JP7506355B2 - Vehicle attitude control device - Google Patents

Description

The present invention relates to a posture control technology that controls the damping force in a vehicle suspension device to control the yaw moment.

2. Description of the Related Art Vehicle suspension devices have been developed that are capable of adjusting the damping force of shock absorbers (so-called dampers) disposed between the vehicle body and each wheel while the vehicle is traveling.
For example, Patent Document 1 discloses an attitude control device that has sensors that detect the lateral acceleration, roll angular velocity, and steering angular velocity of the vehicle body, and suppresses vehicle roll by adjusting the damping force in the shock absorber of each wheel based on a damping force calculated from the lateral acceleration, a damping force calculated from the roll angular velocity, and a damping force calculated from the steering angle.

On the other hand, in recent years, braking/driving devices (turning control devices) have been developed that control the driving force and braking force of a vehicle to different values for the left and right wheels (traveling wheels) in order to prevent skidding and improve the cornering performance of the vehicle. One example of this type of braking/driving device is a vehicle skid prevention device.

JP 2012-101666 A

In the above-mentioned attitude control device, feedback control that controls the damping force based on the actual roll angular velocity can cause a control delay. On the other hand, feedforward control that controls the damping force based on the steering angular velocity can control the damping force immediately after the roll occurs or before the roll occurs, but there is a possibility that a convergence delay in the damping force can occur after the roll occurs, for example.

Furthermore, in vehicles equipped with an attitude control device as well as a braking/driving control device such as an anti-skid device, the behavior of the vehicle changes when cornering due to control of the driving force and braking force of the left and right wheels, which may affect the attitude control performed by the attitude control device and may prevent the vehicle's yaw moment from being properly controlled.
The present invention has been made in consideration of such problems, and an object of the present invention is to provide an attitude control device that appropriately controls the yaw moment of a vehicle equipped with a braking/driving control device.

In order to achieve the above object, a vehicle attitude control device of the present invention is provided on a vehicle having at least front, rear, left and right wheels, and includes shock absorbers interposed between a body of the vehicle and the wheels and capable of changing damping force, a steering angular velocity detector that detects a steering angular velocity of the vehicle, a roll rate calculation unit that estimates a roll rate of the vehicle body based on vertical acceleration detected at a plurality of different positions on the vehicle body, a roll suppression feedforward control unit that controls the damping force of the shock absorber based on the steering angular velocity to suppress roll of the vehicle body, a roll suppression control unit that controls the damping force of the shock absorber based on the roll rate to suppress roll of the vehicle body, and a roll suppression control unit that adjusts the braking force of the left and right wheels based on the steering angular velocity or the acceleration of the vehicle to suppress the roll of the vehicle body. The vehicle is equipped with a cornering control unit that controls the cornering of the vehicle, and a damping force control unit that performs correction control of the damping force of the shock absorber in accordance with the yaw moment of the vehicle body added by adjusting the braking force of the wheels in the cornering control unit , wherein the cornering control unit adjusts the braking force of the left and right wheels based on the yaw rate of the vehicle body to execute cornering control that suppresses spin behavior or plowing behavior of the vehicle during cornering, and the damping force control unit increases the damping force of the front, rear, left and right shock absorbers of the vehicle when the cornering control that suppresses the spin behavior is executed more than when the cornering control is not executed, and increases the damping force of the shock absorbers of the left and right rear wheels of the vehicle more than the damping force of the shock absorbers of the left and right front wheels .

As a result, the roll of the vehicle body can be quickly suppressed from the time when roll occurs by controlling the damping force of the shock absorber by the roll suppression feedforward control unit. Also, the roll can be appropriately converged after roll occurs by controlling the damping force of the shock absorber by the roll suppression control unit .
Furthermore, by correcting and controlling the damping force of the shock absorber in accordance with the yaw moment of the vehicle body added by adjusting the braking force of the wheels in the cornering control unit, the damping force of the shock absorber can be appropriately set in response to the yaw moment of the vehicle added by adjusting the braking force of the wheels in the cornering control unit, and the yaw moment of the vehicle can be appropriately controlled.

In addition, when cornering control is executed to adjust the braking force of the left and right wheels based on the roll rate and suppress the spin or plowing behavior of the vehicle during cornering, the damping force of the shock absorber is appropriately set in response to the yaw moment of the vehicle body applied by the cornering control, thereby making it possible to appropriately control the yaw moment of the vehicle.

In addition, when cornering control that suppresses spin behavior is executed, the damping force of the shock absorbers on the front, rear, left and right sides of the vehicle is increased to suppress the roll of the vehicle body and appropriately control the yaw moment. In addition, when cornering control that suppresses spin behavior is executed, the front part of the vehicle body is less likely to roll, so by setting the damping force of the shock absorbers on the rear wheels higher than that of the front wheels, the spin behavior can be appropriately suppressed.

Alternatively, the vehicle attitude control device of the present invention is provided on a vehicle having at least front, rear, left and right wheels, and includes shock absorbers interposed between a body of the vehicle and the wheels, respectively, and capable of changing damping force, a steering angular velocity detector that detects a steering angular velocity of the vehicle, a roll rate calculation unit that estimates a roll rate of the vehicle body based on vertical acceleration detected at a plurality of different positions on the vehicle body, a roll suppression feedforward control unit that controls the damping force of the shock absorber based on the steering angular velocity to suppress roll of the vehicle body, a roll suppression control unit that controls the damping force of the shock absorber based on the roll rate to suppress roll of the vehicle body, and a roll suppression control unit that adjusts the braking force of the left and right wheels based on the steering angular velocity or the acceleration of the vehicle to suppress roll of the vehicle body. and a damping force control unit which performs correction control of the damping force of the shock absorber in accordance with the yaw moment of the vehicle body added by adjusting the braking force of the wheels in the cornering control unit, wherein the cornering control unit adjusts the braking force of the left and right wheels based on the yaw rate of the vehicle body to execute cornering control that suppresses spin behavior or prow behavior of the vehicle during cornering, and the damping force control unit increases the damping forces of the shock absorbers on the front, rear, left and right sides of the vehicle when executing the cornering control that suppresses the prow behavior compared to when the cornering control is not being executed, and increases the damping force of the shock absorbers of the left and right front wheels of the vehicle to a greater extent than the damping force of the shock absorbers of the left and right rear wheels.
As a result, the roll of the vehicle body can be quickly suppressed from the time when roll occurs by controlling the damping force of the shock absorber by the roll suppression feedforward control unit. Also, the roll can be appropriately converged after roll occurs by controlling the damping force of the shock absorber by the roll suppression control unit.
Furthermore, by correcting and controlling the damping force of the shock absorber in accordance with the yaw moment of the vehicle body added by adjusting the braking force of the wheels in the cornering control unit, the damping force of the shock absorber can be appropriately set in response to the yaw moment of the vehicle added by adjusting the braking force of the wheels in the cornering control unit, and the yaw moment of the vehicle can be appropriately controlled.
In addition, when cornering control is executed to adjust the braking force of the left and right wheels based on the roll rate and suppress the spin or plowing behavior of the vehicle during cornering, the damping force of the shock absorber is appropriately set in response to the yaw moment of the vehicle body applied by the cornering control, thereby making it possible to appropriately control the yaw moment of the vehicle.
In addition, when cornering control that suppresses the prow behavior is executed, the damping force of the shock absorbers on the front, rear, left and right sides of the vehicle is increased to suppress the roll of the vehicle body and appropriately control the yaw moment. In addition, when cornering control that suppresses the prow behavior is executed, the front part of the vehicle body is likely to roll, so by setting the damping force of the shock absorbers on the front wheels higher than that of the rear wheels, the front part of the vehicle body is less likely to roll, and the spin behavior can be appropriately suppressed.

The vehicle attitude control device of the present invention suppresses roll by controlling the damping force of the front, rear, left and right shock absorbers using the roll suppression feedforward control unit and the roll suppression control unit , and corrects and controls the damping force of each shock absorber to reflect the effect of the yaw moment of the vehicle body due to adjustment of the braking force by the cornering control unit, making it possible to appropriately control the yaw moment of the vehicle body and improve the driving stability of the vehicle.

1 is a schematic configuration diagram of a vehicle attitude control device according to an embodiment of the present invention; 10 is a time chart showing a first embodiment of the transition of each detection value and control value related to the attitude control device when ESC-spin behavior suppression control is executed during left turning. FIG. 11 is an image diagram showing an example of damping force setting of each shock absorber in the first embodiment in which ESC-spin behavior suppression control is executed during left turning. 11 is a time chart showing a second embodiment of the transition of each detection value and control value related to the attitude control device when ESC-prone behavior suppression control is executed during left turning. FIG. 13 is an image diagram showing an example of damping force setting of each shock absorber in a second embodiment in which ESC-prone behavior suppression control is executed during left turning.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a configuration diagram of a vehicle attitude control device 1 according to an embodiment of the present invention.
The attitude control device 1 according to one embodiment of the present invention is mounted on a four-wheel vehicle (hereinafter referred to as a vehicle) having wheels (running wheels) on the front, rear, left and right sides of the vehicle body. Shock absorbers (so-called electronically controlled variable dampers) 5a, 5b, 5c, and 5d are interposed between each wheel of the vehicle and the vehicle body, and each of the shock absorbers can adjust the damping force individually. The shock absorbers 5a to 5d can adjust the damping force of each of the four wheels independently while the vehicle is running based on an instruction signal.

As shown in FIG. 1, the attitude control device 1 of this embodiment includes a steering angular velocity calculation section 10 (steering angular velocity detector), a roll suppression FF control section (roll suppression feedforward control section) 11, an estimated roll rate calculation section 12 (roll rate calculation section), a roll suppression FB control section (roll suppression control section) 13, a damping force control unit 20 (damping force control section), and shock absorbers 5a to 5d for each of the front, rear, left and right wheels.

The steering angular velocity calculation unit 10 receives the steering angle of the vehicle detected by a steering angle detector provided in a steering device of the vehicle, for example, and performs a differential calculation to calculate the steering angular velocity.
The roll restraining FF control unit 11 inputs the steering angular velocity calculated by the steering angular velocity calculation unit 10 and calculates a roll restraining moment (FF). The roll restraining moment is a moment applied to the vehicle body in order to suppress the roll of the vehicle body. The roll restraining FF control unit 11 reads out the roll restraining moment (FF) based on the steering angular velocity, for example, by using a map stored in advance.

The estimated roll rate calculation unit 12 calculates the estimated roll rate of the vehicle based on the detection value of a vertical acceleration sensor that detects vertical acceleration, for example, provided on the vehicle body. The vertical acceleration sensors are provided at three locations spaced apart from each other in the front-rear and left-right directions (front-rear and width directions) of the vehicle body. The estimated roll rate calculation unit 12 inputs the vertical accelerations from each of the three vertical acceleration sensors and calculates the estimated roll rate of the vehicle, i.e., the roll rate that is actually occurring.

The roll restraining feedback control unit 13 inputs the estimated roll rate calculated by the estimated roll rate calculation unit 12 and calculates the roll restraining moment (FB). The roll restraining feedback control unit 13 reads out the roll restraining moment (FB) based on the estimated roll rate, for example, by using a map stored in advance.
The damping force control unit 20 includes a damping force distribution control section 21, and outputs control signals to the shock absorbers 5a to 5b to control the damping forces of the shock absorbers 5a to 5b in order to suppress the roll moment of the vehicle body.

Furthermore, the vehicle is provided with a turning control device for improving the turning performance of the vehicle. In this embodiment, an ESC (electric stability control) control unit 25 is provided as the turning control device (turning control unit).
The ESC control unit 25 inputs, for example, the wheel speeds of each of the four wheels, the steering angle, the accelerator operation amount, the vehicle longitudinal acceleration, the vehicle lateral acceleration, and the actual yaw rate, and outputs a brake addition amount to the brake device 28 of each wheel so that the actual yaw rate of the vehicle approaches the target yaw rate, and performs control so that the brake addition amount is added to the brake amount of each wheel. As a result, spin behavior during cornering is suppressed (ESC-spin behavior suppression control) and excessive pitch behavior is suppressed (ESC-plow behavior suppression control), thereby improving the running stability of the vehicle. Note that the ESC-spin behavior suppression control and the ESC-plow behavior suppression control by the ESC control unit 25 correspond to cornering control of the present invention.

In this embodiment, the damping force distribution control section 21 of the damping force control unit 20 sets the damping force of each shock absorber 5a to 5d based on the roll suppression moment (FF) from the roll suppression FF control section 11 and the roll suppression moment (FB) from the roll suppression FB control section 13, and further based on a control value from the cornering control device (ESC control section 25).
The damping force control unit 20 includes a front shaft ESC torque difference calculation section 31, a rear shaft ESC torque difference calculation section 32, a front shaft yaw moment estimation section 33, and a rear shaft yaw moment estimation section .

The front axle ESC torque difference calculation unit 31 inputs the ESC brake application amount (FL), which is the brake application amount for the front left wheel, and the ESC brake application amount (FR), which is the brake application amount for the front right wheel, output from the ESC control unit 25, and calculates the front (left and right front wheels) ESC required torque difference (F), which is the difference between them.
The rear axle ESC torque difference calculation unit 32 inputs the ESC brake application amount (RL), which is the braking application amount for the rear left wheel, and the ESC brake application amount (RR), which is the braking application amount for the rear right wheel, which are output from the ESC control unit 25, and calculates the rear (left and right rear wheels) ESC required torque difference (R), which is the difference between them.

Front shaft yaw moment estimating unit 33 inputs the ESC required torque difference (F) from front shaft ESC torque difference calculating unit 31. Based on this input value, front shaft yaw moment estimating unit 33 calculates the yaw moment of the front (front part of the vehicle body) added by the ESC control as an added yaw moment (F).
Rear shaft yaw moment estimating unit 34 inputs the ESC required torque difference (R) from rear shaft ESC torque difference calculating unit 32. Based on this input value, rear shaft yaw moment estimating unit 34 calculates the yaw moment at the rear (rear part of the vehicle body) added by the ESC control as an added yaw moment (R).

The damping force distribution control unit 21 inputs the roll suppression moment (FF) from the roll suppression FF control unit 11, the roll suppression moment (FB) from the roll suppression FB control unit 13, the ESC required torque difference (F) from the front shaft ESC torque difference calculation unit 31, the ESC required torque difference (R) from the rear shaft ESC torque difference calculation unit 32, the yaw additional moment (F) from the front shaft yaw moment estimation unit 33, and the yaw additional moment (R) from the rear shaft yaw moment estimation unit 34, and calculates the damping force command value, which is the set value of the damping force of each shock absorber 5a to 5d, based on these input values. In other words, the damping force distribution control unit 21 calculates the damping force command value of each shock absorber 5a to 5d based on each roll suppression moment calculated in the roll suppression FF control unit 11 and the roll suppression FB control unit 13, and further corrects this damping force command value based on the control value of the cornering control executed in the ESC control unit 25.

Next, a setting example (first embodiment) of the damping force of each shock absorber 5a to 5d when ESC-spin behavior suppression control for suppressing the spin behavior of the vehicle is executed by the ESC control unit 25 will be described with reference to FIGS.
Fig. 2 is a time chart showing a first embodiment of the transition of each detection value and control value related to the posture control device 1 when ESC-spin behavior suppression control is executed during left turning. Fig. 3 is an image diagram showing an example of setting the damping force of each shock absorber 5a to 5d in the first embodiment in which ESC-spin behavior suppression control is executed during left turning. In Fig. 3, the damping force command values are shown as H (hard), M (medium), MS (medium soft), and S (soft), and the damping force heights are in the order of H>M>MS>S. In addition, during straight driving, the damping forces of all shock absorbers 5a to 5d are set to S (soft), which is the MIN value.

In the first embodiment shown in Figure 2, the vehicle's steering device is steered to the left (between a and b) from a straight-ahead state with a steering angle of 0 (up to a), the vehicle turns while maintaining a constant steering angle (between b and h), the steering wheel is then returned to a straight-ahead state (between h and i), and the vehicle resumes straight-ahead driving with the steering angle at 0 (from i onwards).The changes in the roll FF control value, which is the roll restraint moment (FF), the roll FB control value, which is the roll restraint moment (FB), the ESC-spin behavior suppression control value based on the ESC required torque difference, and the changes in the damping force command values of each shock absorber 5a to 5d are shown in Figure 2 as this control. As a comparative example, the transition of the damping force command value of each shock absorber 5a to 5d when the damping force command value is not corrected based on the control value by the cornering control device (ESC control unit 25) and the damping force of each shock absorber 5a to 5d is controlled based on the roll suppression moment (FF) and the roll suppression moment (FB) is shown in Figure 2 as conventional control.

As shown in FIG. 2, when the steering angle increases to the left (between a and b in FIG. 2), the roll restraining moment (FF) increases to the + side. Also, when the steering angle increases to the right (between h and i in FIG. 2), the roll restraining moment (FF) decreases to the - side. The damping force distribution control unit 21 increases the damping force of all shock absorbers 5a to 5d as the absolute value of the roll restraining moment (FF) increases, and further increases the damping force of the front shock absorbers 5a and 5b, which are in the driving direction. Therefore, as shown in the conventional control in FIG. 2, when the steering angle changes (between a and b, h and i), the damping force command value is output so that the damping force of the front shock absorbers 5a and 5b is set to a high value (for example, hard) and the damping force of the rear shock absorbers 5c and 5d is set to an intermediate value (for example, medium) due to the increase or decrease in the roll restraining moment (FF). This allows the occurrence of roll to be suppressed in advance by significantly increasing the damping force of the shock absorbers 5a-5d at the front and rear of the vehicle, especially the shock absorbers 5a and 5b at the front in the traveling direction, which are subject to a large load when cornering, before or immediately after actual roll of the vehicle body occurs based on a change in steering angle.

In addition, the estimated roll rate calculated based on the detection values of each vertical acceleration sensor of the vehicle increases with a time lag after steering starts. When the roll rate increases in this way, the roll suppression FB control unit 13 outputs the roll suppression moment (FB) based on the roll rate as the roll suppression FB control value. The damping force distribution control unit 21 sets the damping force in the same way as the roll suppression moment (FF). Therefore, as shown in the conventional control of FIG. 2, during the period (c → e) when a roll actually occurs after a time lag from the start of steering, the damping force command value is output so that the damping force of the front shock absorbers 5a, 5b is set to a large value (e.g., hard) and the damping force of the rear shock absorbers 5c, 5d is set to an intermediate value (e.g., medium) due to the increase in the roll suppression moment (FB). As a result, the roll is suppressed by increasing the damping force of the shock absorbers 5a to 5d at the front and rear of the vehicle based on the actual occurrence of roll of the vehicle body.

Furthermore, the ESC control unit 25 controls the brake devices of each wheel based on the actual yaw rate, etc., as ESC-spin behavior suppression control. As shown in FIG. 2, the ESC-spin behavior suppression control value is 0 between a and b, where the steering angle is increasing to the left at the beginning of the cornering, and between h and i, where the steering angle is returning to the right at the later part of the cornering. Therefore, between a and b and between h and i, the damping force is set based on the roll suppression moment (FF) by the roll suppression FF control unit 11, as in the conventional technology.

The damping force control unit 20 inputs the ESC-brake addition amount FB (FL, FR, RL, RR), which is the control value of the ESC-spin behavior suppression control, from the ESC control unit 25, and corrects the damping force of each shock absorber 5a to 5d in accordance with the yaw moment added by the brake control by the ESC control unit 25.
Specifically, as shown between d and g in Fig. 2, the damping force of each shock absorber 5a to 5d is corrected according to the control value of the ESC-spin behavior suppression control, and while the ESC-spin behavior suppression control is being executed, the damping force of all the shock absorbers 5a to 5d is increased, and the damping force of the rear shock absorbers 5c, 5d is set to be greater than the damping force of the front shock absorbers 5a, 5b. For example, as shown in Fig. 3, between d and g near the end of the roll suppression feedback control, the damping force of the front shock absorbers 5a, 5b is set to medium soft (MS), and the damping force of the rear shock absorbers 5c, 5d is set to medium (M).

As a result, when ESC-spin behavior suppression control is executed by the ESC control unit 25, the damping force of each shock absorber 5a-5d is increased in response to the vehicle yaw moment applied by the ESC-spin behavior suppression control, improving driving stability. In particular, when ESC-spin behavior suppression control is executed, the front is less likely to roll, so by setting the damping force of the rear higher than that of the front, it is possible to improve the feeling of roll and further improve the vehicle's driving stability by appropriately controlling the vehicle's yaw moment.

Next, a setting example (second example) of the damping force of each shock absorber 5a to 5d when ESC-prone behavior suppression control for suppressing the prone behavior of the vehicle is executed by the ESC control unit 25 will be described with reference to FIGS.
Fig. 4 is a time chart showing a fourth example of the transition of the detection values and the control values in the damping force control when the ESC-plow behavior suppression control is executed during left turning. Fig. 5 is an image diagram showing a setting example of the shock absorbers 5a to 5d in a second example when the ESC-plow behavior suppression control is executed during left turning.

The damping forces of the shock absorbers 5a to 5d are set by the roll FF control and the roll FB control in the same manner as in the ESC-spin behavior suppression control of the first embodiment shown in FIG.
The damping control unit 20 inputs the ESC-brake addition amount FB (FL, FR, RL, RR), which is a control value for suppressing the yaw behavior of the vehicle during cornering, from the ESC control unit 25, and corrects the damping force of each shock absorber 5a to 5d in accordance with the yaw moment added by the brake control by the ESC control unit 25.

In more detail, as shown between d and g in Figure 4, the damping force of each shock absorber 5a to 5d increases or decreases in accordance with the increase or decrease in the control value of the ESC-promotion behavior suppression control, and while the ESC-promotion behavior suppression control is being executed, the damping force is increased and the damping force of the front shock absorbers 5a, 5b is set to be greater than the damping force of the rear shock absorbers 5c, 5d. For example, as shown in Figure 5, the front shock absorbers 5a, 5b are set to hard (H) and the rear shock absorbers 5c, 5d to medium soft (MS).

As a result, when ESC-plow behavior suppression control is executed by the ESC control unit 25, the damping force of each shock absorber 5a to 5d is increased in response to the yaw moment applied by the ESC-plow behavior suppression control, improving driving stability. In particular, when ESC-plow behavior suppression control is executed, the front is more likely to roll, so by setting the damping force of the front higher than that of the rear, it is possible to make it more difficult for the vehicle to roll, and the yaw moment of the vehicle can be appropriately controlled to further improve the vehicle's driving stability.

As described above, in an embodiment of the present invention, roll suppression FF control adjusts the damping force of each shock absorber 5a to 5d based on the steering angular velocity to control roll, thereby enabling the roll of the vehicle body to be quickly suppressed from the moment roll occurs. In addition, roll suppression FB control adjusts the damping force of each shock absorber 5a to 5d based on the roll rate calculated based on the actual acceleration to control roll, thereby enabling the roll to be appropriately suppressed and converged after roll occurs.

The vehicle is also equipped with a turning control device, such as the ESC control unit 25, that adjusts the braking force of the left and right wheels of the vehicle to improve the vehicle's driving stability. In the above embodiment, when the braking force is adjusted by this turning control device, correction control is performed to change the damping force of each shock absorber 5a to 5d based on the control value of the turning control device. Therefore, the damping force of the shock absorbers 5a to 5d is set in response to the effect on the yaw moment due to the adjustment of the braking force by the turning control device, and the vehicle's driving stability can be further improved.

For example, when ESC-spin behavior suppression control is executed by the ESC control unit 25 as a cornering control device, driving stability can be improved by increasing the damping force of all shock absorbers 5a to 5d. In particular, when ESC-spin behavior suppression control that suppresses spin behavior is executed, the front wheels are less likely to roll, so the feeling of roll can be improved by setting the damping force of the shock absorbers 5c, 5d of the rear wheels higher than that of the front wheels.

On the other hand, when ESC-protruding behavior suppression control is executed to suppress the protruding behavior, the front wheels tend to roll more easily. Therefore, by setting the damping force of the shock absorbers 5c, 5d for the front wheels higher than that for the rear wheels, it is possible to make the front less likely to roll and improve driving stability.
Although the description of the embodiment is now completed, the aspects of the present invention are not limited to the above embodiment.

The present invention can be widely applied to vehicles in which the damping force of the shock absorbers in the front, rear, left and right suspension devices can be controlled independently.

1 Attitude control device 5a, 5b, 5c, 5d Shock absorber 10 Steering angular velocity calculation unit (steering angular velocity detector)
11 Roll suppression FF control unit (Roll suppression feedforward control unit)
12 Estimated roll rate calculation unit (roll rate calculation unit)
13 Roll suppression FB control unit ( roll suppression control unit )
20 Damping force control unit (damping force control section)
25 ESC control unit (turning control unit)

Claims (2)

The vehicle is provided with wheels at least on the front, rear, left and right sides,
shock absorbers each interposed between a vehicle body and the wheels of the vehicle and capable of varying damping force;
a steering angular velocity detector for detecting a steering angular velocity of the vehicle;
a roll rate calculation unit that estimates a roll rate of the vehicle body based on vertical accelerations detected at a plurality of different positions of the vehicle body;
a roll suppression feedforward control unit that controls a damping force of the shock absorber based on the steering angular velocity to suppress roll of the vehicle body;
a roll suppression control unit that controls a damping force of the shock absorber based on the roll rate to suppress roll of the vehicle body;
a turning control unit that controls turning of the vehicle by adjusting braking forces of the left and right wheels based on a steering angular velocity of the vehicle, a vehicle longitudinal acceleration, or a vehicle lateral acceleration ;
a damping force control unit that performs correction control of the damping force of the shock absorber in accordance with a yaw moment of the vehicle that is applied by adjusting the braking force of the wheels in the cornering control unit;
Equipped with
The turning control unit adjusts the braking forces of the left and right wheels based on the yaw rate of the vehicle body to perform turning control for suppressing a spin behavior or a plowing behavior of the vehicle during turning,
The damping force control unit increases the damping forces of the front, rear, left and right shock absorbers of the vehicle when the cornering control that suppresses the spin behavior is being executed more than when the cornering control is not being executed, and increases the damping forces of the shock absorbers of the left and right rear wheels of the vehicle to a greater extent than the damping forces of the shock absorbers of the left and right front wheels . The vehicle is provided with wheels at least on the front, rear, left and right sides,
shock absorbers each interposed between a vehicle body and the wheels of the vehicle and capable of varying damping force;
a steering angular velocity detector for detecting a steering angular velocity of the vehicle;
a roll rate calculation unit that estimates a roll rate of the vehicle body based on vertical accelerations detected at a plurality of different positions of the vehicle body;
a roll suppression feedforward control unit that controls a damping force of the shock absorber based on the steering angular velocity to suppress roll of the vehicle body;
a roll suppression control unit that controls a damping force of the shock absorber based on the roll rate to suppress roll of the vehicle body;
a turning control unit that controls turning of the vehicle by adjusting braking forces of the left and right wheels based on a steering angular velocity of the vehicle, a vehicle longitudinal acceleration, or a vehicle lateral acceleration;
a damping force control unit that performs correction control of the damping force of the shock absorber in accordance with a yaw moment of the vehicle that is applied by adjusting the braking force of the wheels in the cornering control unit;
Equipped with
The turning control unit adjusts the braking forces of the left and right wheels based on the yaw rate of the vehicle body to perform turning control for suppressing a spin behavior or a plowing behavior of the vehicle during turning ,
The damping force control unit increases the damping forces of the shock absorbers on the front, rear, left and right sides of the vehicle when the cornering control that suppresses the prow behavior is being executed compared to when the cornering control is not being executed, and increases the damping forces of the shock absorbers on the left and right front wheels of the vehicle to a greater extent than the damping forces of the shock absorbers on the left and right rear wheels .

Images