFR -Z _GRR input from the vertical acceleration sensors 28FL-28FR into digital values, the vehicle speed detection value V of the vehicle speed sensor 26, the preview sensors 29L, 29R. ground distance detection value H _DL for, H _DR and the a / D converters 41FL~41RR
4 to which the A / D conversion output of is input
2 and a D / A converter 43FL for converting a pressure command value output from the microcomputer 42 into an analog signal.
~43RR and these A / D converters driving an analog signal output from the 43FL~43RR to the pressure control valve 20FL~20RR current i _FL through i into a _FR example driving circuit composed of the floating type constant voltage circuit 44FL-44FR
And

Here, the microcomputer 42 has at least an input interface circuit 42a, an output interface circuit 42b, an arithmetic processing unit 42c and a storage unit 42d. The input interface circuit 42a includes a vehicle speed detection value V, a ground distance detection value X _DL , X _DR and A /
The conversion outputs of the D converters 41FL to 41RR are input, and the pressure control valves 20FL to
The pressure command values P _{FL to} P _RR for 20 _RR are output.

The arithmetic processing unit 42c includes a processing unit shown in FIG.
The processing is executed and a predetermined sampling time T_S(For example, 20
msec), vehicle speed detection value V, ground distance detection value H_DL, H_DR
And body vertical acceleration Z_GFR~ Z_GRRRead, up and down
Direction acceleration detection value Z_GFR~ Z _GRRBased on the following (4)
(6) to calculate the bounce at the center of gravity g
Speed Z ″, pitch angular acceleration θ ″ and roll angular acceleration φ ″
Is calculated, and changes in the posture of the vehicle body are suppressed based on these values.
Generated by each hydraulic cylinder 18FL-18RR
Change suppression control force F_FL~ F_RRIs calculated.

[0025] φ ″ = (Z _GRR −Z _GRL ) / 2L ₃ (6) Further, the arithmetic processing unit 42c calculates the vertical acceleration detection value Z
_{The following} equations (7) and (8) are calculated based on _{GFR to} Z _GRR to calculate vertical accelerations Z _PL ″ and Z _PR ″ at the positions of preview sensors 29L and 29R, and these are calculated together with preview sensor 29L. and sequentially shift register region formed them 42d storage device sequentially calculates the preview sensor 29L and 29R road displacement X _0L and X _0R at the position based on the ground distance detection value H _DL and H _DR of 29R The bounce transmission force X _b transmitted from the road surface to the vehicle body based on the current road surface displacement amounts X _0FL, X _0FR and X _0RL, X _0RR of the ground contact road surface of the front wheels and the rear wheels while being stored while shifting.
Pitch transmission force X _p and the front wheel roll transmission force X _rF, calculates a rear wheel rolls transmission force X _rR, bounce control gain is set these by the vehicle speed detection value V G _b, set the pitch control gain G _p and advance front roll control gain G _rF, rear roll control gain G _rR multiplies bounce preview control force U _b, pitch predictive control force U _p and foreseeable roll control force U
_rF, calculates a rear wheel foreseeable roll control force U _rR, preview control force to each pressure control valve 20FL~20RR on the basis of these U
Calculates the _FL ~U _RR, calculates the pressure command value P _FL to P _RR for each pressure control valve on the basis of the attitude change suppressing control force F _FL to F _FR and preview control force U _FL ~U _RR, these Output to the D / A converters 43FL to 43RR, respectively.

[0026] _{Z PL "= Z" -L 6} θ "-L 5 φ" ......... (7) Z PR "= Z" -L 6 θ "+ L 5 φ" ......... (8) In addition, the storage device 42d stores a program necessary for the arithmetic processing of the arithmetic processing device 42c in advance,
A shift register area for storing a predetermined number of road surface displacement amounts X _0L and X _0R while sequentially shifting the calculated road surface displacement amounts X _0L and X _0R is formed for each predetermined sampling time T _S. The results are stored sequentially.

Next, the operation of the above embodiment will be described with reference to the flowchart of FIG. 8 showing the processing procedure of the arithmetic processing unit 42c in the microcomputer 42. That is,
8 is performed for a predetermined sampling time T _S (for example, 10 ms).
ec) is executed as a timer interrupt process. First, in step S1, the vehicle speed detection value V and the vehicle body vertical acceleration detection value Z
_Gi (i = FL, FR, RL, RR) and the ground distance detection value H _Dj (j
= L, R).

Next, the process proceeds to step S2,
Calculate the formulas (4) to (6) and calculate the bounce acceleration.
Z ″, pitch angular acceleration θ ″ and roll angular acceleration φ ″
And then proceeds to step S3 to calculate the calculated
Ounce acceleration Z ″, pitch angle acceleration θ ″ and roll angle acceleration
Based on the speed φ ″, the calculations of the above equations (7) and (8) are performed.
Thus, the vehicle body at the position of the preview sensors 29L and 29R
Vertical acceleration Z_pL″ And Z _pR″ And then
The process moves to step S4.

In step S4, the following equation (9)
As shown in the equation (11), the vertical acceleration Z ″, the pitch angular acceleration θ ″, and the roll angular acceleration φ ″ are represented by first-order lag transfer functions L [fZ], L [fθ] and L [fφ]. The bounce control force FZ, the pitch control moment Mθ, and the roll control moment Mφ are calculated by multiplying the values integrated by the low-pass filter processing by the preset bounce control gain GZ, pitch control gain Gθ, and roll control gain Gφ. .

FZ = GZ · fZ (Z ″) where L [fZ] = 1 / (s + ωZ) (9) Mθ = Gθ · fθ (θ ″) where L [fθ] = 1 / (s + ωθ) (10) Mφ = Gφ · fφ (φ ″) where L [fφ] = 1 / (s + ωφ) (11) Here, fZ, fθ, and fφ are low-pass filters as integrating means. The gains GZ, Gθ, Gφ and the cutoff frequencies ωZ / 2π, ωθ / 2π, ωφ / 2π can be individually set, and s is a differential operator (Laplacian).

Then, the process proceeds to step S5, in which the following equations (12) to (15) are calculated, and the posture change suppression control force F _FL to generate a translational motion in the four-wheel hydraulic cylinders 18FL to 18RR. ＦF _RR is calculated. _{F FL = (- L r ·} FZ + Mθ + L r · Mφ / d) / 2 (L f + L r) ... (12) F FR = (- L r · FZ + Mθ-L r · Mφ / d) / 2 (L f + L _r )... (13) F _RL = (− L _f · FZ−Mθ + L _f · Mφ / d) / 2 (L _f + L _r )... (14) F _RR = (− L _f · FZ−Mθ−L _f. Mφ / d) / 2 (L _f + L _r ) (15) where L _f is the distance in the front-rear direction from the center of gravity g to the front wheel,
L _r is the front-rear direction distance to the rear wheel from the center-of-gravity point g, d is the lateral direction distance from the center of gravity g to each wheel 11FL～11RR.

Then, the process proceeds to step S6 to perform a second-order low-pass filtering process on the vehicle vertical acceleration detection value Z _pj ″ at the position of the preview sensors 29L and 29R, thereby performing second-order integration to perform vertical integration of the vehicle. Direction displacement H
_{Calculate Uj} . Then, the process proceeds to step S7, and the following formulas (16) and (17) are calculated to obtain the reference distance H _D0 and the vehicle body vertical displacement in the stationary state of the vehicle which are set in advance from the ground distance detection value H _Dj. By subtracting the amount H _Uj , a road surface displacement amount X _0j for estimating the road surface unevenness amount at the preview sensors 29L and 29R is calculated.

X _0L = H _DL −H _D0 −H _UL (16) X _0R = H _DR −H _D0 −H _UR (17) Then, the process proceeds to step S8 to calculate the value. For the road surface displacement amounts X _0L and X _0R , the lower cut-off frequency f _CL
For example 0.5 Hz, performs a band-pass filter processing in which cut-off frequency f _CH of the high frequency side, for example, in 10 Hz, the human sense by reducing the gain of dull low frequency components and high frequency components controlled energy The road surface displacement amounts X _0L and X _0R only in the frequency region necessary for the preview control are extracted by reducing the consumption of the road surface, and the road surface displacement amounts X _0L and X _0R are sequentially stored in the shift register region formed in the storage device 42d.

Next, the process proceeds to step S9, where the vehicle speed detection value V and a preset response delay time τ ₁ of the control system,
The preview sensor 29 calculates the following equations (18) and (19) based on a preset controller calculation dead time τ ₂ and a phase delay time τ ₃ by a filter.
The delay times τ _{F and} τ _R until the front wheels 11FL and 11FR and the rear wheels 11RL and 11RR reach the road surface detected by L and 29R are calculated.

[0035] _{τ F = (L P / V} ) - (τ 1 + τ 2 + τ 3) ............ (18) τ R = τ F + (L / V) ............ (19) However, L _P Is a distance between the road surface detected by the preview sensors 29L and 29R and the front wheels 11FL and 11FR, and L is a wheel base. Next, the process proceeds to step S10, where the delay time τ _F stored in the shift register area is set.
And τ _R , respectively, to read the road surface displacement amounts X _DL and X _DR , respectively, and read them out at the present front wheels 11FL, 11FR and rear wheels 11R.
Front wheel side road surface displacement X of the road surface where L and 11RR are in contact with the ground
_0FL , _X0FR and the rear wheel side road surface displacement amounts _X0RL , _X0RR are used to calculate the following formulas (20) to (23) based on these, and the bounce transmission force transmitted to the vehicle body by the road surface displacement amount. X _0b , pitch transmission force X _0p , front wheel roll transmission force X
_0rF and the rear wheel roll transmission force _X0rR are estimated.

X _0b = X _0FL + X _0FR + X _0RL + X _0RR ... (20) X _0p = X _0FL + X _0FR -X _0RL -X _0RR ... (21) X _0rF = X _0FL -X _0FR ... (22) X _0rR = X _0RL -X _0RR (23) Then, the _{process proceeds to} step S11, and the bounce control gain calculation map shown in FIGS. 9 and 10 based on the vehicle speed detection value V. and with reference to the pitch control gain calculation map to calculate a bounce control gain G _b and the pitch control gain G _p.

Here, the bounce control gain calculation map and the pitch control gain calculation map shown in FIGS. 9 and 10 are set as follows. That is, assuming that the vibration input frequency f (= V / L) from the road surface expressed by a value obtained by dividing the vehicle speed V by the road surface unevenness period L is, for example, 4 Hz,
As shown in FIG. 11, the bounce component of the vibration input from the road surface is such that the vehicle speed V is about 11 km / h, about 15 km / h, and about 2 km.
It peaks at 2 km / h and about 43 km / h, and the pitch component of the vibration input from the road surface is, as shown in FIG. 12, the vehicle speed V is about 12 km / h, about 18 km / h, about 29 km / h.
h and a peak at about 86 km / h, and depending on the vehicle speed V, whether the bounce component is mainly the vibration input from the road surface,
Whether the pitch component is mainly changed or not, and the sprung behavior of the vehicle also changes depending on the vehicle speed V when the bounce motion is mainly or the pitch motion is mainly. Thus, for bounce control gain G _b, as shown in FIG. 9, the vehicle speed V is zero in less than 10 km / h, 10 km /
h from 29 km / h to about 20 km / h, and 43 km from 29 km / h to 86 km / h.
The m / h set in gain characteristic with a peak, and a peak 14km / h between the 10km / h~22km / h for a pitch control gain G _p, 22km / h~43km /
By setting the gain characteristics to peak at 29 km / h between h and about 86 km / h at 43 km / h or more, the magnitude of the vibration input to the vehicle body depending on the vehicle speed is reduced, Changes in sprung behavior due to vehicle speed can be reduced.

The roll component of the vibration input from the road surface is
Since there is little dependence on vehicle speed,
Inn G_rIs a game that maximizes the effect of preview control.
Inn G_r= K_r+ C_rs (K_rIs the roll rigidity, C_rIs
Decay constant, s is the Laplace operator)
No. Next, the process proceeds to step S12,
Each transmission force X estimated in S10_0b, X_0p, X_0rFAnd X
_0rRTransmission force to the vehicle body due to road surface input
Control gain G for_b, Pitch control gain
G_p, Roll control gain G _rIs multiplied by the following (24)
Bounce preview control force U expressed by the following formula (27)_b,
H Foresight control force U_p, Front wheel roll preview control force U_rFAnd rear wheel
Roll preview control force U _rRIs calculated.

U _b = G _b · X _0b (24) U _p = G _p · X _0p (25) U _rF = G _r · X _0rF (26) U _rR calculated _{= G r · X 0rR ............ (} 27) in this way, the bounce predictive control force U _b, pitch predictive control force U _p, the front wheel foreseeable roll control force U _rF and rear foreseeable roll control force U _rR As a result, the vibration input from the road surface is not transmitted to the vehicle body, and a good ride comfort can be obtained.

That is, the bounce, pitch and front of the vehicle
The equations of motion of the rolls on the wheel side and the rear wheel side are as follows (28)
To (31). MX_b= G_b(X_b-X_0b) -U_b ...... (28) I_pθ_p= G_p(Θ_p−θ_0p) -U_p ...... (29) I_rFθ_rF= G_rF(Θ_rF−θ_0rF) -U_rF ...... (30) I_rRθ_rR= G_rR(Θ_rR−θ_0rR) -U_rR (31) where M is the mass of the vehicle body, I_pIs the pitch inertia mode of the vehicle
Mento, I_rIs the moment of inertia of the body roll, X_bIs a car
Vertical displacement at the bounce center point of the body, θ _pIs a car
Body pitch angle, θ_rF,θ_rRAre the front and rear wheel sides of the vehicle
Roll angle.

[0041] Then, set bounce preview control force U _b, pitch predictive control force U _p, the front wheel foreseeable roll control force U _rF and rear foreseeable roll control force U _rR as above (24) to (27) By doing so, the above equations (28) to (31) can be expressed as: MX _b = G _b · X _b (32) I _p θ _p = G _p · θ _p (33) I _rF θ _rF = G _rF・ Θ _rF (34) _IrR θ _rR = G _rR・ θ _rR (35) The vibration input from the road surface is not transmitted to the vehicle body, so that a good riding comfort can be obtained, and bounce control gain G _b and the pitch control gain G _p is changed by the vehicle speed, so to set the optimum gain according to the vehicle speed, it is possible to ensure a more superior riding.

Next, the process proceeds to step S13, where the preview control forces U _b , U _p , U U calculated in step S11 are calculated.
Based on the _rF and U _rR proceeds from the calculated predictive control force U _pFL ~U _pRR performs the following operation (36) - (39) below for each pressure control valve 20FL~20RR to step S13. _{U pFL = U b + U p} + U rF ............ (36) U pFR = U b + U p -U rF ............ (37) U pRL = U b -U p + U rR ............ (38) _{U pRR = U b -U p -U} rR ............ (39) in step S14, the attitude change suppressing control force is calculated each preview control force calculated at step S13 and U _FL ~U _RR in step S5 F _{The following} (40) based on _{FL to} F _RR
The total control forces U _{FL to} U _RR are calculated according to the equations (43).

[0043] _{U FL = U N -F FL +} U pFL ............ (40) U FR = U N -F FR + U pFR ............ (41) U RL = U N -F RL + U pRL ......... _{... (42) U RR = U} N -F RR + U pRR ............ (43) wherein, U _N is the control force necessary to maintain the vehicle height to the target vehicle height.

[0044] Then, the processing proceeds to step S15, the pressure command value corresponding to the control force U _FL ~U _RR calculated in step S14 P _FL to P _RR respectively D / A converter 43FL~4
After outputting to 3RR, the timer interrupt process is terminated and the process returns to the predetermined main program. In the processing of FIG.
The processing of steps S3, S6, and S7, the preview sensors 29L, 29R, and the vertical acceleration sensors 28FR-28RR correspond to forward road surface information detecting means, and steps S9 and S7.
Step 10 corresponds to the oscillating component calculating means, and step S1
Step 1 corresponds to the gain changing means,
The processing in S15 corresponds to the preview control means.

Therefore, it is assumed that the vehicle is traveling straight ahead at a constant speed while maintaining the target vehicle height on a flat good road. In this state, since the vehicle maintains the target vehicle height on a flat good road, the vehicle body-side member 10 does not swing, so that the vehicle vertical acceleration detection value Z of each of the vertical acceleration sensors 28FL to 28RR is obtained. _GFR "to Z _GRR" together with becomes substantially zero, preview sensors 29L, ground distance detection value H _DL and H _DR of 29R is substantially coincident with the reference distance H _D0.

Therefore, the vertical acceleration Z ″, the pitch angular acceleration θ ″ and the roll angular acceleration φ ″ calculated in step S2 are both zero, and the vertical acceleration Z ″ calculated in step S3 at the position of the preview sensors 29L and 29R. The direction accelerations Z _PL ″ and Z _PR ″ also become zero, and the bounce control force FZ and the pitch control moment M calculated in step S4
θ and the roll control moment Mφ also become zero, and the posture change suppression control force F at each wheel position calculated in step S5
_{FL to} F _RR also become zero.

On the other hand, since the vehicle body does not move up and down and the road surface is flat, the vertical displacement amounts H _UL and H _UR at the positions of the left and right preview sensors 29L and 29R calculated in step S6 are also zero. Also, the road surface displacement amounts X _0L and X _0R at the positions of the preview sensors 29L and 29R calculated in step S7 become substantially zero, and these are subjected to band-pass filter processing in step S8 and formed in the shift register 42d. It is stored while sequentially shifting to the area.

Further, in step S9, the road surface detected by the preview sensors 29L and 29R based on the response delay compensation time τ ₁ of the control system, the controller calculation dead time τ _{2, the} phase delay time τ ₃ by the filter, and the vehicle speed detection value V. The front wheel side delay time τ _F and the rear wheel side delay time τ _R until the front wheels 11FL, 11FR and the rear wheels 11RL, 11RR reach are calculated, and the road surface displacement amount of the shift stage corresponding to these delay times τ _F and τ _R X _0FL, X _0FR and X _0RL, reads the X _0RR, by performing the calculation of the Taken together (20) to (23) below, the bounce transmission when the vibration input from the road surface is transmitted to the vehicle body power X _b, pitch transmission force X _p and the front wheel roll transmission force X _rF, calculates a rear wheel rolls transmission force X _rR. At this time, because the vehicle continues to travel straight on a flat good road,
Since the road surface displacement amounts X _0L and X _0R stored in the shift register area are all substantially zero, the bounce transmission force X _b , the pitch transmission force X _{p, the} front wheel roll transmission force X _{rF, and the} rear wheel roll transmission force X _rR. Are all zero.

[0049] Thus, although the bounce control gain G _b and the pitch control gain G _p corresponding to the vehicle speed detected value V in step S11 is set, predictive control force to each pressure control valve 20FL~20RR calculated in step S13 U _pFL ~
U _pRR overall control force U _FL ~U _RR also all becomes zero, calculated in step S14 becomes a value corresponding only to the neutral pressure control force U _N to maintain a target vehicle height, the pressure command value P _FL corresponding to these ＰP _RR is output to the drive circuit 44FL via the output side interface circuit 42b and the D / A converters 43FL〜43RR.
~ 44RR.

[0050] Therefore, the driving circuit 44FL~44RR pressure command value P _FL to P _RR to be converted into the command current i _FL through i _RR neutral current i _N corresponding front side of the pressure control valve 20FL~2
0RR. As a result, the pressure control valves 20FL-20
Neutral pressure P _CN required to maintain the target vehicle height from RR is the front wheel side and rear wheel side of the hydraulic cylinder 18FL, 18FR and 18
RL and 18RR, these hydraulic cylinders 18FL-1
8RR generates thrust to maintain the vehicle body at the target height.

When the left and right wheels simultaneously travel on an uneven road having an input frequency f of 4 Hz from the road surface to the wheels in this straight running state, the right and left preview sensors 29L and 29R remove the concave portions of the uneven road. When a state of detecting simultaneously, until ground distance detection value H _DL and H _DR is now output reaches the deepest portion of the recess increases in accordance with the shape of the recess from the reference distance H _D0, the finishes passing through the deepest When returning to the reference distance H _D0 and subsequently detecting a convex portion, the ground distance detection values H _DL and H _DR decrease from the reference distance H _D0 according to the shape of the convex portion until the ground distance detection values _HDL and _HDR reach the vertex of the convex portion. When the vehicle has passed, returning to the reference distance H _D0 is repeated.

During this time, if the wheels 11FL to 11RR are still traveling on a flat road surface, the vehicle body does not swing, so that the vertical movement at the preview sensors 29L and 29R calculated in step S3 is performed. Since the directional accelerations Z _PL ″ and Z _PR ″ are maintained at zero, the vehicle body vertical displacement amounts H _UL and H _UR calculated at step S6 are maintained at zero, but the preview calculated at step S7. The road surface displacement amounts X _0L and X _OR at the sensors 29L and 29R increase in the positive direction until reaching the deepest portion of the concave portion, reach a positive maximum value at the deepest portion of the concave portion, and then go to zero when the depth exceeds the deepest portion. When it changes from a concave portion to a convex portion, it decreases in the negative direction until it reaches the vertex, and increases toward zero after reaching the vertex. Then, the road surface displacement amounts X _0L and X _0R are band-pass filtered and stored while being sequentially shifted in a shift register area formed in the storage device 42d.

Incidentally, the preview sensors 29L, 29
At the time when the road surface protrusion is detected by R, the front wheels 11FL and 1FL
1RL has not yet reached the protrusion, and at this point the shift
Left and right wheel side stored in the
Road surface displacement X_0LAnd X_0RIs substantially zero, so the delay time τ
_FAnd τ_RPrevious road surface displacement X_0FL,X_0FLAnd X_0RL,X
_0RRIs zero, the total control force U on the front and rear wheels is_FL, U_FR
And U_RL, U_RRIs the neutral control force U_NTo maintain.

Thereafter, the front left and right wheels 11FL and 11FR are recessed.
When the position is reached, the delay time τ calculated at that time_F
Just before the road surface displacement X stored in the shift register area
_0LAnd X_0RIs a value representing the shape of the road surface recess
Then, this road surface displacement amount X_0LAnd X _0RThe current front left and right wheels 11
Road surface displacement X of the road surface where FL and 11FR touch the ground_0FLAnd X
_0FRBut the remaining rear left and right wheels 11RL and 11RR
About the road displacement X of those road surfaces_0RLas well as
X_0RRMaintains zero. Therefore, step S10
Bounce transmission force X calculated by_bIs X_b= X_0FL+ X
_0FRAnd the pitch transmission force X_pAlso X_p= X_0FL+
X_0FRAnd the front wheel roll transmission force X_rFIs X_rF= X_0FL−
X_0FRAnd the rear wheel roll transmission force X_rRIs X_rR= 0
You.

[0055] Therefore, bouncing preview control force is calculated in step S12 U _b, pitch predictive control force U _p and the front wheel foreseeable roll control force U _rF, rear foreseeable roll control force U _rR is, U _b = G _b ( the _{X 0FL + X 0FR) U p} = G p (X 0FL + X 0FR) U rF = G rF (X 0FL -X 0FR) U rR = 0.

[0056] Thus, preview control force U _pFL for each pressure control valve 20FL~20RR calculated in step S13
~U _{pRR is, U pFL = G b (X} 0FL + X 0FR) + G p (X 0FL + X
_{0FR) + G r (X 0FL} -X 0FR) U pFL = G b (X 0FL + X 0FR) + G p (X 0FL + X
_{0FR) -G r (X 0FL -X} 0FR) U pRL = G b (X 0FL + X 0FR) -G p (X 0FL + X
_{0FR) U pRR = G b (} X 0FL + X 0FR) -G p (X 0FL + X
_0FR ).

The _preview control forces _{UpFL to UpRR} have values corresponding to the forces generated in the suspension due to the recesses in the road surface through which the front wheels 11FL and 11FR have passed, and ensure that the vibration input from the road surface is transmitted to the vehicle body. Can be prevented. That is, the left and right front wheels 11FL and predictive control force U _pFL and U _pFR for the pressure control valves 20FL and 20FR of the 11FR, since (X _0FL + X _0FR)> is 0, bounce downward by the recess passes, pitch forward descending This is a control force for suppressing the downward movement due to.

The rear wheel side pressure control valves 20RL and 20RL
Foreseeable control force U for RR_pRLAnd U _pRRAre both on the front wheel side
Moves downward due to bouncing through the recess
Control and information on information
It becomes a control force for suppressing movement. Therefore, step S
Neutral control force U at 14_NThe posture change suppression control force F_FL~ F _RR
And the preview control force U_pFL~ U_pRRAdd
As a result, the front wheel side total control force U_FLAnd U_FRIs a neutral system
Power U_NMore predictive control force U_pFLAnd U_pFRIncrease by minute
As a result, the hydraulic cylinders 18FL and 18FR
The total control force U on the rear wheel side_RLAnd U
_RRIs the neutral control force U_NMore predictive control force U_pRLAnd U_PRR
The hydraulic cylinders 18RL and 1
8RR is increased by the influence of the pitch on the rear wheel due to the recessed road surface
The vibration input from the road surface is transmitted to the vehicle body
And improve ride comfort dramatically.
When the road surface displacement differs between the left and right wheels.
Can accurately control the roll component
You.

Thereafter, when the front wheels 11FL and 11FR pass through the concave portion and ride on the convex portion, control is performed in a completely reverse manner to the above-described traveling of the concave portion, so that the bouncing upward of the vehicle body and the pitch of the forward rising are performed. Can be suppressed. Similarly, when the rear wheels 11RL and 11RR are in a state of passing over a bumpy road, the bounce, pitch, and pitch on the rear wheel are replaced with the bounce, pitch, and roll suppression effects on the front wheel.
The same vibration suppression operation as described above is performed except that the roll suppression effect is exerted.

[0060] At this time, since the when the vehicle speed detection value V is, for example, about 25km / h, the bounce control gain G _b and the pitch control gain G _p calculated in step S11 has become both large value, As described above, the control force for suppressing the bounce and the pitch is generated on the front wheel side and the rear wheel side, respectively.
When it is about / h is bouncing control gain G _b is a large value pitch control gain G _p becomes a value close to zero, effectively suppressing the bouncing component of the vibration input is mainly input to the vehicle body from the road surface For a slight pitch component, the preview control can be performed with a small control force and reliably responding to changes in the bounce component and the pitch component according to the vehicle speed.

Further, the front wheels 11FL and 11FR
And the rear wheels 11RL and 11RR also shift to a rough road traveling state passing through different irregularities, the pre-pew sensor 29L
And sequentially detects the ground distance H _DL and H _DR at 29R, and accurately calculate the vehicle body displacement H _UL and H _UR of the preview sensor 29L and 29R position, accurate forward trajectories controlled wheel passes Since the road surface information can be obtained, by delaying them by a predetermined delay time corresponding to the vehicle speed, the current front wheels 11FL, 11FR and rear wheels 11RL, 1
1RR of can be calculated predictive control force U _pFL ~U _{pR R} based on the road information of the road surface in contact with the ground, the vibration input from the road surface can be prevented reliably from being transferred to the vehicle body.

Further, in the case where the vehicle turns to form a roll on the vehicle body-side member 10 or accelerates / decelerates to generate a pitch in the vehicle body-side member 10, the roll control moment Mφ and the pitch control are determined in step S4. Moment Mθ
Is calculated, and the posture change suppression control forces F _{FL to} F _RR are calculated in step S5 based on these. Therefore, it is possible to suppress the posture change of the vehicle body and secure a good ride comfort.

As described above, according to the above embodiment, the bounce component and the pitch component of the vibration input input to the wheels from the road surface are calculated, and the bounce control gain and the pitch control gain are calculated according to the detected vehicle speed V. As a result, foreseeing control that accurately follows changes in the bounce component and the pitch component according to the vehicle speed can be performed, and vibration input from the road surface is reliably prevented from being transmitted to the vehicle body, and riding comfort is significantly improved. And a vehicle vertical acceleration sensor 28FR for performing skyhook control.
Preview sensor 2 based on acceleration detection value of ~ 28RR
Since the vehicle displacement at the 9L and 29R positions is estimated, it is not necessary to separately provide a vertical acceleration sensor for detecting the vehicle displacement at the preview sensors 29L and 29R, and the cost can be reduced.

In the above embodiment, the case where the ultrasonic distance sensors are applied as the preview sensors 29L and 29R disposed in front of the front wheels has been described. However, the present invention is not limited to this. A sensor may be applied, or a roller or the like that comes into contact with the road surface may be provided to measure the relative displacement between the vehicle body and the road surface, and furthermore, preview sensors may be separately provided on the front wheel side and the rear wheel side. Is also good.

[0065] In the above-described embodiment, a preview sensor 29L and 29R of the ground distance detection value H _DL and H _DR
And the vehicle body displacement amounts H _UL and H _UR , the road surface displacement amounts X _0L and X
_0R is calculated, and the _preview control forces _{UpFL to
Although} the case of calculating _pRR has been described, the present invention is not limited to this, and the preview sensors 29L and 29R
Calculates a differential value of the road surface displacement of ground distance detection value H _DL and H _DR is differentiated by the differentiating circuit, preview sensors 2
Vehicle vertical acceleration Z _PL ″ and Z _PR ″ at 9L and 29R positions
Is calculated as the vehicle vertical velocity, the difference between the two is calculated as road surface information, and the control gain calculation maps of FIGS. 9 and 10 are changed in accordance with the change of the road surface information. And the operation and effect of

Further, in the above embodiment, the case where all the operations are performed by the microcomputer 42 has been described. However, the present invention is not limited to this, and the electronic control circuit may be configured as shown in FIG. You may. That is, the electronic control circuit shown in FIG. 13 also includes the vertical acceleration sensors 50L and 50R on the vehicle body-side members at the positions of the preview sensors 29L and 29R.
L, 29R and vertical acceleration sensors 50L and 50R
Are supplied to the road surface displacement estimating circuits 51L and 51R, respectively, and the road surface displacement estimating circuits 51L and 51R integrate the detected values of the vertical acceleration in the second order by, for example, a second-order lag low-pass filter to obtain a vehicle body displacement H _UL and H _UR is calculated, and the vehicle displacements H _UL and H _UR , the reference distance H _D0, and the ground distance detection values _HDL and _HDR are used to calculate the above formulas (16) and (17) to obtain the road surface displacement. The quantities X _0L and X _0R are calculated.

These road surface displacement estimating circuits 51L and 51R
Road displacement X output from_0LAnd X_0RTo vehicle speed V
Front wheel delay time τ_FAnd rear wheel delay time τ_ROnly
The signals are supplied to delay circuits 52FL to 52RR for
The current front wheels 11FL, 11FR and
Road surface displacement X of the road surface where the rear wheels 11RL and 11RR are in contact with the ground
_0FL,X_0FRAnd X_0RL,X_0RRIs output.

[0068] road displacement X _0FL output from these delay circuits _52FL～52RR, supplies X _0FR and X _{0R L,} the X _0RR the rocking element computing circuit 53 as a swing component calculation unit, the swing component calculation In circuit 53, road displacements X _0FL, X _0FR and X
_0RL, calculated X _0RR by subtracting the bounce component X _b, the pitch component X _p and the front wheel roll component X _rF, the rear wheels roll component X _rR.

The bounce component X _b , the pitch component X _{p, the} front wheel roll component X _{rF, and the} rear wheel roll component X _rR output from the swing component calculation circuit 53 are subjected to bounce control in accordance with the vehicle speed detection value V of the vehicle speed sensor 26. The preview control gain setting circuit 54 supplies a bounce control gain G _b and a pitch control gain G to a preview control gain setting circuit 54 having a function generator for changing the gain G _b and the pitch control gain G _p.
p and the front wheel roll control gain G _rR, rear roll control gain G _rR multiplies bounce preview control force U _b, pitch predictive control force U _p and the front wheel foreseeable roll control force U _rF, rear foreseeable roll control force U _rR Is calculated.

[0070] bounce predictive control force output from the predictive control gain setting circuit 54 U _b, pitch predictive control force U _p
And a front wheel roll preview control force U _{rF and a} rear wheel roll preview control force U _rR are supplied to a preview control force calculation circuit 55, where the bounce preview control force U _b and the pitch preview control force _{Up are used.} By adding and subtracting the front wheel roll preview control force U _{rF and the} rear wheel roll preview control force U _{rR in accordance} with the equations (36) to (39), the pressure control valves 20FL to 20RR are obtained.
Are calculated for the foreseeing control forces U _{FL to} U _RR .

In the above embodiment, the bounce system
Your gain G_bAnd pitch control gain G_pVehicle speed inspection
The case where the value is changed according to the output value V has been described.
However, as shown in FIG.
H gain G_pOnly according to the vehicle speed detection value V,
Other bounce control gain G_bAnd roll control gain G
_rF,G_rRIs such that the effect of preview control is maximized.
Gain may be set, in which case the road
For the bounce component of the vibration input from the surface, the vehicle side
The pitch component is transmitted to the vehicle
Because it can suppress transmission to the side,
For some drivers, the pitch behavior that occurs in the vehicle
This reduces fatigue due to unstable gaze,
It is possible to realize a preview control emphasizing the user.

[0072] On the other hand, as shown in FIG. 15, and changed in accordance with only the bounce control gain G _b of the vehicle speed detection value V, the other pitch control gain G _p and roll control gain G _rF, the preview control for G _rR The gain may be set so as to maximize the effect. In this case, the pitch component of the vibration input from the road surface is transmitted to the vehicle body, while the bouncing component is transmitted to the vehicle body. Transmission to the occupant, so that the occupant feels as a large vertical movement compared to the pitch behavior and suppresses the bounce behavior that causes discomfort, and a vehicle that is comfortable for the occupant regardless of changes in vehicle speed Thus, it is possible to realize the occupant-oriented preview control.

Further, in the above-described embodiment, the case where three vertical acceleration sensors 28FR to 28RR are arranged and the other one is used to estimate the vertical acceleration by calculation has been described. However, the present invention is not limited to this. , 4 wheels 11FL-11
A vertical acceleration sensor may be provided at a position corresponding to RR. Further, in the above-described embodiment, the case where the pressure control valves 20FL to 20RR are applied as the control valve has been described. However, the present invention is not limited to this, and another flow control type servo valve or the like can be applied. .

Further, in the above embodiment, the case where the working oil is used as the working fluid has been described. However, the working fluid is not limited to this, and any working fluid may be used as long as the fluid has a low compression ratio.

[0075]

[0076]

As described above , according to the first aspect of the present invention, the vehicle speed detecting means detects the vehicle speed by the pitch component calculating means from the road surface information ahead of the control target wheel detected by the front road surface information detecting means. Based on the value, the road surface information of the road surface on which the wheel to be controlled is currently in contact with the ground is extracted, the pitch component of the transmission force transmitted from the road surface to the vehicle body is calculated based on the extracted road surface information, and the control gain changing means. The pitch control gain is changed according to the vehicle speed, and the predictive control force is calculated based on the pitch component and the pitch control gain, so accurate prediction that suppresses changes in the sprung pitch behavior of the vehicle due to changes in vehicle speed This produces an effect that a good preview control can be performed for a driver who is sensitive to the pitch behavior of the vehicle by generating a control force.

[0077] According to the invention of claim 2, in the swing component calculating means, the current based on the front surface of the road surface information of the control object wheel detected by the front road surface information detection unit to the vehicle speed detection value of the vehicle speed detecting means The road surface information of the road surface on which the controlled wheel is in contact with the ground is extracted, the bounce component and the pitch component of the transmission force transmitted from the road surface to the vehicle body are individually calculated based on the extracted road surface information, and the preview control is performed based on these components. Means for calculating a preview control force based on the control gains corresponding to these components based on each component, so that an accurate preview control force that suppresses a change in the sprung behavior of the vehicle due to a change in vehicle speed is generated. The ride comfort can be significantly improved.

[Brief description of the drawings]

FIG. 1 is a basic configuration diagram showing a schematic configuration of the present invention.

FIG. 2 is a schematic configuration diagram showing one embodiment of the present invention.

FIG. 3 is a characteristic diagram showing a relationship between a control current and a command current of a pressure control valve.

FIG. 4 is an explanatory diagram showing an arrangement relationship of each sensor.

FIG. 5 is a characteristic diagram illustrating output characteristics of a vertical acceleration sensor.

FIG. 6 is a schematic configuration diagram illustrating an example of a preview sensor.

FIG. 7 is a block diagram illustrating an example of a controller.

FIG. 8 is a flowchart illustrating an example of a processing procedure of a microcomputer.

FIG. 9 is an explanatory diagram showing a bounce control gain calculation map representing a bounce control gain characteristic with respect to a vehicle speed.

FIG. 10 is an explanatory diagram showing a pitch control gain calculation map representing a pitch control gain characteristic with respect to a vehicle speed.

FIG. 11 is a characteristic diagram illustrating a relationship between a vehicle speed and a bounce component of vibration input from a road surface.

FIG. 12 is a characteristic diagram showing a relationship between a vehicle speed and a pitch component of a vibration input from a road surface.

FIG. 13 is a block diagram showing another example of the controller.

FIG. 14 is a block diagram showing still another example of the controller.

FIG. 15 is a block diagram showing still another example of the controller.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Body member 11FL, 11FR Front wheel 11RL, 11RR Rear wheel 14 Body member 18FL-18RR Hydraulic cylinder 20FL-20RR Pressure control valve 22 Hydraulic source 26 Vehicle speed sensor 28FR-28RR Vertical acceleration sensor 29L, 29R Preview sensor 30 Controller 50L, 50R Vertical acceleration sensor 51L, 51R Road surface displacement estimation circuit 52FL to 52FR Delay circuit 53 Oscillation component calculation circuit 54 Control gain setting circuit 55 Preview control force calculation circuit

────────────────────────────────────────────────── ─── Continuation of front page (56) References JP-A-5-319066 (JP, A) JP-A-5-201222 (JP, A) JP-A-3-182825 (JP, A) JP-A-5-182825 319068 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60G 23/00 B60G 17/015

Claims (2)

(57) [Claims] Claims: 1. An apparatus is provided between a wheel to be controlled and a vehicle body,
A suspension preview control device including an actuator that generates a control force capable of controlling a stroke between the control signals according to a control signal, and performing preview control of the actuator based on road surface information ahead of the control target wheel; Front road surface information detecting means for detecting road surface information ahead of the target wheel, vehicle speed detecting means for detecting vehicle speed, and the control based on front road surface information of the front road surface information detecting means based on a vehicle speed detected value of the vehicle speed detecting means. A pitch for extracting road surface information of a road surface on which the target wheel is in contact with the ground and calculating a pitch component input to the vehicle body based on the road surface information
Component calculating means, and a pitch component of the pitch component calculating means.
Calculating a preview control force by the pitch control gain on the basis of changing a predictive control means for outputting a control signal corresponding to the Re this to the actuator, the pitch control gain based on the vehicle speed detection value of the vehicle speed detecting means A suspension preview control device, comprising: a pitch control gain variable unit. 2. A vehicle, which is disposed between a wheel to be controlled and a vehicle body,
A suspension preview control device including an actuator that generates a control force capable of controlling a stroke between the control signals according to a control signal, and performing preview control of the actuator based on road surface information ahead of the control target wheel; Front road surface information detecting means for detecting road surface information ahead of the target wheel, vehicle speed detecting means for detecting vehicle speed, and the control based on front road surface information of the front road surface information detecting means based on a vehicle speed detected value of the vehicle speed detecting means. extracts road information of a road surface on which the target wheel is grounded, the oscillating component calculating means for individually calculating the bounce component and pitch component input to the vehicle body on the basis of the road surface information, of the swing component calculating means calculating a preview control force bounce control gain and pitch control gain corresponding to these on the basis of the bounce component and the pitch component, A predictive control means for outputting a control signal corresponding to record to the actuator, the vehicle speed detecting means on the basis of the vehicle speed detection value of the bounce control gain and pitch <br/> switch system control gain Ru changing control gain varying means A suspension preview control device comprising: