JP6480202B2 - Suspension control device - Google Patents

Description

  The present invention relates to a suspension control device mounted on a vehicle such as an automobile.

  Generally, a vehicle such as an automobile is provided with a suspension device between a vehicle body (on a spring) side and each wheel (under a spring) side.

  The suspension device is, for example, an electromagnetic suspension device having an electric motor (linear motor, rotary motor) as an electric actuator, or a hydraulic shock absorber (hydraulic damper, hydraulic shock absorber) as a hydraulic actuator capable of adjusting damping force. ), A semi-active suspension device having a drive cylinder (hydraulic cylinder, air cylinder) as a hydraulic or pneumatic actuator, and a vehicle height adjusting device capable of adjusting the vehicle height (vehicle height). Various suspension devices are known, such as an air suspension device having an air spring (air spring) as a pneumatic actuator that also serves as a pneumatic actuator.

  The actuator of the suspension device (electric motor, hydraulic shock absorber, drive cylinder, air spring, etc.) is controlled by the control device. In this case, the control device is an actuator based on vehicle information (vehicle state quantity) such as vehicle acceleration, vehicle speed, steering angle, etc. so that the ride comfort, steering stability, vehicle height, etc. of the vehicle are appropriate (optimum). To control. Here, for example, Patent Document 1 relates to an electromagnetic suspension device. When a power cable for supplying power to a motor is disconnected, a U-phase coil, a V-phase coil, and a W-phase coil are provided as fail control that is control at the time of failure. A technique for short-circuiting is described.

JP 2003-223220 A

  By the way, when the power cable is disconnected in one of the electromagnetic suspension devices arranged on the left and right of the vehicle, only the one electromagnetic suspension device that is disconnected is subjected to fail control. In this case, for example, the ride quality may be reduced based on the difference (degree) in the degree (degree) of the output (damping force) of the electromagnetic suspension device between the left and right sides of the vehicle. Such a decrease in ride comfort during fail control by performing fail control with only one of the left and right may occur not only in an electromagnetic suspension device but also in other types of suspension devices such as an active suspension device and an air suspension device. is there.

  The present invention has been made in view of the above-described problems of the prior art, and an object of the present invention is to provide a suspension control device capable of suppressing a reduction in riding comfort when performing fail control. .

To solve the problems described above, the suspension control apparatus according to the present invention, there in suspension control system consisting of a suspension device, and a control device for controlling said actuator having an actuator provided between the vehicle body and each wheel Then, when the actuator of each of the left two wheels among the wheels is abnormal with respect to the traveling direction of the vehicle body , the control device detects the right side 2 of the wheels with respect to the traveling direction of the vehicle body. When the actuator of each wheel is abnormal, when the actuator of each of the two wheels on the diagonal position of each wheel is abnormal with respect to the traveling direction of the vehicle body, with respect to the traveling direction of the vehicle body When the actuator of each of the two adjacent wheels on the right and left sides of each wheel is abnormal, the actuator is controlled at the time of failure. Cormorant.

  According to the suspension control device of the present invention, it is possible to suppress a decrease in riding comfort during fail control.

The conceptual diagram of the vehicle carrying the suspension control apparatus by embodiment. The block diagram which shows the suspension control apparatus by 1st Embodiment. The longitudinal cross-sectional view which shows an electromagnetic actuator. The flowchart which shows the process performed with the controller in FIG. The flowchart which shows the process of the detection of reverse rotation of an electromagnetic actuator. The block diagram which shows the suspension control apparatus by 2nd Embodiment. The block diagram which shows the suspension control apparatus by 3rd Embodiment.

  Hereinafter, a suspension control device according to an embodiment will be described with reference to the accompanying drawings, taking as an example a case where the suspension control device is mounted on a four-wheeled vehicle. Each step in the flowcharts shown in FIGS. 4 and 5 uses the notation “S”, and for example, step 1 is indicated as “S1”.

  1 to 5 show a first embodiment. In FIG. 1, on the lower side (road surface side) of a vehicle body 1 that is a vehicle body, wheels constituting the vehicle together with the vehicle body 1, for example, left and right front wheels 2 (FL, FR) and left and right rear wheels 3 (RL, RR) and a total of four wheels 2 and 3 are provided. Each wheel 2, 3 is provided with a disc brake 4 that applies a braking force to each wheel 2, 3.

  Between the vehicle body 1 and each of the wheels 2 and 3, an electromagnetic suspension device 5 (hereinafter referred to as an electromagnetic suspension 5) is provided as a suspension device. The electromagnetic suspension 5 includes a suspension spring (spring) (not shown) and an electromagnetic actuator 6 that is provided between the vehicle body 1 side and the wheels 2 and 3 side in parallel with each suspension spring as an actuator. It is configured to include. Each electromagnetic actuator 6 serves as a force generation mechanism capable of adjusting the force generated between the vehicle body 1 side and the wheels 2 and 3 side.

  As shown in FIG. 1, each electromagnetic suspension 5 (the electromagnetic actuator 6 thereof) is connected to the control device 7 via a power line 13. The control device 7 controls each electromagnetic suspension 5, more specifically, the electromagnetic actuator 6 of each electromagnetic suspension 5. The control device 7 constitutes a suspension control device together with the electromagnetic suspensions 5.

  As shown in FIG. 2, the control device 7 includes (one) controller 8, (four) inverters 10, and (four sets) fail relays 14. The controller 8 is connected to various sensors (not shown) provided in the vehicle. For example, vehicle information such as vertical acceleration, lateral acceleration, longitudinal acceleration, vehicle speed, and steering angle of the vehicle body 1 (various state quantities of the vehicle). ) Is input.

  In this case, the controller 8 is also connected to various sensors of the electromagnetic suspension 5. For example, the current, position (stroke position, relative position, absolute position) of the electromagnetic actuator 6, the temperature of the coil member 25, etc. Signals corresponding to various state quantities are also input. Furthermore, a signal corresponding to the current and position of the electromagnetic actuator 6 is also input (feedback) to the inverter 10.

  Here, the controller 8 is connected to the inverter 10 via the command line 9. The controller 8 controls the control force (target) to be output by the electromagnetic actuator 6 based on the vehicle information and a specific control law (for example, skyhook control) in order to improve the ride comfort and handling stability of the vehicle. (Thrust force, target damping force) is calculated, and a command signal corresponding to the control force is output to the inverter 10. Further, as will be described later, the controller 8 detects an abnormality of the electromagnetic actuator 6 based on the state quantity of the electromagnetic actuator 6 (processing of S1 in FIG. 4), and at the time of failure based on the detection of the abnormality. And a fail control unit (processing of S2 to S9 in FIG. 4) that performs fail control (opening and closing of the fail relay 14) that is control.

  The inverter 10 is connected to the power source 12 of the vehicle via the power line 11 and is connected to each electromagnetic suspension 5 (each electromagnetic actuator 6) via the power line 13. The inverter 10 includes a plurality of switching elements such as transistors, field effect transistors (FETs), insulated gate bipolar transistors (IGBTs), and the like. Each switching element is opened and closed by a command signal from the controller 8. Controlled based on

  The inverter 10 drives the electromagnetic suspension 5 (each electromagnetic actuator 6) disposed on each wheel based on the command signal from the controller 8 and the electric power from the power source 12 of the vehicle. When the electromagnetic actuator 6 is powered, electric power is supplied from the power source 12 to the electromagnetic actuator 6 via the inverter 10. At this time, the inverter 10 generates three-phase (U-phase, V-phase, W-phase) AC power from DC power supplied from the power supply 12 via the power line 11, and each electromagnetic actuator 6 via the power line 13. Electric power is supplied to the coils 25A, 25B, and 25C. On the other hand, during regeneration of the electromagnetic actuator 6, the electric power generated by the electromagnetic actuator 6 returns to the power source 12 via the inverter 10.

  If the power source 12 of the electromagnetic actuator 6 is, for example, a vehicle equipped with an engine which is an internal combustion engine, the power source 12 (power storage device) dedicated to the electromagnetic actuator 6 and / or an alternator driven to rotate by the engine may be used. it can. When the alternator is used as the power source 12, a capacitor, a battery, and the like are provided as necessary to supply (discharge) peak power exceeding the power generated by the alternator and to store (charge) regenerative power. be able to. On the other hand, in a hybrid vehicle (hybrid vehicle) equipped with an engine and an electric motor for traveling, or a vehicle (electric vehicle) equipped with only an electric motor for traveling (electric vehicle), a large-capacity battery for driving the vehicle is used as a power source. Twelve. In this case, it is possible to adopt a configuration in which power is directly received from a large-capacity battery for driving the vehicle, or power that is stepped up or down via a voltage converter such as a DC / DC converter.

  The fail relay 14 is provided between the inverter 10 and the electromagnetic actuator 6. The fail relay 14 is connected to the controller 8 via a relay signal line 15. The fail relay 14 operates based on a relay signal (relay opening / closing signal, relay switching signal) from the controller 8 when fail-controlling the electromagnetic suspension 5 (electromagnetic actuator 6). In this case, the fail relay 14 makes the inverter 10 and the electromagnetic actuator 6 conductive when the electromagnetic suspension 5 (electromagnetic actuator 6) is normal.

  On the other hand, when the electromagnetic suspension 5 (electromagnetic actuator 6) is abnormal (fail), the fail relay 14 is a power line 13 (for example, U phase, V phase, W phase) between the inverter 10 and the electromagnetic actuator 6. ). Thereby, the coil member 25 of the electromagnetic actuator 6 forms a closed loop circuit. In this case, the electromagnetic actuator 6 generates a resistance force as a damping force by an electromotive force generated in the coil member 25 (each coil 25A, 25B, 25C) due to the relative displacement (stroke) between the coil member 25 and the permanent magnet 34. Can be made. That is, the electromagnetic actuator 6 can generate a damping force (soft characteristic damping force) corresponding to the displacement speed (stroke speed, expansion / reduction speed) without receiving external power supply.

  Next, the electromagnetic actuator 6 constituting the electromagnetic suspension 5 will be described with reference to FIG.

  The electromagnetic actuator 6 includes a stator 21 disposed on the vehicle body side and a mover 22 disposed on the wheel side. The stator 21 (coil member 25) and the mover 22 (permanent magnet 34 thereof). And constitutes a three-phase linear synchronous motor. That is, the electromagnetic actuator 6 is interposed between a vehicle body (an unsprung member) and a wheel (an unsprung member), and has a coaxial inner cylinder (displacement member) and an outer cylinder (displacement member) that can be relatively displaced. The coil member 25 (coils 25A, 25B, 25C) provided on the rod 26 corresponding to the inner cylinder via the core 24 and the tube (yoke) 30 corresponding to the outer cylinder opposed to the coil member 25. It is comprised as a cylindrical linear electromagnetic actuator which consists of the permanent magnet 34 as a magnetic member.

  In addition, although illustration is abbreviate | omitted, the electromagnetic actuator 6 provides a coil member (coil) in the outer cylinder of the inner cylinder arrange | positioned radially inside, and the outer cylinder arrange | positioned radially outside, and is attached to an inner cylinder. It is good also as a structure which provides a magnetic member (permanent magnet). In other words, the electromagnetic actuator 6 is provided with a motor between a pair of displaceable displacement members (for example, between the outer cylinder and the inner cylinder). In this case, in addition to the configuration using the linear motor as in the embodiment, the electromagnetic actuator 6 may be configured to use, for example, a rotation motor and a rotation / linear motion conversion mechanism (for example, a ball nut mechanism).

  The stator 21 disposed on the vehicle body side is roughly constituted by an armature 23 and a rod 26. The armature 23 includes a core 24 made of a magnetic material, and a plurality of coils 25A, 25B, and 25C (a U-phase coil 25A, a V-phase coil 25B, and a W-phase coil 25C) that are provided on the core 24 and constitute a coil member 25. It is comprised by.

  The core 24 is formed by cutting or the like from, for example, a dust core, a laminated electromagnetic steel plate, or a magnetic piece, and the shape thereof is substantially cylindrical as a whole. On the other hand, each of the coils 25A, 25B, and 25C is wound in a predetermined direction and accommodated on the outer peripheral surface side of the core 24, and is disposed to face the inner peripheral surface of the mover 22 (permanent magnet 34 thereof). .

  Specifically, the coils 25 </ b> A, 25 </ b> B, and 25 </ b> C are positioned on the outer peripheral surface side of the substantially cylindrical core 24 and are arranged in the circumferential direction of the core 24, and are positioned at six positions in the axial direction of the core 24. They are spaced apart in the axial direction. The power lines 13 are connected to the coils 25A, 25B, and 25C, respectively, and power is supplied from the inverter 10 via the fail relay 14.

  The number of coils 25A, 25B, and 25C is not limited to that shown in the figure, and can be set as appropriate according to design specifications, such as three, nine, and twelve. Further, the six coils 25A, 25B, and 25C adjacent in the axial direction are arranged so as to have a phase difference of 120 ° in electrical angle, for example. In this case, the arrangement of the U-phase coil 25A, the V-phase coil 25B, and the W-phase coil 25C is not limited to that shown in the figure. For example, each phase may be arranged continuously (two pieces). Furthermore, the wiring method between the coils 25A, 25B, and 25C can be appropriately selected according to, for example, the voltage and current specifications on the power supply 12 side. The shape of the core 24 is not limited to that shown in the figure. For example, a configuration may be employed in which a convex portion for coil protection, a curved portion for reducing thrust pulsation, and the like are provided.

  On the other hand, the rod 26 as an inner cylinder is formed in a substantially cylindrical shape, extends in the axial direction (left and right directions in FIG. 2) as the stroke direction, and the base end side (left end side in FIG. 2) is the inner side of the core 24. It is fixed (fitted) to. The distal end side (the right end side in FIG. 2) of the rod 26 protrudes from the bearing mounting portion 30C of the tube 30, and a threaded portion 26A attached to, for example, a sprung member (vehicle body side) of the vehicle is provided at the protruding end. Yes. The guide rod 31 of the mover 22 is inserted inside the rod 26, and the inner peripheral surface on the proximal end side of the rod 26 is made of a sliding member such as a bearing or a sleeve that is in sliding contact with the outer peripheral surface of the guide rod 31. A first bearing 27 is provided.

  A cylindrical first stopper member 28 and a cylindrical second stopper member 29 are attached to one end side (the right end side in FIG. 2) of the outer peripheral surface of the rod 26 from the armature 23. The first and second stopper members 28 and 29 are in contact with the bearing mounting portion 30C of the tube 30 when the tube 30 is fully extended.

  The first stopper member 28 is fastened to the rod 26 with a screw, for example, and is configured integrally with the rod 26. On the other hand, the second stopper member 29 is formed of, for example, an elastic material such as polyamide resin, urethane resin, or rubber, and relieves an impact when coming into contact with the bearing mounting portion 30C of the tube 30. Further, a power line 13 connected to the coils 25A, 25B, and 25C is disposed in the rod 26. The power line 13 is drawn out through the rod 26.

  The mover 22 arranged on the wheel side constitutes a field, and is assembled to the stator 21 so as to be capable of relative displacement in the axial direction as the stroke direction. The mover 22 is a tube (yoke) 30 as an outer cylinder disposed on the outer peripheral side of the armature 23 (the core 24 and the coils 25A, 25B, and 25C), and is positioned inside the tube 30 and extends in the stroke direction. The guide rod 31 is composed of a plurality of permanent magnets 34 as magnetic members provided on the tube 30 and facing the coils 25A, 25B, 25C with a gap in the radial direction.

  The tube 30 is formed in a bottomed cylindrical shape using, for example, a magnetic material that forms a magnetic path when placed in a magnetic field, such as a carbon steel pipe for mechanical structure (STKM12A), and extends in the axial direction as a stroke direction. ing. That is, the tube 30 is made of a magnetic material, thereby forming a magnetic circuit of the electromagnetic actuator 6 (magnetic circuit of the linear motor) and serving as a cover for preventing the magnetic flux of the permanent magnet 34 described later from leaking outside. Have.

  Here, the tube 30 is positioned on the cylindrical portion 30A extending in the axial direction, the bottom portion 30B closing the other end side (left end side in FIG. 2) of the cylindrical portion 30A, and the opening side (one end side) of the cylindrical portion 30A. And it is comprised by the bearing attachment part 30C which protrudes in the radial direction inner side toward the rod 26 side of the stator 21 over the perimeter. Permanent magnets 34 are arranged in the axial direction inside the cylindrical portion 30A.

  The bottom portion 30B is provided with a guide rod 31 that is located inside the cylindrical portion 30A and extends from the bottom portion 30B to the inside of the armature 23 (inside the rod 26). A first bearing 27 provided in the rod 26 slides on the outer peripheral surface of the guide rod 31. The guide rod 31 adopts a structure in which the tube 30 is integrally formed with the bottom 30B of the tube 30 or a structure in which the guide rod 31 separate from the tube 30 is fixed to the bottom 30B with screws, bolts, or the like. can do.

  An attachment bracket 30 </ b> D that is attached to an unsprung member (wheel side) of the vehicle is provided on the side of the bottom 30 </ b> B of the tube 30 that is opposite to the guide rod 31. On the other hand, a second bearing 32 made of a sliding member such as a bearing or a sleeve that is in sliding contact with the outer peripheral surface of the rod 26 is provided on the inner peripheral surface of the bearing mounting portion 30C. Further, a seal 33 that prevents water and dust from entering from the outside is provided on the inner peripheral side of the bearing mounting portion 30 </ b> C on one end side (the right end side in FIG. 2) from the second bearing 32.

  A plurality of annular permanent magnets 34 as magnetic members that are members that generate a magnetic field are arranged side by side along the axial direction on the inner peripheral surface side of the cylindrical portion 30A of the tube 30. In this case, the permanent magnets 34 adjacent in the axial direction have, for example, opposite polarities. For example, if the odd-numbered permanent magnets 34 counted from one end side (left side or right side) of the tube 30 are N poles on the inner peripheral surface side and S poles on the outer peripheral surface side, the even-numbered permanent magnets 34 are counted from one end side. The permanent magnet 34 has an S pole on the inner peripheral surface side and an N pole on the outer peripheral surface side.

  In this case, each permanent magnet 34 is, for example, a ring magnet integrally formed in a cylindrical shape, or a segmented segment magnet configured in an annular shape by arranging a plurality of arc-shaped magnet elements in the circumferential direction. Can do. The number of permanent magnets 34 is not limited to the illustrated example. That is, in the illustrated example, among the 11 permanent magnets 34 in total, the number of permanent magnets 34 facing the coils 25A, 25B, and 25C is five, and the configuration has five poles and six slots. The remaining six permanent magnets 34 are provided so as to face the coils 25A, 25B, and 25C when a stroke is made. Although the 5-pole 6-slot configuration is used in the embodiment, for example, a 4-pole 6-slot configuration or an 8-pole 6-slot configuration may be used. Further, a required number of permanent magnets 34 may be arranged according to the stroke amount.

  The tube (yoke) 30 is preferably a magnetic material from the viewpoint of a magnetic circuit and magnetic leakage, but at least one of the second bearing 32 and the bearing mounting portion 30C is preferably a non-magnetic material. The reason for this is as follows. That is, the magnetic flux emitted from the permanent magnet 34 has an inner peripheral surface S on the side facing the armature 23 (inner peripheral surface side) from the permanent magnet 34 whose inner peripheral surface is N pole through the core 24 of the armature 23. It becomes a path (magnetic path) toward the permanent magnet 34 of the pole.

  On the other hand, on the side not facing the armature 23 (outer peripheral surface side), the outer peripheral surface passes from the permanent magnet 34 having the N pole to the permanent magnet 34 having the outer peripheral surface through the cylindrical portion 30A of the tube 30 (magnetic path). ) Here, for example, when both the second bearing 32 and the bearing mounting portion 30 </ b> C are made of a magnetic material, the magnetic flux emitted from the outer peripheral surface of the permanent magnet 34 on the most end side (left end side) of the tube 30 is A path (magnetic path) returns from the outer peripheral surface to the inner peripheral surface of the permanent magnet 34 through the cylindrical portion 30A of the tube 30, the bearing mounting portion 30C, the second bearing 32, the rod 26, and the core 24 of the armature 23.

  In this case, when the electromagnetic suspension 5 (electromagnetic actuator 6) is used, iron powder and sand iron from the road surface may adhere to the magnetic bearing mounting portion 30C, the second bearing 32, and the rod 26. The iron powder and sand iron adhering in this way cannot be easily peeled off, and may be caught in the sliding portion between the second bearing 32 and the rod 26. Therefore, if at least one of the second bearing 32 and the bearing mounting portion 30C is made of a non-magnetic material and the magnetic circuit is interrupted, it can be easily peeled off even if iron powder or iron sand adheres. The second bearing 32 and the rod 26 can be slid stably.

  Next, fail control (fail safe control) performed by the control device 7 will be described.

  As described above, the control device 7 includes the controller 8 serving as a calculation device (CPU: central processing unit). In addition to controlling the operation of the electromagnetic suspension 5 (electromagnetic actuator 6) via the inverter 10, the controller 8 detects an abnormality (failure) of the electromagnetic suspension 5 (electromagnetic actuator 6) (see FIG. 4). S1 processing). That is, the controller 8 detects, for example, an overcurrent in which the current to the electromagnetic actuator 6 has exceeded a specified value, a disconnection in which no current flows, a high temperature of the coil member 25 due to overload, or the like at the abnormality detection unit. The abnormality detection unit determines that the electromagnetic actuator 6 is abnormal (overcurrent, disconnection, high temperature) when the detected current, temperature, etc. exceed or fall below a preset threshold (current threshold, temperature threshold). To do.

  When the abnormality detection unit detects an abnormality, that is, when the current, temperature, and the like of the electromagnetic actuator 6 are out of the specified normal range (out of the threshold range), the controller 8 performs a fail process to be described later, Fail control is performed on the suspension 5 (electromagnetic actuator 6). That is, the controller 8 has a fail control unit (the processes in S2 to S9 in FIG. 4) that performs fail control based on the detection of an abnormality by the abnormality detection unit. In this case, in the fail control, the fail relay 14 provided in the middle of the power line 13 connecting the inverter 10 and the electromagnetic actuator 6 is operated so that the coil member 25 constituting the electromagnetic actuator 6 forms a closed loop circuit. It is controlled to short circuit. The electromagnetic actuator 6 that is short-circuited (a closed loop is configured) can generate a damping force according to the displacement speed (stroke speed, expansion / reduction speed) without receiving external power supply.

  By the way, when an abnormality is detected by one electromagnetic suspension 5 (electromagnetic actuator 6) of the electromagnetic suspensions 5 (electromagnetic actuators 6) respectively disposed on the left and right sides of the vehicle, one electromagnetic suspension 5 in which the abnormality is detected. It is conceivable to perform fail control only for the (electromagnetic actuator 6). As this fail control, it is conceivable that the fail relay 14 is operated based on the relay signal from the controller 8 and only the electromagnetic actuator 6 of one electromagnetic suspension 5 is short-circuited so as to be in a closed loop.

  However, in this case, for example, there is a possibility that riding comfort may be reduced based on the difference (degree) of the output (damping force) of the electromagnetic actuator 6 between the left and right sides of the vehicle (degree). Such a decrease in ride comfort during fail control by performing fail control with only one of the left and right may occur not only in the electromagnetic suspension 5 but also in other types of suspension devices such as an active suspension device and an air suspension device. is there.

  On the other hand, it is conceivable to perform control to compensate for a decrease in the control force of one electromagnetic actuator 6 that has detected an abnormality with the other electromagnetic actuator 6 that is normal. However, in this case, assuming that the control force required for the other electromagnetic actuator 6 that is normal has increased to, for example, 1.2 times that when both are normal, the amount of heat generation increases by the square of the thrust. .

  Thereby, the calorific value of the other electromagnetic actuator 6 becomes 1.44 times as compared with the normal time. That is, the power consumption of the other electromagnetic actuator 6 is increased and the efficiency is lowered. In addition, the temperature of the other electromagnetic actuator 6 is rapidly increased as the amount of heat generation is increased. There is a risk that it is likely to occur. In other words, there is a risk that a double failure is likely to occur.

  Therefore, in the embodiment, when the controller 8 detects an abnormality in the electromagnetic suspension 5 (electromagnetic actuator 6) of one wheel, the electromagnetic suspension 5 (electromagnetic actuator 6) of another wheel adjacent to the left and right of the one wheel is It has a fail control part (processing of S2-S9 of Drawing 4) which performs fail control corresponding to abnormality of one wheel. Hereinafter, the fail control unit of the controller 8 will be described by taking as an example the case where the electromagnetic suspension 5 (electromagnetic actuator 6) is provided on all four wheels of the vehicle.

  When the failure control unit detects an abnormality (failure) in only one electromagnetic suspension 5 among the four electromagnetic suspensions 5, only the electromagnetic actuator 6 of the one electromagnetic suspension 5 shifts to fail control, The electromagnetic actuator 6 of the three-wheel electromagnetic suspension 5 is set to a fail control standby state in which it is possible to shift to fail control according to the subsequent situation (movement of the vehicle body 1, detection of abnormality of other electromagnetic suspensions 5). That is, when only one of the electromagnetic suspensions 5 is abnormal, the fail relay 14 is operated based on the relay signal from the controller 8, and only the electromagnetic actuator 6 of the electromagnetic suspension 5 where the abnormality is detected is short-circuited so as to be in a closed loop. The normal electromagnetic actuator 6 of the other three-wheel electromagnetic suspension 5 continues normal control as it is. Note that the normal control of the electromagnetic actuator 6 of the remaining three-wheel electromagnetic suspension 5 may be changed from the normal control according to the abnormality of the one-wheel electromagnetic suspension 5 in which the abnormality is detected (one-wheel abnormality Corresponding control may be performed on the remaining three wheels).

  On the other hand, if an abnormality is detected in the electromagnetic suspension 5 of two of the four wheels, whether to shift to fail control or to continue normal control (to enter the fail control standby state) depending on the condition of the abnormality Different. Here, for example, when an abnormality is detected in the electromagnetic suspension 5 of the left front wheel 2 and the left rear wheel 3, the control force of the abnormal electromagnetic suspension 5 is detected by the normal electromagnetic suspension 5 of the right front wheel 2 and right rear wheel 3. If the control force of the electromagnetic actuator 6 is changed so as to compensate for this decrease, there is a possibility that heat generation and power consumption increase. On the other hand, if normal control is continued as it is with the normal electromagnetic actuator 6 of the right front wheel 2 and right rear wheel 3 of the electromagnetic suspension 5, it leads to a decrease in riding comfort during rough road driving and a decrease in operability during high speed driving. There is a fear.

  Therefore, in the embodiment, when an abnormality is detected in the electromagnetic suspensions 5 of the left front wheel 2 and the left rear wheel 3, the fail control unit of the controller 8 shifts the electromagnetic actuators 6 of all four wheels to the fail control. To do. As a result, when an abnormality in the electromagnetic suspension 5 of one wheel (the left front wheel 2 and the left rear wheel 3) is detected, the other left and right adjacent wheels (the left front wheel 2 and the left rear wheel 3) ( The right front wheel 2 and the right rear wheel 3) are configured to perform fail control corresponding to an abnormality of one wheel.

  In this case, the electromagnetic actuator 6 of the electromagnetic suspension 5 performs predetermined fail control that is the same on the left and right (same for all four wheels). That is, the fail control unit of the controller 8 performs control (control for short-circuiting) to operate the fail relay 14 so that the left and right (four-wheel) electromagnetic actuators 6 are closed loops. At this time, the driver of the vehicle knows that the characteristics of the entire vehicle are in a fail state due to changes in riding comfort and operability due to the electromagnetic actuators 6 of the electromagnetic suspensions 5 of all four wheels shifting to fail control. be able to. In this case, it is possible to notify the driver that the control is shifted to the fail control by an alarm device such as an alarm, a speaker, a warning lamp, and a monitor, if necessary.

  When an abnormality is detected in the electromagnetic suspension 5 of the right front wheel 2 and the right rear wheel 3, or when an abnormality is detected in the electromagnetic suspension 5 of the left front wheel 2 and the right rear wheel 3, the right front wheel 2 and the left rear wheel 3 are detected. Even when an abnormality is detected in the electromagnetic suspension 5, the electromagnetic actuators 6 of all the four electromagnetic suspensions 5 shift to the fail control. Further, even when an abnormality is detected in the electromagnetic suspension 5 for the three wheels, the electromagnetic actuators 6 for the electromagnetic suspensions 5 for all four wheels shift to fail control.

  On the other hand, when an abnormality is detected in the electromagnetic suspensions 5 of the left and right front wheels 2, the electromagnetic actuators 6 of the left and right front wheels 2 shift to fail control, and the electromagnetic actuators 6 of the remaining left and right rear wheels 3 are left as they are. Continue normal control (set to fail control standby state). When an abnormality is detected in the electromagnetic suspensions 5 of the left and right rear wheels 3, the electromagnetic actuators 6 of the left and right rear wheels 3 shift to fail control, and the electromagnetic actuators 6 of the remaining left and right front wheels 2 are kept in normal control as they are. (Continue to fail control standby state).

  A control process (fail process) performed by the controller 8, that is, a fail control program of the electromagnetic suspension 5 (electromagnetic actuator 6) executed by the controller 8 will be described with reference to the flowchart of FIG. 4. Note that the process of FIG. 4 is repeatedly executed at a predetermined control period while the controller 8 is energized.

  When the processing operation of FIG. 4 is started by the activation (start of energization) of the controller 8, in S1, an abnormality (failure) of the electromagnetic suspension 5 of each of the front, rear, left and right four wheels is detected. For example, the abnormality is detected by detecting a current and a temperature from a current sensor and a temperature sensor provided for each electromagnetic actuator 6 of each electromagnetic suspension 5, and the detected value is based on a preset threshold (current threshold, temperature threshold). Whether or not there is an abnormality can be detected (determined) depending on whether or not it has come off. Specifically, when the current of the electromagnetic actuator 6 is larger than the current threshold, it can be detected that an overcurrent abnormality has occurred. When the current of the electromagnetic actuator 6 is zero, that is, when no current flows, it can be detected that an abnormality has occurred due to, for example, disconnection of the power line 13. When the temperature of the electromagnetic actuator 6 is higher than the temperature threshold, it can be detected that an abnormal temperature rise due to overload has occurred.

  If “NO” in S1, that is, if the abnormality of the electromagnetic actuator 6 is not detected, the process returns to START through RETURN and repeats the processes after S1. On the other hand, if “YES” in S1, that is, if it is determined that an abnormality of the electromagnetic actuator 6 is detected, the process proceeds to S2. In S2, it is determined whether or not there is one abnormality (failure) in the electromagnetic actuator 6, that is, whether or not the abnormal electromagnetic actuator 6 is one of the four wheels.

  If “YES” is determined in S2, that is, if an abnormality (fail) is detected in the one-wheel electromagnetic actuator 6, the process proceeds to S3 to perform one-wheel fail processing. That is, in S3, only the one-wheel electromagnetic actuator 6 in which an abnormality is detected shifts to fail control, and the other three-wheel electromagnetic actuators 6 respond to the subsequent situation (movement of the vehicle body 1, detection of abnormality, etc.). A fail control standby state capable of shifting to fail control is set. Then, the process returns to the start via the return, and the processes after S1 are repeated.

  On the other hand, if “NO” in S2, that is, if the abnormality (failure) of the electromagnetic actuator 6 is not only one wheel, the process proceeds to S4. In S4, it is determined whether or not there are two abnormalities (fails) of the electromagnetic actuator 6, that is, whether or not the abnormal electromagnetic actuator 6 is two of the four wheels.

  If “YES” in S4, that is, if an abnormality (failure) is detected by the two-wheel electromagnetic actuator 6, the process proceeds to S5. In S5, it is determined whether or not the abnormality (failure) of the electromagnetic actuator 6 is the left two wheels. If “YES” in S5, that is, if the abnormality (failure) of the electromagnetic actuator 6 is the left two wheels, the process proceeds to S6. In S6, a four-wheel fail process is performed. That is, in S6, even if the abnormality of the electromagnetic actuator 6 is two wheels, all four electromagnetic actuators 6 shift to fail control.

  On the other hand, if “NO” in S5, that is, if the abnormality (failure) of the electromagnetic actuator 6 is not the left two wheels, the process proceeds to S7. In S7, it is determined whether or not the abnormality (failure) of the electromagnetic actuator 6 is the right two wheels. If “YES” in S7, that is, if the abnormality (failure) of the electromagnetic actuator 6 is in the right two wheels, the process proceeds to S6 to perform a four-wheel fail process.

  If “NO” in S7, that is, if the abnormality (failure) of the electromagnetic actuator 6 is not the right two wheels, the process proceeds to S8. In S8, it is determined whether or not the abnormality (failure) of the electromagnetic actuator 6 is two diagonal wheels (the left front wheel 2 and the right rear wheel 3 or the right front wheel 2 and the left rear wheel 3). If “YES” in S7, that is, if the abnormality (failure) of the electromagnetic actuator 6 is a diagonal two-wheel, the process proceeds to S6 and a four-wheel fail process is performed.

  Furthermore, if “NO” in S4, that is, if the abnormality (failure) of the electromagnetic actuator 6 is not two wheels, it is an abnormality (failure) of the three wheels or four wheels. Fail processing is performed.

  On the other hand, if “NO” in S8, that is, if the abnormality (failure) of the electromagnetic actuator 6 is not two diagonal wheels, the front two wheels (left and right front wheels 2) or the rear two wheels (left and right rear wheels 3) are abnormal. (Fail). In this case, the process proceeds to S9 to perform a two-wheel fail process. That is, only the electromagnetic actuator 6 of the abnormal front two wheels (left and right front wheels 2) or rear two wheels (left and right rear wheels 3) shifts to fail control, and the normal rear two wheels (left and right rear wheels 3) or The electromagnetic actuators 6 of the front two wheels (left and right front wheels 2) continue normal control as they are (set to the fail control standby state).

  Next, the reverse rotation abnormality of the electromagnetic suspension 5 (electromagnetic actuator 6) will be described. That is, when the control logic of the electromagnetic actuator 6 by the controller 8 is reversed due to some abnormality, there is a case where the reverse suspension abnormality in which the electromagnetic suspension 5 (electromagnetic actuator 6) operates to vibrate the vehicle body 1 may occur. In S <b> 1 of FIG. 4, such an abnormal reverse appearance of the electromagnetic suspension 5 (electromagnetic actuator 6) is also detected. Specifically, in S1 of FIG. 4, in addition to the detection of the abnormality of the current and temperature of the electromagnetic suspension 5 (electromagnetic actuator 6), the process shown in the flowchart of FIG. Done.

  As one of the fail detection processes of S1 in FIG. 4, when the processing operation of FIG. 5 starts, in S11 of FIG. 5, there is an abnormal reverse appearance of the electromagnetic suspension 5 (electromagnetic actuator 6) of each of the front, rear, left and right four wheels ( Fail) is detected. This reverse rotation abnormality is, for example, a relationship between a change in the position (stroke position, relative position, absolute position) of the electromagnetic suspension 5 (electromagnetic actuator 6) and a change in vehicle information (for example, vertical acceleration, lateral acceleration, etc.) ( Can be detected (determined) based on whether or not is within an appropriate range.

  In S11, when “NO”, that is, when the reverse rotation of the electromagnetic suspension 5 (electromagnetic actuator 6) is not detected, the process returns to the start via the return, and the processes after S11 are repeated. In this case, in S1 of FIG. 4, the process proceeds to the next process depending on whether or not an abnormality other than the reverse appearance is detected. On the other hand, if “YES” in S11, that is, if the reverse rotation of the electromagnetic suspension 5 (electromagnetic actuator 6) is detected, the process proceeds to S12. In S12, the electromagnetic suspension 5 (electromagnetic actuator 6) in which the reverse shaking is detected is regarded as abnormal, and the process returns. In this case, in S1 of FIG. 4, the electromagnetic suspension 5 (electromagnetic actuator 6) in which reverse shaking is detected is regarded as abnormal, and the process proceeds to S2 and subsequent steps. As a result, it is possible to suppress a decrease in riding comfort based on the reverse appearance abnormality.

  The suspension control apparatus according to the present embodiment has the above-described configuration, and the operation thereof will be described next.

  For example, when the electromagnetic suspension 5 is interposed vertically between the sprung member (vehicle body side) and the unsprung member (wheel side) of the vehicle, the vehicle is moved upward and downward. When the vibration is generated, a force acts on the electromagnetic actuator 6 in the stroke direction (axial direction). In accordance with this force, the stator 21 and the mover 22 move relative to each other. At this time, the damping force of the electromagnetic suspension 5 (electromagnetic actuator 6) is adjusted by causing a predetermined current corresponding to the position of each permanent magnet 34 to flow through the coils 25A, 25B, and 25C based on a command signal from the controller 8. This can improve the ride comfort and handling stability of the vehicle.

  On the other hand, when an abnormality (failure) is detected by the electromagnetic actuator 6 of the electromagnetic suspension 5, that is, when an abnormality of the electromagnetic actuator 6 is detected by the abnormality detection unit of the controller 8, the fail control unit of the controller 8 is shown in FIG. Fail control is performed according to the flowchart of FIG. Specifically, the controller 8 detects that an abnormality is detected in the electromagnetic actuators 6 of the left front and rear wheels 2 and 3, the right front and rear wheels 2 and 3, or the diagonal front and rear wheels 2 and 3, for example. The electromagnetic actuators 6 for all the wheels shift to fail control. As a result, it is possible to suppress a decrease in ride comfort during fail control (a decrease in ride comfort can be minimized).

  In other words, in the first embodiment, the controller 8 performs processing of S1, S2, S4, S5, S7, and S8, so that one wheel (the left front wheel 2, 3, the right front wheel 2, 3, When an abnormality is detected by the electromagnetic actuators 6 on the diagonal front and rear wheels 2 and 3), not only is the fail control performed by the electromagnetic actuator 6 of these one wheel, but also other wheels ( The right and left front and rear wheels 2 and 3 that are normal, the left and right front and rear wheels 2 and 3 that are normal, or the electromagnetic actuator 6 that is normal and opposite diagonal front and rear wheels 2 and 3) can also handle an abnormality of one wheel. Fail control is performed. For this reason, it can be reduced that the degree (degree) of output (damping force) is different (unbalanced) between one wheel and another wheel, that is, the left and right electromagnetic suspensions 5 (electromagnetic actuators 6). A decrease in ride comfort during control can be suppressed.

  In the first embodiment, the electromagnetic actuator 6 of each electromagnetic suspension 5 performs the same predetermined fail control on the left and right. That is, when an abnormality is detected by the electromagnetic actuator 6 of one wheel (the left front wheel 2, 3, the right front wheel 2, 3 or the diagonal front wheel 2, 3), all four wheels The same predetermined fail control is performed by the actuator 6. In other words, the same predetermined fail control is performed by the electromagnetic actuator 6 of the left front and rear wheels 2 and 3 and the electromagnetic actuator 6 of the right front and rear wheels 2 and 3.

  In this case, the fail control is a control in which the controller 8 operates the fail relay 14 to short-circuit the coil members 25 (coils 25A, 25B, 25C) constituting the electromagnetic actuator 6 so as to form a closed loop. As a result, the output (damping force, thrust) of one wheel and the other wheel, that is, the electromagnetic actuator 6 of the left and right electromagnetic suspensions 5 can be matched, and the ride comfort is reduced due to the difference between the left and right outputs. Can be suppressed.

  Next, FIG. 6 shows a second embodiment. A feature of the second embodiment is that the suspension device is an active suspension device having a shock absorber capable of adjusting a damping force. Note that in the second embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

  A semi-active suspension device 41 (hereinafter referred to as a semi-active suspension 41) is provided between the vehicle body 1 and the wheels 2 and 3 as a suspension device. The semi-active suspension 41 is a suspension device used in the present embodiment instead of the electromagnetic suspension 5 of the first embodiment, and is provided, for example, on all four wheels of the vehicle as in the first embodiment. Yes.

  The semi-active suspension 41 includes a suspension spring (not shown) and a shock absorber 42 as an actuator, which is provided between the vehicle body 1 side and the wheels 2 and 3 side in parallel with the suspension springs. It is comprised including. The shock absorber 42 is an actuator used in this embodiment instead of the electromagnetic actuator 6 of the first embodiment.

  The shock absorber 42 is an actuator capable of adjusting the damping force. That is, the shock absorber 42 is a force generating mechanism capable of adjusting the force generated between the vehicle body 1 side and the wheels 2 and 3 side, and an active damper that actively generates a force (damping force). Specifically, it is composed of a semi-active damper capable of semi-active control such as a damping force adjusting hydraulic shock absorber. The shock absorber 42 may be configured by a full active damper capable of full active control such as a drive cylinder (hydraulic cylinder, air cylinder) instead of the semi-active damper (the suspension device is configured as a full active suspension device). You may).

  The control device 43 is used in this embodiment instead of the control device 7 of the first embodiment. The control device 43 controls each semi-active suspension 41, more specifically, each shock absorber 42. The control device 43 constitutes a suspension control device together with each semi-active suspension 41.

  The control device 43 is configured to include (one) controller 44 and (four) output circuits 45. The controller 44 is an arithmetic device (CPU: central processing unit), like the controller 8 of the first embodiment. In order to improve the riding comfort and steering stability of the vehicle, the controller 44 is configured to provide vehicle information (vertical acceleration, lateral acceleration, longitudinal acceleration, vehicle speed, steering angle, and other vehicle state quantities of the vehicle body 1) and specific control laws ( For example, the control force (target damping force) to be output by the shock absorber 42 is calculated based on the skyhook control or the like, and a command signal corresponding to the control force is output to the output circuit 45.

  The output circuit 45 outputs, for example, a current necessary for the PWM signal to the shock absorber 42 of the semi-active suspension 41 based on the command signal from the controller 44. Here, the shock absorber 42 continuously adjusts the generated damping force characteristic (damping force characteristic) from a hard characteristic (hard characteristic) to a soft characteristic (soft characteristic). A damping force adjusting actuator including an adjusting valve, a solenoid, a stepping motor, and the like is attached. In the shock absorber 42, the damping force adjustment actuator operates based on the current of the output circuit 45. Thereby, the damping force of the shock absorber 42 can be adjusted, and the riding comfort and steering stability of the vehicle can be improved. In FIG. 6, the controller 44 and the output circuit 45 are described separately, but may be integrally configured as one substrate or one component.

  In addition to controlling the operation of the semi-active suspension 41 (shock absorber 42) via the output circuit 45, the controller 44 includes an abnormality detection unit that detects an abnormality (failure) in the semi-active suspension 41 (shock absorber 42). Have. That is, the controller 44 detects, for example, an overcurrent in which a current from the output circuit 45 to the shock absorber 42 (a damping force adjusting actuator) exceeds a specified value, a disconnection in which no current flows, or the like in the abnormality detection unit. When the detected current exceeds or falls below a preset threshold value (current threshold value), the abnormality detection unit determines that the semi-active suspension 41 (shock absorber 42) is abnormal (overcurrent, disconnection).

  When the abnormality detection unit detects an abnormality, that is, when the current of the semi-active suspension 41 (shock absorber 42) is out of the specified normal range (out of the threshold range), the controller 44 performs a fail process, The semi-active suspension 41 (shock absorber 42) is subjected to fail control. That is, the controller 44 has a fail control unit that performs fail control based on the detection of an abnormality by the abnormality detection unit. In this case, the fail control for the semi-active suspension 41 (shock absorber 42) of each wheel 2 and 3 is performed based on the control process (fail process) of FIG. 4 of the first embodiment.

  The fail control unit of the controller 44 is in accordance with the abnormal state of the shock absorber 42 of one wheel (the left front wheel 2, 3, the right front wheel 2, 3, or the diagonal front wheel 2, 3). The control of the shock absorber 42 of other wheels (normal right front and rear wheels 2 and 3, normal left front and rear wheels 2 and 3, or normal opposite diagonal front and rear wheels 2 and 3) is changed. . Specifically, the controller 44 performs fail control that adjusts the damping force of the shock absorber 42 of the other wheel to the same damping force as the damping force when one wheel is abnormal.

  For example, when an abnormality is detected in the shock absorber 42, when fail control is performed to make the generated damping force of the abnormal shock absorber 42 a soft characteristic (soft characteristic), the abnormality is detected by the shock absorber 42 of one wheel. In addition to softening the generated damping force of the shock absorber 42 of one wheel, the generated damping force of the shock absorber 42 of another normal wheel is also softened. On the other hand, when an abnormality is detected in the shock absorber 42, when fail control is performed to make the generated damping force of the abnormal shock absorber 42 a hard characteristic (hard characteristic), if the abnormality is detected by the shock absorber 42 of one wheel. In addition to making the generated damping force of the shock absorber 42 of one wheel hard, the generated damping force of the shock absorber 42 of another normal wheel is also made hard.

  Further, when the shock absorber 42 of one wheel is fixed to an arbitrary (random) constant value due to the abnormality, the generated shock absorber 42 of the other wheel, which is normal, It can be a fixed constant value. If the generated damping force of the shock absorber 42 of one wheel arbitrarily changes due to the abnormality, the generated damping force of the shock absorber 42 of another normal wheel may be adjusted in accordance with the change. it can. In either case, it is possible to suppress a decrease in ride comfort when fail control is performed.

  The second embodiment performs the fail control of the shock absorber 42 as described above, and the basic action thereof is not particularly different from that according to the first embodiment described above.

  In particular, in the second embodiment, the fail control unit of the controller 44 performs shocks on one wheel (the left front and rear wheels 2 and 3, the right front and rear wheels 2 and 3, or the diagonal front and rear wheels 2 and 3). Depending on the abnormal state of the absorber 42, other wheels (normal right front and rear wheels 2, 3, normal left front wheels 2, 3 or normal reverse diagonal front and rear wheels 2, 3) The control of the shock absorber 42 is changed. For this reason, when abnormality of the shock absorber 42 of one wheel is detected, the output (damping force) of the shock absorber 42 of the other wheel can be matched with the output (damping force) of the actuator of one wheel. Thereby, it is possible to suppress a decrease in riding comfort due to the difference in the degree of output (damping force) between one wheel and another wheel, that is, the shock absorber 42 of the left and right semi-active suspensions 41.

  In the second embodiment, the fail control adjusts the damping force of the shock absorber 42 of the other wheel to a damping force similar to the damping force when one wheel is abnormal. For this reason, when the abnormality of the shock absorber 42 of one wheel is detected, the left and right (all wheels) shock absorbers 42 have the same damping force. As a result, the damping force can be adjusted by the one wheel and the other wheel, that is, the shock absorbers 42 of the left and right semi-active suspensions 41, and a decrease in riding comfort can be suppressed.

  Next, FIG. 7 shows a third embodiment. A feature of the third embodiment is that the suspension device is an air suspension device having an air spring (air spring) serving as a vehicle height adjusting device. Note that in the third embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

  Between the vehicle body 1 and the wheels 2 and 3, an air suspension device 51 (hereinafter referred to as an air suspension 51) is provided as a suspension device. The air suspension 51 is a suspension device used in this embodiment, instead of the electromagnetic suspension 5 of the first embodiment, and is provided, for example, on all four wheels of the vehicle as in the first embodiment.

  The air suspension 51 includes, for example, an air spring (air spring) 52 as an actuator that supports the wheels 2 and 3 in a floating manner with respect to the vehicle body 1 side, and the vehicle body 1 side and the wheel in parallel with the air springs 52. And a shock absorber (not shown) provided between the second and third sides. The air spring 52 is a spring member used in this embodiment instead of the suspension spring of the first embodiment, and the shock absorber is a shock absorber used in this embodiment instead of the electromagnetic actuator 6 of the first embodiment. It is.

  In the third embodiment, the air spring 52 is an actuator that also functions as a vehicle height adjusting device that can adjust the height (vehicle height) of the vehicle. That is, the air spring 52 serves as a force generating mechanism capable of adjusting the force generated between the vehicle body 1 side and the wheels 2 and 3 side. It should be noted that the actuator having the function of the vehicle height adjusting device may have a configuration having an actuator such as a hydraulic cylinder. That is, the suspension device may have a configuration including a suspension spring, a shock absorber, and a hydraulic cylinder as a vehicle height adjusting device (actuator).

  The control device 53 is used in this embodiment instead of the control device 7 of the first embodiment. The control device 53 controls each air suspension 51, more specifically, each air spring 52 (vehicle height adjusting device). The control device 53 constitutes a suspension control device together with the air suspensions 51.

  The control device 53 includes a controller 54, an output circuit 55, and a compressor 56. The controller 54 is an arithmetic device (CPU: central processing unit), like the controller 8 of the first embodiment. The controller 54 sets vehicle information (various vehicle state quantities such as vertical acceleration, lateral acceleration, longitudinal acceleration, vehicle speed, steering angle, etc.) and / or setting of a vehicle height adjustment switch operated by the driver (for example, Based on the vehicle height adjustment ON / 0FF switch, low / medium / high vehicle height selection switch, etc., each air spring 52 calculates the required pressure (target pressure) and outputs a command signal corresponding to the pressure. Output to 45.

  The output circuit 55 drives a compressor (compressor) 56 serving as a compressed air source for supplying compressed air (air) to the air spring 52 on the basis of a command signal from the controller 54, and supplies / discharge switching (not shown). Switch the valve. The compressor 56 adjusts the pressure (stroke amount, expansion / contraction amount) of the air spring 52 by supplying necessary air to the air spring 52 via the supply / discharge switching valve. As a result, the vehicle height can be adjusted appropriately according to changes in the vehicle weight, changes in vehicle speed, driver's preference, etc., and the ride comfort and handling stability of the vehicle can be improved.

  In FIG. 7, a tank that stores air compressed by the compressor 56, a filter that removes dust and the like in the outside air sucked into the compressor 56, a dryer that dries compressed air (air), and compression to the air spring 52. A supply / discharge switching valve for switching between supply and discharge of air is omitted. Further, when the compressed air is discharged from the air spring 52, the compressed air may be discharged to the outside air or returned to the tank. Furthermore, although four blocks of the compressor 56 are described in FIG. 7, this corresponds to, for example, a block that means one compressor 56 and four supply / discharge switching valves. In any case, FIG. 7 shows a simplified configuration of an air supply / discharge device that supplies / discharges compressed air to / from the air spring 52. The configuration of the air supply / discharge device including the compressor 56 is not limited to the illustrated configuration.

  The controller 54 controls the operation of the air suspension 51 (air spring 52) via the output circuit 55 (controls the vehicle height adjustment), in addition, the abnormality of the vehicle height adjustment device, in other words, the air suspension 51 ( It has an abnormality detection unit for detecting an abnormality (failure) in the air spring 52). That is, the controller 54 disconnects the current from the output circuit 55 to the compressor 56, the overcurrent in which the current exceeding the specified value flows, the abnormal decrease in the air pressure of the compressor 56 and / or the air spring 52, the abnormal increase, High abnormality is detected by the abnormality detection unit. The abnormality detection unit determines that the vehicle height adjusting device (air spring 52) is abnormal when the detected current, air pressure, vehicle height, or the like exceeds or falls below a preset threshold value (current threshold value).

  When the abnormality is detected by the abnormality detection unit, that is, when the current, air pressure, vehicle height, etc. are outside the specified normal range (out of the threshold range), the controller 54 performs a fail process, and a predetermined vehicle height adjustment device ( Fail control is performed on the air spring 52). That is, the controller 54 has a fail control unit that performs fail control based on detection of an abnormality by the abnormality detection unit. In this case, the fail control for the vehicle height adjusting device (air spring 52) of each of the wheels 2 and 3 is performed based on the control process (fail process) of FIG. 4 of the first embodiment.

  The fail control unit of the controller 54 includes a vehicle height adjustment device (air spring 52) of one wheel (the left front and rear wheels 2 and 3, the right front and rear wheels 2 and 3, or the diagonal front and rear wheels 2 and 3). The vehicle height of other wheels (normal right front and rear wheels 2 and 3, normal left front and rear wheels 2 and 3, or normal opposite diagonal front and rear wheels 2 and 3) depending on the abnormal state The control of the adjusting device (air spring 52) is changed. Specifically, the controller 54 performs fail control for adjusting the vehicle height adjusting device (air spring 52) of the other wheel to the vehicle height similar to the vehicle height at the time of abnormality of one wheel.

  For example, when an abnormality is detected in the vehicle height adjusting device (air spring 52), when the vehicle height is lowered as fail control, if an abnormality is detected by the vehicle height adjusting device (air spring 52) of one wheel, one wheel is detected. In addition to lowering the vehicle height of the other vehicle height adjusting device (air spring 52), the vehicle height of other normal vehicle height adjusting devices (air spring 52) is also lowered. In addition, when the vehicle height of the vehicle height adjustment device (air spring 52) of one wheel is fixed at an arbitrary (random) constant value due to the abnormality, the vehicle height adjustment device of other wheels that are normal ( The vehicle height of the air spring 52) can be set to a fixed constant value.

  The third embodiment performs the fail control of the vehicle height adjusting device (air spring 52) as described above, and the basic action thereof is not particularly different from that according to the first embodiment described above.

  In particular, in the third embodiment, the fail control unit of the controller 54 is a vehicle with one wheel (the left front wheel 2, 3, the right front wheel 2, 3, or the diagonal front wheel 2, 3). Depending on the abnormal condition of the high adjustment device (air spring 52), other wheels (normal right front and rear wheels 2,3, normal left front and rear wheels 2,3, or normal reverse diagonal The control of the vehicle height adjusting device (air spring 52) of the front and rear wheels 2, 3) is changed. That is, the vehicle height adjusting device (air spring 52) of the other wheel is adjusted to the vehicle height similar to the vehicle height when one of the wheels is abnormal. As a result, it is possible to suppress a decrease in riding comfort when fail control is performed.

  In the first embodiment described above, the case where the electromagnetic suspension 5 (electromagnetic actuator 6) as a suspension device is provided on all four wheels of the vehicle has been described as an example. However, the present invention is not limited to this. For example, only the left and right two wheels on the front side (left and right front wheels 2) of the four wheels of the vehicle, or the left and right two wheels (left and right rear wheels 3) on the back of the four wheels of the vehicle. Only the electromagnetic suspension 5 (electromagnetic actuator 6) may be provided. In this case, when an abnormality in the actuator on one of the left and right wheels is detected, the suspension device (actuator) on the other wheel adjacent to the left and right is subjected to fail control corresponding to the abnormality in one wheel (the same predetermined fail control on the left and right, or Fail control for changing the control of the actuator of the other wheel in accordance with the abnormal state of the actuator of the one wheel can be performed. The same applies to the suspension device (active suspension device) of the second embodiment and the suspension device (air suspension device) of the third embodiment.

  In the first embodiment described above, a case in which the electromagnetic suspension 5 (electromagnetic actuator 6) is provided in a four-wheel vehicle has been described as an example. However, the present invention is not limited to this. For example, the electromagnetic suspension 5 (electromagnetic actuator 6) may be provided in a vehicle having four or more wheels such as six wheels. The same applies to the suspension device (active suspension device) of the second embodiment and the suspension device (air suspension device) of the third embodiment.

  In the first embodiment described above, the electromagnetic actuator 6 is provided with the coil member 25 (coils 25A, 25B, 25C) provided on the rod 26 corresponding to the inner cylinder and the permanent provided on the tube 30 corresponding to the outer cylinder. The case where it is constituted by the magnet 34 (magnetic member) has been described as an example. However, the present invention is not limited thereto, and for example, an electromagnetic actuator may be configured by a coil (coil member) provided in the outer cylinder and a permanent magnet (magnetic member) provided in the inner cylinder. That is, the electromagnetic actuator can be configured by a coil member provided on one member of the inner cylinder or the outer cylinder and a magnetic member provided on the other member.

  In the first embodiment described above, the case where the electromagnetic actuator 6 is configured by a linear motor (linear motion motor) has been described as an example. However, the present invention is not limited to this, and the electromagnetic actuator may be constituted by, for example, a rotary motor. In this case, the suspension device (electromagnetic suspension device) can include a rotation motor and a rotation / linear motion conversion mechanism (for example, a ball nut mechanism).

  In the first embodiment described above, the stator 21 is attached to the sprung member (for example, the vehicle body side) of the vehicle, and the movable element 22 is attached to the unsprung member (for example, the wheel side) of the vehicle. I gave it as an explanation. However, the present invention is not limited to this. For example, the stator may be attached to the unsprung member of the vehicle, and the mover may be attached to the sprung member of the vehicle.

  In the first embodiment described above, the case where the electromagnetic suspension 5 as a suspension device is configured to be attached to a vehicle such as an automobile in a vertically placed state has been described as an example. It is good also as a structure attached to vehicles, such as a railway vehicle, in horizontal state. The same applies to the suspension device (active suspension device) of the second embodiment and the suspension device (air suspension device) of the third embodiment.

  In the first embodiment described above, the linear motor having a circular cross section, that is, the case where the stator 21 and the movable element 22 are formed in a cylindrical shape has been described as an example. However, the present invention is not limited to this, and for example, a linear motor having a cross-sectional shape other than circular, such as an I-shaped (flat plate), rectangular, or H-shaped linear motor, may be used. .

  Further, in each of the above-described embodiments, the suspension device is an electromagnetic suspension device having an electromagnetic actuator (first embodiment), an active suspension device having a shock absorber (second embodiment), and a vehicle height adjusting device ( The air suspension device (third embodiment) having an air spring has been described as an example. However, the present invention is not limited to these suspension devices, and various types of suspension devices, that is, suspension devices having various actuators controlled by the control device can be used.

  According to the above embodiment, it is possible to suppress a decrease in ride comfort when performing fail control (a reduction in ride comfort is minimized).

  In other words, according to the embodiment, when the failure control unit of the control device detects an abnormality of the actuator of one wheel by the abnormality detection unit, the other right and left adjacent wheels of the one wheel correspond to the abnormality of the one wheel. Fail control is performed. For this reason, it is possible to reduce the difference in the degree (degree) of output (damping force, vehicle height, etc.) between one wheel and the other wheel, that is, the left and right suspension devices. A decrease in comfort can be suppressed.

  According to the embodiment, each actuator is configured to have the same predetermined fail control on the left and right. For this reason, when the abnormality of the actuator of one wheel is detected, the same predetermined fail control is performed by the left and right actuators. As a result, it is possible to suppress a decrease in riding comfort due to the difference in the degree of output between one wheel and another wheel, that is, the actuators of the left and right suspension devices.

  According to the embodiment, the fail control unit is configured to change the control of the actuator of the other wheel in accordance with the abnormal state of the actuator of the one wheel. For this reason, if the abnormality of the actuator of one wheel is detected, the output of the actuator of another wheel can be matched with the output of the actuator of one wheel. As a result, it is possible to suppress a decrease in riding comfort due to the difference in the degree of output between one wheel and another wheel, that is, the actuators of the left and right suspension devices.

  According to the embodiment, the suspension device includes an electromagnetic actuator including a motor provided between a pair of displaceable displacement members, and the fail control is short-circuited so that the coil member constituting the electromagnetic actuator forms a closed loop. Control. For this reason, when the abnormality of the electromagnetic actuator of one wheel is detected, one wheel and the other wheel, that is, the coil members of the left and right electromagnetic actuators are short-circuited so as to form a closed loop. As a result, the outputs (damping force, thrust) of the electromagnetic actuators of the left and right suspension devices can be combined, and a decrease in riding comfort can be suppressed.

  According to the embodiment, the suspension device has a shock absorber capable of adjusting the damping force, and the fail control is performed so that the damping force of the shock absorber of the other wheel is reduced to the damping force similar to the damping force in the case of abnormality of one wheel. Is configured to adjust. For this reason, when abnormality of the shock absorber of one wheel is detected, one wheel and the other wheels, that is, the left and right shock absorbers have the same damping force. Thereby, it is possible to match the damping force with the shock absorbers of the left and right suspension devices, and to suppress a decrease in riding comfort.

  According to the embodiment, the suspension device has a vehicle height adjusting device, and the fail control is configured to adjust the vehicle height adjusting device of the other wheel to the vehicle height similar to the vehicle height at the time of abnormality of one wheel. Yes. For this reason, when the abnormality of the vehicle height adjusting device for one wheel is detected, the vehicle height adjusting device for the one wheel and the other wheels, that is, the left and right vehicle height adjusting devices have the same vehicle height. As a result, the vehicle height can be adjusted by the vehicle height adjusting devices of the left and right suspension devices, and a decrease in riding comfort can be suppressed.

1 Body (vehicle)
2 Front wheels (wheels, vehicles)
3 Rear wheels (wheels, vehicles)
5 Electromagnetic suspension device (suspension device)
6 Electromagnetic actuator (actuator)
7, 43, 53 Control device 8, 44, 54 Controller (abnormality detection unit, fail control unit)
25 Coil member 26 Rod (inner cylinder, displacement member)
30 Tube (outer cylinder, displacement member)
41 Semi-active suspension system (suspension system)
42 Shock absorber (actuator)
51 Air suspension device (suspension device)
52 Air spring (actuator, vehicle height adjustment device)

Claims (6)

A suspension control system consisting of a suspension device, and a control device for controlling said actuator having an actuator provided between the vehicle body and each wheel,
The control device includes:
When the actuators of the left two wheels of the wheels are abnormal with respect to the traveling direction of the vehicle body, the actuators of the right two wheels of the wheels are abnormal with respect to the traveling direction of the vehicle body. When an abnormality occurs, the actuators of the two wheels on the diagonal positions of the wheels with respect to the traveling direction of the vehicle body are abnormal. A suspension control device that performs control when the actuator of each of the two adjacent wheels is abnormal and fails during the failure . The controller is
When the actuator of each of the two adjacent wheels on the left and right of the wheels with respect to the traveling direction of the vehicle body is abnormal,
Suspension according to claim 1, wherein the actuator of the normal wheels other than the two wheels of the right and left adjacent abnormality of each wheel, and wherein the Rukoto to the normal control is a control when the normal not abnormal Control device. The suspension control device according to claim 1 , wherein the actuator of the suspension device is an electromagnetic actuator including an electric motor . 4. The suspension control device according to claim 3 , wherein the control at the time of the failure is a control for short-circuiting the coil members constituting the electromagnetic actuator so as to form a closed loop. Wherein the actuator of the suspension system, the suspension control apparatus according to claim 1 or 2, characterized in Oh Rukoto with hydraulic actuator comprising a damping force from the adjustable shock absorbers. Wherein the actuator of the suspension system, the suspension control apparatus according to claim 1 or 2, characterized in Oh Rukoto in pressure pressure actuator comprising a level control system.

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