JPH10305718A - Electric control device for vehicle suspension device and vehicle suspension device having air spring mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly control a current carry of even a large number of coils by a simple circuit, in a suspension device using electromagnetic force. SOLUTION: In one of an unsprung and sprung members, a magnet 35, 36 is provided and in the other member, a plurality of coils 37-1, 37-15 are provided to be opposed to the magnet 35, 36 to be arranged in a vertical direction. In a ROM 54d, a current carry pattern data which represents required electromagnetic force and kind of coil and the current carry direction of the coil to be electrified corresponding to a relative position of the sprung member to the unsprung member is stored. In a CPU 54c, sprung acceleration G1, unsprung acceleration G2 and a relative position H detected by each sensor 51 to 53 are input, necessary damping force is calculated, in accordance with this damping force and the relative position H, the current carry pattern data is read, by this data, through a drive circuit 55, a current carry of the coil 37-1 to 37-15 is controlled.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric control device for a vehicle suspension device that suppresses vibration of an unsprung member using an electromagnetic force and a sprung member. The present invention relates to a vehicle suspension device having a suitable air spring mechanism.

[0002]

2. Description of the Related Art Conventionally, this type of apparatus is disclosed in
As shown in JP-B-163219, one of a pair of support members connected to a sprung member and a unsprung member of a vehicle and displaced vertically together with the sprung member and the unsprung member, respectively. A suspension device for a vehicle is constructed by attaching a plurality of coils to the other of the same pair of support members, facing the magnet, and assembling them coaxially with the vertical direction as the axial direction and at predetermined intervals in the vertical direction, In order to obtain the electromagnetic force necessary to suppress vibration of the upper member against the unsprung member, a plurality of coils are connected in parallel or connected in series, and these parallel or series-connected coils are short-circuited. By changing the direction of energization and passing a current, or by changing the magnitude of this current in various ways, the suppressing force against the vibration of the sprung member against the unsprung member is reduced. It was Azukasuru way.

[0003]

However, in the above-mentioned conventional device, a complicated circuit for switching a plurality of coils in series / parallel, short-circuiting or switching of current supply, switching of direction of current supply and amount of current supply, etc. Needed. In addition, since it does not control the energization and non-energization of each of the plurality of coils, when the number of the coils increases, the coils are separated from the magnet and do not significantly affect the generation of the electromagnetic force. There is also a problem that electric power is wastefully consumed by energizing the coil.

Further, when a damping force generating mechanism for suppressing the vibration of an unsprung member from a sprung member using an electromagnetic force generated by a magnet and a coil as described above is applied to a suspension device having an air spring mechanism. Has the following problems. The conventional air spring mechanism includes an upper and lower case formed of resin in a cylindrical shape, and a connection case formed of a flexible member and hermetically connecting the upper case and the lower case to form an air chamber therein. The upper case is connected to the sprung member and displaced integrally with the sprung member, and the lower case is connected to the unsprung member and displaced integrally with the sprung member. . When the damping force generating mechanism is applied to this air spring mechanism, it is conceivable that the magnet is fixed to the lower case side and the coil is fixed to the upper case side. In addition, the temperature of the upper case rises, and the upper case deteriorates, or the resistance value of the coil increases, the amount of current flowing through the coil decreases, and a necessary electromagnetic force cannot be obtained.

[0005]

SUMMARY OF THE INVENTION The present invention has been made to address the above-described problems, and has as its object to control the electromagnetic force by precisely controlling the energization of a plurality of coils by a simple circuit even when the number of coils is large. An object of the present invention is to provide an electric control device for a vehicle suspension device that is generated efficiently.

In order to achieve the above object, the first aspect of the present invention
The structural features of (1) are: electromagnetic force calculating means for calculating an electromagnetic force required to suppress vibration of the sprung member relative to the unsprung member; and relative position detection for detecting a relative position of the sprung member to the unsprung member. Means, an energizing pattern determining means for determining a coil to be energized among a plurality of coils and an energizing pattern indicating an energizing direction of the coil according to the calculated electromagnetic force and the detected relative position, and the determined energizing There is provided an energization control means for controlling energization of the plurality of coils according to the pattern.

[0007] In the first structural feature, the energization pattern determining means includes a coil to be energized among a plurality of coils according to a required electromagnetic force and a relative position of the sprung member to the unsprung member. An energization pattern indicating the energization direction of the coil is determined. Therefore, even if the number of coils increases, it is not necessary to energize the coils that are far from the magnet and do not significantly affect the generation of the electromagnetic force. Is controlled in a precise direction, and the required electromagnetic force can be efficiently generated with a simple configuration.

A second structural feature is that the energization pattern determining means is adapted to correspond to a combination of the electromagnetic force required for the vehicle suspension device and the relative position of the sprung member with respect to the unsprung member. An energization pattern table storing a plurality of energization pattern data representing a coil to be energized and an energization direction of the coil among the plurality of coils,
The present invention comprises an energization pattern data deriving means for deriving energization pattern data corresponding to a combination of the calculated electromagnetic force and the detected relative position with reference to the energization pattern table.

In the second structural feature, in order to determine a coil to be energized, energizing pattern data in a previously prepared energizing pattern table is converted into the calculated electromagnetic force and the detected relative position. It is only necessary to read out according to the combination with. Therefore, in addition to the effect of the first structural feature, the processing time for determining the coil to be energized can be extremely shortened, and the generation of electromagnetic force by the vehicle suspension device can be quickly controlled. Thus, vibration of the sprung member with respect to the unsprung member is favorably suppressed.

A third structural feature is that, in addition to the first structural feature, relative speed detecting means for detecting a relative speed of the sprung member to the unsprung member is provided. The coil to be energized and the energization of the coil among the plurality of coils according to the calculated electromagnetic force, the detected relative position, and the detected relative speed in place of the energization pattern determination means in the configurational characteristic of There is provided an energization pattern determining means for determining an energization pattern indicating a direction.

In this case, the energization pattern determining means is
In accordance with the calculated electromagnetic force and the detected relative position, a coil to be energized among a plurality of coils and an energization pattern designating unit that designates an energization pattern indicating an energization direction of the coil are designated by an energization pattern designation unit. And a correcting means for correcting the generation delay of the electromagnetic force by changing the energization pattern according to the detected relative speed. As a more specific example, the energization pattern determination means
A relative position correcting means for correcting the detected relative position by the generation delay of the electromagnetic force based on the detected relative speed; and energizing a plurality of coils according to the calculated electromagnetic force and the corrected relative position. It is preferable to include a coil to be energized and an energization pattern designating unit that designates an energization pattern indicating an energization direction of the coil. According to this, even if a delay occurs in the electromagnetic force generated by the magnet and the coil from the detection of the relative position by the relative position detection means, the relative position between the magnet and the coil when the electromagnetic force is generated can be corrected. And the coil to be energized can be specified precisely,
A more accurate electromagnetic force can be generated in the vehicle suspension device than in the case of the first structural feature,
Vibration of the sprung member with respect to the unsprung member can be more favorably suppressed.

In addition, the energization pattern determining means may include an energization pattern for designating a coil to be energized among a plurality of coils and an energization pattern indicating an energization direction of the coil in accordance with the calculated electromagnetic force and the detected relative position. Pattern designating means, and correction means for changing a current supplied to the same coil caused by relative movement between the plurality of coils and the magnet by changing a current supply pattern specified by the current supply pattern specifying means in accordance with the detected relative speed. It can be composed of As a more specific example, the energization pattern determining unit may change the calculated electromagnetic force according to the detected relative speed to change the energization current of the coil caused by the relative movement between the plurality of coils and the magnet. Electromagnetic force correction means for correcting
It is preferable to include a coil to be energized among a plurality of coils according to the corrected electromagnetic force and the detected relative position and an energization pattern designating unit that designates an energization pattern indicating an energization direction of the coil. According to this, even if the current flowing in the coil changes due to the back electromotive force generated by the relative movement between the plurality of coils and the magnet, the coil that is energized by changing the energization pattern or the electromagnetic force changes the current. Therefore, it is possible to generate a more accurate electromagnetic force in the vehicle suspension device than in the case of the first feature, and to more favorably reduce the vibration of the sprung member with respect to the unsprung member. Can be suppressed.

According to a fourth structural feature of the present invention, in addition to the first structural feature, a relative speed detecting means for detecting a relative speed of the sprung member to the unsprung member, There is provided a correcting means for controlling the energization control means based on the relative speed thus obtained and correcting a change in the energization current of the coils caused by the relative movement between the plurality of coils and the magnet. Even in this case, even if the current flowing in the same coil changes due to the back electromotive force generated by the relative movement between the plurality of coils and the magnet, the amount of current supplied to the plurality of coils is corrected by the change caused by the back electromotive force. Therefore, a more accurate electromagnetic force can be generated in the vehicle suspension device than in the case of the first structural feature, and the vibration of the sprung member with respect to the unsprung member is more favorably suppressed.

According to a fifth structural feature of the present invention, in addition to the first structural feature, the calculated electromagnetic force is corrected so that the calculated electromagnetic force does not change with time. And an energizing pattern determining unit that energizes the coil to be energized and the energizing direction of the coil among the plurality of coils according to the corrected electromagnetic force and the detected relative position. That is, the pattern is determined. According to this, since a sudden change in the electromagnetic force acting between the magnet and the plurality of coils is suppressed, a sudden change in the relative movement of the sprung member with respect to the unsprung member is suppressed. As a result, in addition to the effect of the first structural feature, the vibration of the sprung member with respect to the unsprung member caused by the sudden movement change is suppressed, and the generation of abnormal noise related to the vibration is suppressed. Is suppressed.

Further, another structural feature of the present invention is that a cylindrical upper case connected to the sprung member and displaced integrally with the sprung member; An air spring mechanism comprising a cylindrical lower case displaced integrally with the member, and a connection case formed of a flexible member and hermetically connecting the upper case and the lower case, and having an air chamber formed therein. In the vehicle suspension device having at least the upper case is made of metal, a cylindrical resin casing tightly fixed to the inner peripheral surface of the upper case with the vertical direction as the axial direction, and a resin casing. A plurality of coils coaxially assembled with a vertical direction as an axial direction and separated at predetermined intervals in a vertical direction, and a plurality of coils fixed to a support member connected to the unsprung member so as to face the plurality of coils. In providing the magnet integrally displaced.

According to such other structural features, since the upper case to which the coil is attached is made of metal, the problem of deterioration of the case due to heat is eliminated. In addition, since the upper case is exposed to the outside air, the resin casing adhered to the upper case is cooled,
The temperature rise of the plurality of coils incorporated in the resin casing is prevented. As a result, deterioration of the resin casing due to heat is prevented, and an increase in resistance due to a rise in temperature of the coil is suppressed, so that the amount of current flowing through the coil is appropriately maintained, and a necessary electromagnetic force is obtained.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the accompanying drawings. FIG. B is shown by a block diagram.

As shown in FIGS. 2 and 3, the suspension device is disposed between a vehicle body BD as a sprung member and a lower arm LA as a unsprung member. In addition, a hydraulic damping force generating mechanism A2 and an air spring mechanism A3 are provided.

The hydraulic damping force generating mechanism A2 attenuates vibration of the vehicle body BD with respect to the lower arm LA by hydraulic pressure. And a piston rod 13 assembled to be able to move forward and backward. The outer cylinder 11 has a lower arm L at its lower end.
A is assembled. The inner cylinder 12 is supported on the inner peripheral surface of the outer cylinder 11 at the upper end and the lower end. The piston rod 13 is the outer cylinder 11
, And is attached to the vehicle body BD via a rubber upper support 16 at the upper end thereof.

The interior of the inner cylinder 12 is divided into upper and lower chambers R1 and R2 by a main piston 17 fixed to the outer peripheral surface of the piston rod 13 and sliding on the inner peripheral surface of the inner cylinder 12 in a liquid-tight manner in the axial direction. ing. Upper and lower chambers R1, R
2 is filled with hydraulic fluid (hydraulic oil), and the lower chamber R2 is formed between the outer cylinder 11 and the inner cylinder 12 and is filled in the annular chamber R3 filled with gas.
Communicates at the lower end. The main piston 17 is provided with a fixed orifice (not shown) which connects the upper and lower chambers R1 and R2, and the orifice generates a damping force as the piston rod 13 moves up and down. A sub-piston 18 is fixed to the outer peripheral surface of the piston rod 13 below the main piston 17 with some clearance provided between the sub-piston 18 and the inner peripheral surface of the inner cylinder 12. In the sub-piston 18, a variable orifice (not shown) which connects the upper and lower chambers R1 and R2 is provided.
The opening of the variable orifice is switched by a damping force switching actuator 21 provided at the upper end of the piston rod 13.

The air spring mechanism A3 operates the vehicle body B by air pressure.
D is elastically supported with respect to the lower arm LA,
An upper cylinder 23 and a lower case 24 having a cylindrical shape, and a connecting case 25 for airtightly connecting the two cases 23 and 24 are provided.
An air chamber R4 is formed on the outer circumference of the piston rod 1 and the piston rod 13. An electrically controlled intake and exhaust device (not shown) is connected to the air chamber R4 so that the amount of air in the chamber R4 is adjusted.

The upper case 23 is formed of a flexible resin, and has a rubber upper support 2 on its upper surface.
6 is supported by the vehicle body BD via the support plate 27 and the piston rod 1 is supported via the support plate 27.
3 is hermetically fixed on the outer peripheral surface of the upper end. The lower case 24 is also formed of resin, and is hermetically fixed on the inner peripheral surface of the lower portion on the outer peripheral surface of the cylindrical member 32 welded and fixed on the outer peripheral surface of the outer cylinder 11. The connection case 25 is formed of a flexible member, for example, a diaphragm mainly made of elastic rubber. At the lower end, it is hermetically fixed on the upper outer peripheral surface of the lower case 24 by a caulking ring 34.

The electromagnetic damping force generating mechanism A1 attenuates the vibration of the vehicle body BD with respect to the lower arm LA by means of an electromagnetic force. -2 ... 37-15
Having. The magnets 35 and 36 are formed in an annular shape, and are coaxially fixed on the outer peripheral surface of a support member 38 formed of a nonmagnetic material in a cylindrical shape with the vertical direction as the axial direction.
The support member 38 is erected and fixed to the upper end surface of the lower case 24. The support member 38, the lower case 24, the outer cylinder 11, and the like function as a support member that connects the magnets 35 and 36 to the unsprung member (lower arm LA) and is displaced integrally with the unsprung member. The lower end surface of the magnet 35 and the upper end surface of the magnet 36 are connected to one magnetic pole (for example, S-pole),
The upper end surface of the magnet 35 and the lower end surface of the magnet 36 are magnetized to the other magnetic pole (for example, N pole). An annular rib 41 is fixed on the inner peripheral surface of the upper end portion of the support member 38, and the rib 41 abuts on the outer peripheral surface of the stopper plate 31 on its inner peripheral surface. Cylinder 1
1 is supported on the outer peripheral surface of the upper end portion separately. In addition, holes 41 a communicating vertically are provided at appropriate plural positions in the circumferential direction of the rib 41, and the upper and lower chambers of the stopper plate 31 are communicated.

The coils 37-1 to 37-15 are respectively formed of resin spacers 4 in a casing 42 formed of resin in a cylindrical shape with the extending direction of the piston rod 13 as an axial direction.
The magnets 35 and 36 are coaxially arranged at equal intervals along the up-down direction via 3 and are arranged on the outer peripheral surfaces of the magnets 35 and 36 so as to face each other. The coils 37-1 to 37-15 are guided to the outside of the upper case 23 via the lead wires 37a. Upper case 2
An annular member 48 made of rubber is fixed to an inner peripheral surface of a lower end portion of the upper case 3, and a rib 47 is provided at an appropriate position in a circumferential direction on an inner peripheral surface of the upper case 23 above the lower member. The upper case 2 is fixed to the inner peripheral surface of the annular member 48 by a rib 47 at an appropriate position.
3 is supported on the inner peripheral surface. In this case, the upper support 26, the support plate 27, the upper case 23, the casing 42, the rib 47, the annular member 48, etc.
1 to 37-15 are connected to a sprung member (vehicle BD) to function as a supporting member that moves up and down integrally with the sprung member.

Next, an electric control device B for controlling the electromagnetic damping force generating mechanism A1 will be described. Note that the electric control device for controlling the hydraulic damping force generation mechanism A1 and the air spring mechanism A2 is not directly related to the present invention, and thus the description is omitted.

As shown in FIG. 1, the electric control unit B includes a sprung acceleration sensor 51, an unsprung acceleration sensor 52, and a vehicle height sensor 53. Sprung acceleration sensor 51
Detects the sprung acceleration G1 in the vertical direction with respect to the absolute space of the vehicle body BD when assembled on the vehicle body BD. The unsprung acceleration sensor 52 is attached to the lower arm LA and detects the unsprung acceleration G2 in the vertical direction with respect to the absolute space of the lower arm LA. The vehicle height sensor 53 is provided between the vehicle body BD and the lower arm LA, and is connected to the lower arm L of the vehicle body BD.
A relative position (relative height) H with respect to A is detected. In addition,
Each of the sprung acceleration G1 and the unsprung acceleration G2 has a positive upward direction and a negative downward direction. The relative position H is represented by a reference position “0”,
An upward direction (extension side of the suspension device) is represented by a positive value, and a downward direction (contraction side of the suspension device) is represented by a negative value.

Each of these sensors 51 to 53 is connected to a microcomputer 54. The microcomputer 54 includes an input interface 54b, a CPU 54c, a ROM 54 connected to a bus 54a, respectively.
d, a RAM 54e and an output interface 54f. The input interface 54b is connected to each of the sensors 51 to
A detection signal representing the sprung acceleration G1, the unsprung acceleration G2, and the relative position H is input from each of the sensors 51 to 53. The CPU 54c repeatedly executes a program corresponding to the flowchart shown in FIG.
Control the energization of 7-15.

The ROM 54d stores the program and stores energization pattern data PTN indicating energization, non-energization, and energization direction of the coils 37-1 to 37-15 in accordance with the required electromagnetic force Fe and the relative position H. It has a stored energization pattern table. The energization pattern table is a first table 54d1 storing the energization pattern number N according to the electromagnetic force Fe and the relative position H (FIG. 5).
And a second table 54d2 (FIG. 6) storing the energization pattern data PTN corresponding to the energization pattern number N. On the horizontal axis of the first table 54d1, each range of the electromagnetic force Fe <−90, −90 ≦ Fe <
−70 ...− 10 ≦ Fe <+10, + 10 ≦ Fe <+
30... + 90 ≦ Fe approximately the median value, and the boundary value of each range is shown in parentheses.
As for the electromagnetic force Fe, the extension side of the suspension device is represented by positive and the contraction side of the suspension device is represented by negative. On the vertical axis, each range H <−35, −35 ≦ H <−25.
≤H <+5, + 5≤H <+15... + 35≤H.

The energization pattern data PTN includes a coil 37 to be energized in accordance with the required electromagnetic force Fe and the relative position H so that the required electromagnetic force can be obtained with a minimum amount of power.
-1 to 37-15 are selected so as to represent the type, number and energizing direction. In FIG. 6, a coil that is energized in the forward direction is represented by “1”, a coil that is energized in the reverse direction is represented by “0”, and a coil that is not energized by other than that. However, FIG. 6 shows the energization pattern data PTN only when the energization pattern numbers N are “0510” and “0511”. RAM 54
"e" temporarily stores data necessary for executing the program. The output interface 54f is
The energization pattern data PTN is output to the drive circuit 55.

The drive circuit 55 has the energization pattern data P
The TN controls the energization and non-energization of the coils 37-1 to 37-15. As shown in FIG.
-1 to 37-15, four transistors Tr1 to T
r4. Transistors Tr1, Tr2
Is a PNP type transistor and has transistors Tr3,
Tr4 is of an NPN type, is connected in series between the power supply + V and the ground, and both ends of each of the coils 37-1 to 37-15 are connected to a connection point of each of the transistors Tr1, Tr3 and Tr2, Tr4. In this case, when a control voltage is applied to the transistors Tr1 and Tr4 to turn on both the transistors Tr1 and Tr4 at the same time, a current flows in the direction indicated by the solid line arrow. On the other hand, when a control voltage is applied to the transistors Tr2 and Tr3 to turn on both the transistors Tr2 and Tr3 at the same time, a current flows in the direction indicated by the dashed arrow. Hereinafter, the former energization state is called forward energization, and the latter energization state is called reverse energization.

Next, the operation of the suspension device configured as described above will be described.
The control of the damping force by the air spring mechanism A3 and the adjustment of the vehicle height by the air spring mechanism A3 are not directly related to the present invention, so that the description of the operation thereof will be omitted, and only the control operation of the damping force by the electromagnetic damping force generating mechanism A1 will be described.

When an ignition switch (not shown) is turned on, the CPU 54c repeatedly executes the program shown in FIG. 4 every predetermined short time. The execution of this program is started in step 100, and the CPU 54c determines in step 102 the sprung acceleration G1, unsprung acceleration G2 and relative position H from the sprung acceleration sensor 51, unsprung acceleration sensor 52 and vehicle height sensor 53. Are input, and at step 104, these sprung accelerations G
1. The electromagnetic force Fe required by the electromagnetic damping force generation mechanism A1 is calculated based on the unsprung acceleration G2 and the relative position H. In this case, a conventionally known method, for example, the electromagnetic force Fe is determined according to a ratio between a sprung speed ∫G1dt obtained by integrating the sprung acceleration G1 and a relative speed dH / dt obtained by differentiating the relative position H, The electromagnetic force Fe is determined by modifying the determined electromagnetic force Fe in consideration of the sprung acceleration G1 and the unsprung acceleration G2.

Next, in step 106, the CPU 54c refers to the first table 54d1 (FIG. 5) in the ROM 54d to determine the energization pattern number N corresponding to the combination of the calculated electromagnetic force Fe and the relative position H. Same table 54d1
Derived from Specifically, the energization pattern number N at the intersection of the range of the horizontal axis to which the electromagnetic force Fe belongs and the range of the vertical axis to which the relative position H belongs is derived. Then, in step 108, the energization pattern data PTN corresponding to the derived energization pattern number N is derived from the table 54d2 by referring to the second table 54d2 (FIG. 6) in the ROM 54d. After the processing in steps 106 and 108, the CPU 5
4c is the energization pattern data PTN in step 110.
Is output to the drive circuit 55, and the execution of the program is terminated in step 112. The drive circuit 55 includes a coil 37-
1 to 37-15, the energization pattern data PTN
A constant current flows in the forward or reverse direction to the coil designated by Thereby, the coils 37-1 to 37-
15 suppresses the vibration of the vehicle body BD with respect to the lower arm LA by generating a damping force due to the electromagnetic force with the magnets 35 and 36.

The generation of the damping force due to the electromagnetic force is supplemented by a brief explanation. First, as shown in FIG. 8A, for example, among the coils 37-1 to 37-15, the magnet 3
The coils substantially opposing the center of the magnets 5 and 36 and the two coils 37-7 to 37-9 on both sides thereof are forwardly energized, and the coils substantially opposing both ends of the magnets 35 and 36 and the two coils on both sides thereof 37-3 to 37-5, 37-11 to 37
It is assumed that 7-13 is energized in the reverse direction. In this case, in the coils 37-7 to 37-9, a current flows in the front direction from the back side of the drawing on the left side, and a current flows in the back direction from the front side of the drawing on the right side. Also, the coils 37-3 to 37-5, 37-11 to 37-1
On the left side, a current flows from the front side to the back side of the paper, and on the right side, a current flows from the back side to the front side.

On the other hand, the coils 37-3 to 37-5 receive the magnetic flux from the inside to the outside of the coil formed by the magnet 35. Therefore, an upward electromagnetic force acts on each of the coils 37-3 to 37-5. Similarly to these coils, each of the other energized coils 37-7 to 37-3
7-9, 37-11 to 37-13 also have magnets 35 and 36.
, An upward electromagnetic force acts on each. As a result, the vehicle body BD receives an upward force, and the lower arm LA receives a downward force as a reaction. Therefore, the electromagnetic force generated by these energized coils and the magnets 35 and 36 causes the vehicle body BD to move the lower arm LA.
Act on the extension side of the suspension device.

Further, as shown in FIG.
Among the coils 7-1 to 37-15, a coil substantially facing the center of the magnets 35 and 36, and two coils 37-37 on both sides thereof.
7-37-9 are energized in the reverse direction, and the coils substantially opposing both ends of the magnets 35 and 36 and the two coils 3 on both sides thereof
It is assumed that forward power is supplied to 7-3 to 37-5 and 37-11 to 37-13. In this case, the coils 37-7 to
37-9, a current flows from the front side to the back side on the left side, and a current flows from the back side to the front side on the right side. Also, the coils 37-3 to
In each of 37-5 and 37-11 to 37-13, a current flows from the back of the paper to the front on the left side, and a current flows from the front to the back of the paper on the right.

On the other hand, the coils 37-3 to 37-5 receive the magnetic flux from the inside to the outside of the coil formed by the magnet 35. Therefore, a downward electromagnetic force acts on each of the coils 37-3 to 37-5. Similarly to these coils, each of the other energized coils 37-7 to 37-3
7-9, 37-11 to 37-13 also have magnets 35 and 36.
, A downward electromagnetic force acts on each. As a result, the vehicle body BD receives a downward force, and the lower arm LA receives an upward force as a reaction. Therefore, the electromagnetic force generated by these energized coils and the magnets 35 and 36 causes the vehicle body BD to move the lower arm LA.
Act on the contraction side of the suspension device. The control of the vibration of the sprung member by the electromagnetic force as described above is performed in a manner superimposed on the vibration damping control by the hydraulic damping force generating mechanism A2.

In the forward and reverse energization, the electromagnetic force decreases when the number of energized coils is reduced, and the electromagnetic force increases when the number of energized coils is increased. Therefore, if the coil to be energized and the energizing direction are appropriately selected, the magnets 35 and 36 and the coil 37-1 can be selected.
The direction and the magnitude of the electromagnetic force of 37 to 15-15 can be appropriately selected.

As can be understood from the above description of the operation, in the above-described embodiment, the necessary electromagnetic force Fe by the magnets 35 and 36 and the coils 37-1 to 37-15 is calculated by the process of step 104, and 10
6, 108, the energizing pattern representing the coil to be energized and the energizing direction of the coil among the plurality of coils 37-1 to 37-15 according to the electromagnetic force Fe and the relative position H of the vehicle body BD with respect to the lower arm LA. Is determined, and the coils 37-1 to 37-15 are processed by the processing of step 110.
Is controlled in accordance with the current supply pattern. Therefore, according to this embodiment, the coils 37-1 to 37-1
Even if the number of coils 5 increases, the coils that are far from the magnets 35 and 36 and that do not significantly affect the generation of electromagnetic force will not be energized, and the plurality of coils 37-1
-37-15, the energization control of the correct position and number of coils is performed in the correct direction, and the required electromagnetic force can be efficiently generated with a simple configuration.

In this case, the energization pattern is determined by the energization pattern data PTN stored in the energization pattern table composed of the first and second tables 54d1 and 54d2, and the energization pattern data PTN
Is determined according to the electromagnetic force Fe and the relative position H so that the required electromagnetic force Fe can be obtained with minimum power. Therefore, in order to determine the coil to be energized, it is only necessary to read out the optimal energization pattern data PTN in the energization pattern table prepared in advance according to the combination of the electromagnetic force Fe and the relative position H. The generation of the electromagnetic force by the damping force generation mechanism A1 is quickly and accurately controlled, and the vibration of the vehicle body BD with respect to the lower arm LA is favorably suppressed.

Next, various modifications of the embodiment configured as described above will be described.

A. First Modified Example First, a first modified example of the above-described embodiment for correcting a delay in generating an electromagnetic force by the magnets 35 and 36 and the coils 37-1 to 37-15.
A modified example will be described. This first modification is the same as that of FIG.
The program shown in FIG.
4d, and the CPU 54c repeatedly executes the program every predetermined short time. Other configurations are the same as those in the above embodiment.

The program in FIG. 9 replaces the processing in step 106 of the program of the above embodiment with step 120
To 124 are adopted. In step 120, the current relative velocity V in the vertical direction with respect to the lower arm LA of the vehicle body BD is calculated by differentiating the relative position H. In step 122, the electromagnetic damping force generating mechanism A1
Of the coil 37-
The estimated relative position H * of the vehicle body BD with respect to the lower arm LA at the time when the electromagnetic force Fe is actually generated by the energization control of 1 to 37-15 is calculated.

[0044]

[Mathematical formula-see original document] Note that the relative position H in the above equation 1 is the current value input by the processing in step 102, and the value T is predetermined and is the electromagnetic damping force generating mechanism. Electromagnetic force F by A1
It is a constant representing the response delay time of occurrence of e.

Then, the next step 124 uses the estimated relative position H * instead of the relative position H of step 106 in the above embodiment, and the electromagnetic force Fe calculated by the processing of step 104 and the estimated relative position H *. And the first table 5
The energization pattern number N is derived with reference to 4d1. Other processes are the same as those in the above embodiment.

As a result, according to this modification, the energization of the plurality of coils 37-1 to 37-15 is controlled in consideration of the response delay of the electromagnetic force generated by the electromagnetic damping force generation mechanism A1, and the above-described embodiment is controlled. Since the more accurate energization control is performed than in the case of (1), an accurate electromagnetic force can be generated by the electromagnetic damping force generating mechanism A1, and the vibration of the vehicle body BD with respect to the lower arm LA is more favorably suppressed.

Further, instead of correcting the relative position H in accordance with the relative speed V as described above, the relative position H having the same value inputted in the processing of the step 102 is calculated as follows.
A different energization pattern number N may be determined according to the relative speed V. In this case, the input relative position H is shown on the vertical axis of the first table 54d1 in FIG.
May be changed in the direction opposite to the direction of change in accordance with the magnitude of the relative speed V calculated by the processing in step 120. For example, if the relative speed V is a positive value, each boundary value -35,-
25 ... + 15, +25 to -38, -28 ... + 1
2, +22, etc., may be changed to a smaller value as the relative speed V increases. If the relative speed V is a negative value, each of the boundary values −35, −25,.
+25 to -32, -22 ... + 18, +28, etc.
It may be changed to a larger value as the absolute value | V | of the relative speed V increases. This corresponds to the above-described correction of the relative position H. In this case as well, energization of the plurality of coils 37-1 to 37-15 is performed in consideration of the response delay of the electromagnetic force generated by the electromagnetic damping force generating mechanism A1. Is controlled.

Also, as described above, the first table 45d1
Instead of changing the boundary value of the relative position H according to the relative speed V, the energization pattern number N determined by the electromagnetic force Fe and the relative position H is changed according to the value of the relative speed V. A plurality of first tables 45d1 that are different so as to correct the response delay are prepared. And step 12
0, one of the plurality of first tables 45d1 is designated according to the relative speed V calculated by the processing of step 0, and the relative position H input by the processing of step 102 and the electromagnetic force Fe calculated by the processing of step 104 are calculated. The corresponding energization pattern number N is assigned to the designated first table 45d.
1 may be derived.

Further, instead of providing a plurality of first tables 45d1 in consideration of the generation delay of the electromagnetic force, a three-dimensional table for specifying the energization pattern number N based on the electromagnetic force Fe, the relative position H and the relative speed V is provided. You may prepare it. In this case, the relative position H input in the process of step 102 and the energization pattern number N corresponding to the electromagnetic force Fe and the relative speed V calculated in the processes of steps 104 and 120 are derived from the three-dimensional table. Good.

B. Second Modified Example Next, a second modified example for correcting the effect of the back electromotive force generated by the coils 37-1 to 37-15 moving relative to the magnets 35 and 36 will be described. This second modification is different from the program in FIG.
Is stored in the ROM 54d, and the CPU 54c repeatedly executes the program at predetermined short intervals. Other configurations are the same as those in the above embodiment.

The program of FIG. 10 is different from the program of the above-described embodiment in that Step 106
0, 130 to 146. The processing in step 120 is the same as the processing in the first modification example, and calculates the current relative velocity V in the vertical direction with respect to the lower arm LA of the vehicle body BD by differentiating the relative position H.

After the processing in step 120, step 1
At 30, it is determined whether the calculated relative speed V is higher than a positive predetermined speed Vo. The relative speed V is equal to the predetermined speed V
If it is less than or equal to o, “NO” is determined in step 130 and the program proceeds to step 138. If the relative speed V is higher than the predetermined speed Vo, “YES” is determined in step 130, and after the processes in steps 132 to 136, the program proceeds to step 138. Step 1
In the processes 32 to 136, if the electromagnetic force Fe calculated in the process of step 104 is “0” or more, the calculated electromagnetic force Fe is multiplied by a predetermined correction coefficient Gp larger than “1”, The electromagnetic force Fe is multiplied by the multiplication result Gp ·
Correct to Fe. If the electromagnetic force Fe calculated by the process of step 104 is less than “0”, the calculated electromagnetic force F
e is multiplied by a predetermined positive correction coefficient Gm smaller than “1”, and the electromagnetic force Fe is corrected to the multiplication result Gm · Fe.

On the other hand, in step 138, it is determined whether or not the calculated relative speed V is smaller than a predetermined negative speed -Vo. If the relative speed V is equal to or higher than the predetermined speed-Vo, "NO" is determined in step 138, and the program proceeds to step 146. Relative speed V is a predetermined speed-
If it is less than Vo, “YES” is determined in the step 138, and the processing of the steps 140 to 144 is executed. In the processing of steps 140 to 144, step 10
If the electromagnetic force Fe calculated by the process 4 is less than “0”, the calculated electromagnetic force Fe is multiplied by the correction coefficient Gp, and the electromagnetic force Fe is corrected to the multiplication result Gp · Fe. If the electromagnetic force Fe calculated by the process of step 104 is equal to or greater than “0”, the calculated electromagnetic force Fe is multiplied by the correction coefficient Gm, and the electromagnetic force Fe is multiplied by the multiplication result G
Correct to m · Fe.

According to the processing of steps 130 to 144, if the absolute value | V | of the relative speed V is greater than the predetermined speed Vo, and the direction of the relative speed V matches the direction of the electromagnetic force Fe. The electromagnetic force Fe calculated by the processing in step 104 is corrected so as to increase. Further, the absolute value | V | of the relative speed V is larger than the predetermined speed Vo,
If the direction of the predetermined speed V and the direction of the electromagnetic force Fe do not match, the electromagnetic force F calculated by the processing of step 104
e is corrected to decrease.

Then, the next step 146 uses the electromagnetic force Fe corrected by the processing of steps 130 to 144 instead of the electromagnetic force Fe of step 106 in the above embodiment, and uses the corrected electromagnetic force Fe and the relative position. First by H
The energization pattern number N is derived with reference to the table 54d1. Other processes are the same as those in the above embodiment.

According to the second modification, when the suspension device is on the extension side, that is, when the vehicle body BD is being displaced upward with respect to the lower arm LA, FIG.
(A) As shown in (B), the coils 37-1 to 37-1
5, among the coils 37-3 to 37-5 and 37-11 to 37-13 which are substantially opposed to both ends of the magnets 35 and 36,
The magnetic flux formed by the magnets 35 and 36 passes from the inside to the outside of the coil. In this case, the coils 37-3 to 37-3
7-5, 37-11 to 37-13 are being displaced upward with respect to the magnetic flux.
-11 to 37-13 include the same coils 37-3 to 37-
5, 37-11 to 37-13, a current due to a back electromotive force generated by relative movement of the magnets 35, 36, and a current flows from the back of the paper to the front on the left side thereof.
On the right side, current flows from the front to the back of the paper. Also, in the coils 37-7 to 37-9 substantially opposed to the center portions of the magnets 35 and 36, the magnetic flux formed by the magnets 35 and 36 passes from the outside to the inside of the coils. The current caused by the back electromotive force flows from the front to the back of the paper on the left side, and the current flows from the back to the front on the right side. Further, when the suspension device is on the retracted side, that is, when the vehicle body BD is being displaced downward with respect to the lower arm LA, each of the above cases and the coil 37-
Since the displacement directions of 1 to 37-15 are reversed, the coil 37
-3 to 37-5, 37-11 to 37-13, the current due to the back electromotive force flows on the left side from the front side to the back side of the paper, and on the right side from the back side to the front side on the right side. The current flows respectively. Also, the coil 37
At -7 to 37-9, the current due to the back electromotive force flows on the left side from the back of the paper to the front direction, and on the right side, the current flows from the front to the back side of the paper.

From these, it can be seen that the suspension device is displacing to the extension side and the electromagnetic force Fe is urging the suspension device to the extension side, and that the suspension device is displacing to the contraction side and the electromagnetic force Fe is When the suspension device is urged to the contraction side, that is, when the relative speed H and the sign of the electromagnetic force Fe match, the coils 37-1 to 37-1 by the microcomputer 54 are used.
The coil 3 is driven by the direction of energization to 37-15 and the back electromotive force.
The direction of the current flowing through 7-1 to 37-15 is reversed. Also, when the suspension device is displacing to the extension side and the electromagnetic force Fe is urging the suspension device to the contraction side, and when the suspension device is displacing to the contraction side and the electromagnetic force Fe extends the suspension device. Side, that is, when the positive and negative signs of the relative speed H and the electromagnetic force Fe do not match, the microcomputer 54 controls the energizing direction of the coils 37-1 to 37-15 and the coil by the back electromotive force. The direction of the current flowing through 37-1 to 37-5 becomes the same. However, as described above, in the second modification, the absolute value | V | of the relative speed V is larger than the predetermined speed Vo, and the direction of the relative speed V and the direction of the electromagnetic force Fe match. For example, the electromagnetic force Fe calculated by the process of step 104 is corrected so as to increase. Further, the absolute value | V |
If it is larger than o and the direction of the predetermined speed V and the direction of the electromagnetic force Fe do not match, the electromagnetic force Fe calculated by the process of step 104 is corrected so as to decrease. Therefore, if the correction amount of the electromagnetic force Fe is set to an appropriate value so as to cancel the current due to the back electromotive force, an accurate electromagnetic force can be generated in the electromagnetic damping force generating mechanism A, and the vehicle body BD Vibration to the lower arm LA can be more accurately attenuated.

In view of the fact that the amount of current due to the back electromotive force increases as the absolute value | V | of the relative speed V increases, the correction amount of the electromagnetic force Fe is changed to the absolute value |
The second modification can be further modified so as to increase as V | increases.

In this case, the processing consisting of steps 130 to 144 in the program of FIG.
0 to 156 and the ROM 5
4d, the absolute value | V | of the relative speed V as shown in FIG.
A correction coefficient table 54d3 that stores correction coefficients Gp and Gm that change according to. In this case, the predetermined value V1, which defines various ranges of the absolute value | V |
V2... Vn and table values G of correction coefficients Gp and Gm
p1, Gp2 ... Gp (n-1), Gm1, Gm2 ... Gm (n-1)
Are in the relationship of the following Expressions 2 to 4, respectively. Note that n is an integer of 3 or more.

[0060]

## EQU2 ## 0 <V1 <V2 <... <Vn

[0061]

[Expression 3] 1 <Gp1 <Gp2 <... <Gp (n-1)

[0062]

1>Gm1>Gm2>...> Gm (n-1)> 0 In the program thus modified, the microcomputer 54 refers to the correction coefficient table 54d3 in step 150, and The table values Gp1, Gp2,... Gp (n-1), which increase with the increase of the absolute value | V |
.., Gm (n-1) that decrease with the increase of the absolute value | V | are determined as the correction coefficient Gm. And steps 152-
By the processing of 156, the relative speed V and the step 104
If the product of the electromagnetic force Fe calculated by the above processing is "0" or more, that is, if the positive and negative signs of the relative velocity V and the electromagnetic force Fe match, the electromagnetic force Fe is multiplied by the determined correction coefficient Gp, The electromagnetic force Fe is corrected to the multiplication result Gp · Fe. If the product of the relative speed V and the electromagnetic force Fe calculated by the processing of the step 104 is less than “0”, that is, if the positive and negative signs of the relative speed V and the electromagnetic force Fe do not match, the electromagnetic force Fe is determined. By multiplying by the correction coefficient Gm,
The electromagnetic force Fe is corrected to the multiplication result Gm · Fe.

As a result, in the modified example, the magnets 35, 36 of the coils 37-1 to 37-15 are modified.
The current flowing through the coils 37-1 to 37-15 due to the back electromotive force generated at the time of relative movement with respect to the current, which increases as the absolute value | V | I can do it. Therefore, according to this modified example, an accurate electromagnetic force can be generated by the electromagnetic damping force generation mechanism A, and the vibration of the vehicle body BD with respect to the lower arm LA can be more accurately attenuated.

Instead of correcting the electromagnetic force Fe according to the relative speed V as described above, the current flowing by the back electromotive force is applied to the magnets 35 and 36 and the coils 37-1 to 37-.
15, different energization pattern numbers N according to the relative speed V are determined for the same value of the electromagnetic force Fe calculated by the processing of step 104 so as to cancel the effect on the electromagnetic force generated by the step S15. It may be.

In this case, the boundary value, which is determined on the horizontal axis of the first table 54d1 in FIG. It is good to change according to V. For example, the relative speed V is also the electromagnetic force F
e is also positive, and when the direction of current supply to the coils 37-1 to 37-15 by the microcomputer 54 is opposite to the direction of the current flowing through the coils 37-1 to 37-15 due to the back electromotive force, On condition that the absolute value | V | of the relative speed V is larger than a predetermined value Vo, for example, the electromagnetic force F
e is changed from the range “+90” to the range “+85”.
According to this, assuming that the relative displacement H is near “0” and the calculated electromagnetic force Fe is “+87”,
When the absolute value | V | of the relative speed V is equal to or smaller than the predetermined value Vo, “0510” is designated as the pattern number N,
The coils 37-7 to 37-9 are energized in the forward direction, and the coils 37-4, 37-5, 37-11, and 37-12 are energized in the reverse direction (see FIG. 6). If the absolute value | V | of the relative speed V is larger than the predetermined value Vo, “0511” is designated as the pattern number N, and the coil 37
-7 to 37-9 are forwardly energized and the coil 37
-3 to 37-5 and 37-11 to 37-13 are energized in the reverse direction (see FIG. 6).

On the other hand, when the relative velocity V is negative and the electromagnetic force Fe
Is positive and the direction of current flowing to the coils 37-1 to 37-15 by the microcomputer 54 is the same as the direction of the current flowing to the coils 37-1 to 37-15 due to the back electromotive force. Provided that the absolute value | V | of the speed V is larger than a predetermined value Vo, for example, the electromagnetic force F
The range “+ 90-” of e is changed to the range “+ 95-”.
According to this, assuming that the relative displacement H is near “0” and the calculated electromagnetic force Fe is “+92”,
When the absolute value | V | of the relative speed V is equal to or less than the predetermined value Vo, “0511” is designated as the pattern number N,
The coils 37-7 to 37-9 are energized in the forward direction, and the coils 37-3 to 37-5, 37-11 to 37-13 are energized in the reverse direction (see FIG. 6). When the absolute value | V | of the relative speed V is larger than the predetermined value Vo, “0510” is designated as the pattern number N, and the coil 37
-7 to 37-9 are forwardly energized and the coil 37
-4, 37-5, 37-11, and 37-12 are energized in the reverse direction (see FIG. 6).

As can be understood from these examples, by changing the boundary value of the electromagnetic force Fe of the first table 45d1 according to the relative speed V, the coil 3 for the magnets 35 and 36 can be changed.
Even if the current flowing through the coils 37-1 to 37-15 changes due to the back electromotive force generated due to the relative movement of 7-1 to 37-15, the change is corrected by changing the energization pattern. Appropriate electromagnetic force can be generated in the device.

As described above, the first table 45d1
Instead of changing the boundary value of the electromagnetic force Fe according to the relative speed V, the energization pattern number N determined by the electromagnetic force Fe and the relative position H is changed according to the value of the relative speed V. Different first to compensate for the effects of
A table 45d1 is prepared. And step 1
One of the plurality of first tables 45d1 is designated according to the relative speed V calculated by the processing of step 20, and the relative position H and the step 1
04 to the designated first table 45d1 corresponding to the electromagnetic force Fe calculated in the process of step 04.
May be derived from.

Further, instead of providing a plurality of first tables 45d1 for correcting the effect of the back electromotive force, a three-dimensional table for designating the energization pattern number N based on the electromagnetic force Fe, the relative position H and the relative speed V is provided. You may prepare it. In this case, the relative position H input by the processing of step 102, the electromagnetic force Fe and the relative velocity V calculated by the processing of steps 104 and 120, respectively.
May be derived from the three-dimensional table.

In the first modification, the delay in the generation of the electromagnetic force is corrected, and in the second modification, the effect of the back electromotive force is corrected. As described above, the above-described relative position H
And both the boundary value between the electromagnetic force Fe on the horizontal axis and the relative position H on the vertical axis of the first energization pattern table 45d1 are changed according to the relative speed V. Alternatively, a plurality of first energization pattern tables 45d1 may be provided, or a three-dimensional table may be used.

C. Third Modification Next, in order to correct the same influence of the back electromotive force as in the case of the second modification, the coils 37-1 to 37-3 of the above embodiment are used.
The third method is to change and control the amount of current flowing through 7-15.
A modified example will be described. In this third modification,
A driving circuit 55A shown in FIG. 13 is used instead of the driving circuit 55 shown in FIG. 7, and the CPU 54c executes a program corresponding to the flowchart shown in FIG. ing. Further, in addition to the energization pattern tables 54d1 and 54d2 of FIGS.
A second correction coefficient table 54d3 is also provided.

As shown in FIG. 13, the drive circuit 55A
There are provided energization control circuits 55-1 to 55-15 corresponding to the coils 37-1 to 37-15, respectively. Each of the energization control circuits 55-1 to 55-15 includes a microcomputer 5
4 to input a control signal indicating the energization pattern data PTN and the energization current value I to control energization and non-energization of the coils 37-1 to 37-15, and also control the direction and amount of energization. Regarding the direction of energization, the direction of the solid arrow in the drawing is the forward direction, and the direction of the broken line in the drawing is the reverse direction. The program in FIG.
The processing of steps 160 to 168 is inserted between the processing of steps 04 and 106, and the processing of step 110 is changed to the processing of step 170.

In the execution of this program, the sprung acceleration G1, the unsprung acceleration G2 and the relative position H are input in step 102, the electromagnetic force Fe is calculated in step 104, and the above-described processing is performed in step 160. FIG.
Relative velocity V in the same manner as in the processing of Step 120 of Steps 11 to 11.
Is calculated. Then, in step 162, similarly to the processing of step 150 in FIG. 11 described above, the correction coefficients Gp and Gm corresponding to the absolute value | V | of the relative speed V are determined with reference to the correction coefficient table 54d3.

After the processing of step 162, step 1
By the processing of steps 64 to 166, the product V · of the relative velocity V and the electromagnetic force Fe calculated by the processing of step 104, similarly to the processing of steps 152 to 156 in FIG.
In accordance with Fe, an energizing current value I in place of the above-mentioned corrected electromagnetic force Fe is calculated. That is, if the product V · Fe is equal to or greater than “0”, that is, if the relative speed V and the sign of the electromagnetic force Fe match, a predetermined positive predetermined value Io is multiplied by the determined correction coefficient Gp to supply the current. Since the value I (= Gp · Io) is calculated, the supplied current value I is the absolute value | V | of the relative speed V.
Is set to a value that increases with an increase in. If the product V · Fe is less than “0”, that is, if the relative speed V and the sign of the electromagnetic force Fe do not match, the predetermined value Io is multiplied by the determined correction coefficient Gm, and the energized current value I ( =
Gm · Io), the energizing current value I is set to a value that decreases as the absolute value | V | of the relative speed V increases.

After the processing in steps 164 to 168, the energization pattern data PTN is derived in steps 106 and 108 in the same manner as in the above embodiment, and
Then, a control signal representing the derived energization pattern data PTN and the calculated energization current value I is output to the drive circuit 55A, and the execution of this program is temporarily terminated in step 112. In the drive circuit 55A, each of the energization control circuits 55-1 to 55-15 includes coils 37-1 to 37-1.
5, a current equal to the energizing current value I flows in the energizing direction specified by the data PTN to the coil specified by the energizing pattern data PTN.

According to this modification, the positive and negative signs of the relative velocity V and the electromagnetic force Fe match, and the coils 37-1 to 37-3
When the current caused by the back electromotive force generated by the relative movement of the magnets 7-15 with respect to the magnets 35 and 36 is opposite to the current flowing direction to the coils 37-1 to 37-15 by the microcomputer 54, the direction is designated by the current flowing pattern data PTN. The current flowing through the coil increases as the absolute value | V | of the relative velocity V increases. Also, the sign of the relative speed V and the sign of the electromagnetic force Fe do not match, and the current generated by the back electromotive force is generated by the microcomputer 54 by the coils 37-1 to 37-37.
If the current direction is the same as the current direction to −15, the current flowing through the coil specified by the current pattern data PTN decreases as the absolute value | V | of the relative speed V increases. As a result, also in the third modification, the effect of the back electromotive force can be canceled, so that an accurate electromagnetic force can be generated by the electromagnetic damping force generating mechanism A, and the vibration of the vehicle body BD with respect to the lower arm LA. Can be more accurately attenuated.

Further, also in the third modification, the generation delay of the electromagnetic force is corrected as shown in the first modification, and the coils 37-1 to 37-1 are used as described above.
5 may be controlled according to the relative speed V to correct the effect of the back electromotive force simultaneously with the delay in the generation of the electromagnetic force.

D. Fourth Modification Next, vibration of the vehicle body BD with respect to the lower arm LA due to a large time change of the electromagnetic force generated by the magnets 35 and 36 and the coils 37-1 to 37-15 and generation of abnormal noise due to the vibration. A fourth modification example in which the electromagnetic force is corrected so as to suppress the above will be described. This fourth modified example is a program (FIG. 1) that replaces the program of FIG.
The electromagnetic force correction routine shown in FIG. 6 is stored in the ROM 54d, and the CPU 54c repeatedly executes the program every predetermined short time. For other configurations,
This is the same as in the above embodiment.

The program shown in FIG. 15 employs the processing of steps 180 and 182 instead of the processing of steps 106 and 108 of the program of the above embodiment. The processing of step 180 is to correct the calculated required electromagnetic force Fe and set it as a corrected electromagnetic force Fe * so that the time change of the required electromagnetic force Fe calculated by the processing of step 104 does not become large. Step 18
The process 2 is to derive the energization pattern number N using the corrected electromagnetic force Fe * instead of the electromagnetic force Fe of the above embodiment.

The details of the electromagnetic force correction routine in step 180 are shown in FIGS.
16, after the start of step 200, step 20
At 2, it is determined whether or not the required electromagnetic force Fe newly calculated this time is equal to or greater than the previous corrected electromagnetic force Fe *. If the current required electromagnetic force Fe is equal to or greater than the previous corrected electromagnetic force Fe *, that is, if the current required electromagnetic force Fe is increasing with respect to the corrected electromagnetic force Fe * used in the previous energization control, step
Based on the determination of “YES” in step 02, step 2
At 04, the current required electromagnetic force Fe is equal to the previous corrected electromagnetic force Fe.
* Is greater than or equal to a predetermined value ΔFe0 (Fe ≧ Fe
* + ΔFe0). If the current required electromagnetic force Fe is not larger than the previous corrected electromagnetic force Fe * by the predetermined value ΔFe0 or more, “NO” is determined in step 204, and in step 206, the corrected electromagnetic force Fe * is determined by the current required electromagnetic force Fe *. Force F
Update to e. On the other hand, if the current required electromagnetic force Fe is larger than the previous corrected electromagnetic force Fe * by a predetermined value ΔFe0 or more,
In step 204, “YES” is determined, and step 2
At 08, the corrected electromagnetic force Fe * is updated to a value Fe * + ΔFe0 obtained by adding a predetermined value ΔFe0 to the previous corrected electromagnetic force Fe *.

If the current required electromagnetic force Fe is smaller than the previous corrected electromagnetic force Fe *, that is, if the current required electromagnetic force Fe is decreasing with respect to the previous corrected electromagnetic force Fe *, step 202 is executed. In step 210, it is determined whether the current required electromagnetic force Fe is smaller than the previous corrected electromagnetic force Fe * by a predetermined value ΔFe0 or more (Fe ≦ Fe * −ΔFe0). I do. The current required electromagnetic force Fe is a predetermined value ΔF larger than the previous corrected electromagnetic force Fe *.
If it is not smaller than e0, it is determined "NO" in step 210, and in step 212, the corrected electromagnetic force Fe * is updated to the current required electromagnetic force Fe. On the other hand, if the current required electromagnetic force Fe is smaller than the previous corrected electromagnetic force Fe * by the predetermined value ΔFe0 or more, “YES” is determined in step 210, and in step 214, the corrected electromagnetic force Fe * is corrected by the previous correction. A value obtained by subtracting a predetermined value ΔFe0 from the electromagnetic force Fe * −Fe * −
Update to ΔFe0. By executing such an electromagnetic force correction routine, the change in the direction of increase and decrease of the corrected electromagnetic force Fe * is limited to within a predetermined value ΔFe0 per execution cycle of the program.

Then, the updated corrected electromagnetic force Fe *
182, the energization pattern number N is determined in the same manner as in the above embodiment by the processing in step 182, so that the magnets 35 caused by a sudden change in the amount of energization to the coils 37-1 to 37-15, etc. , 36 and a plurality of coils 37-
Abrupt changes in the electromagnetic force acting between 1 and 37-15 are suppressed, and sudden changes in the relative movement of the vehicle body BD with respect to the lower arm LA are suppressed. As a result, according to the fourth modified example, in addition to the effect of the above-described embodiment, the vibration of the vehicle body BD with respect to the lower arm LA caused by the sudden movement change is suppressed, and the abnormal noise related to the vibration is suppressed. Generation is suppressed.

In the fourth modified example, even if the magnitude of the required electromagnetic force (expressed by the absolute value of the electromagnetic force) increases or decreases, the limit width of the change (the predetermined value) Although ΔFe0) is set to be the same, the limit width may be set to be different depending on whether the magnitude of the required electromagnetic force increases or decreases. Hereinafter, a description will be given of a further modified example of the fourth modified example in which the limited width is made different.

In this case, instead of the electromagnetic force correction routine shown in FIG. 16, an electromagnetic force correction routine shown in FIGS. 17 and 18 is stored in the ROM 54d and the CPU 54c.
Is executed by The other parts are the same as in the fourth modification.

In this electromagnetic force correction routine, after the start of step 200, it is determined in steps 220 and 222 whether the previous corrected electromagnetic force Fe * is positive or negative. If the previous corrected electromagnetic force Fe * is positive, the corrected electromagnetic force Fe * is determined by the processing of steps 224 to 236 based on the determination of “YES” in step 220.
To update. If the previous correction electromagnetic force Fe * is negative, the correction electromagnetic force Fe * is determined by the processing of steps 238 to 250 based on the determination of "YES" in step 222.
Update *. In addition, the previous correction electromagnetic force Fe * is “0”.
Then, in steps 220 and 222, "N
Based on the determination of "O", the corrected electromagnetic force Fe * is updated by the processing of steps 252 to 266.

First, the case where the previous corrected electromagnetic force Fe * is positive, that is, the case where the same electromagnetic force Fe * urges the vehicle body BD upward with respect to the lower arm LA will be described.
After the determination of “YES” in step 220, it is determined in step 224 whether the required electromagnetic force Fe calculated this time is equal to or more than the previous corrected electromagnetic force Fe *. This determination means that the current required electromagnetic force Fe further increases in the same direction in a state where the vehicle body BD is urged upward with respect to the lower arm LA by the previous corrected electromagnetic force Fe *. Or not, that is, the magnitude of the current required electromagnetic force Fe |
It is determined whether or not Fe | is increasing.
If the current required electromagnetic force Fe is greater than or equal to the previous corrected electromagnetic force Fe * and the magnitude | Fe | of the required electromagnetic force Fe is increasing, it is determined “YES” in step 224, and
In step 226, the current required electromagnetic force Fe is a value Fe * + obtained by adding a positive predetermined value ΔFe01 to the previous corrected electromagnetic force Fe *.
It is determined whether or not ΔFe01 or more. This predetermined value ΔF
e01 indicates a limit value when the magnitude | Fe | of the electromagnetic force Fe changes to the increasing side. If the change amount Fe-Fe * does not reach the predetermined value ΔFe01, “N” is set in step 226.
O ”, and in step 228, the corrected electromagnetic force Fe *
Is updated to the current required electromagnetic force Fe. On the other hand, if the change amount Fe-Fe * is equal to or greater than the predetermined value ΔFe01, “YES” is determined in step 226, and in step 230, the value F obtained by adding the predetermined value ΔFe01 to the previous corrected electromagnetic force Fe *
Update to e * + ΔFe01. Therefore, when the previous correction electromagnetic force Fe * is positive, the correction electromagnetic force Fe * is positive.
The change of the magnitude of ** to the increasing side of | Fe * |
It will be restricted within 01.

When the previous corrected electromagnetic force Fe * is positive, the current required electromagnetic force Fe is less than the previous corrected electromagnetic force Fe *, that is, the magnitude | Fe | If there is a decreasing tendency, "NO" is determined in step 224, and in step 232, the current required electromagnetic force Fe is set to a positive predetermined value ΔF from the previous corrected electromagnetic force Fe *.
It is determined whether or not it is equal to or less than the value Fe * -ΔFe02 obtained by subtracting e02. The predetermined value ΔFe02 is the magnitude of the electromagnetic force Fe | Fe |
Indicates a limit value when the value changes to the decreasing side. In this modification, the limit value is set to a value smaller than the predetermined value ΔFe01. Absolute value of change amount Fe-Fe * | Fe-F
If e * | does not reach the predetermined value ΔFe02, step 23
In step 234, it is determined “NO”, and in step 234, the corrected electromagnetic force Fe * is updated to the current required electromagnetic force Fe. on the other hand,
If the absolute value | Fe-Fe * | of the change amount Fe-Fe * is equal to or larger than the predetermined value ΔFe02, in step 232, “YE
S ”, and a value Fe * −ΔFe02 obtained by subtracting a predetermined value ΔFe02 from the previous corrected electromagnetic force Fe * in step 236.
Update to Therefore, when the previous corrected electromagnetic force Fe * is positive, the magnitude | F of the corrected electromagnetic force Fe *
The change of e * | to the decreasing side is limited to within the predetermined value ΔFe02.

Strictly speaking, the processing of these steps 232 to 236 is performed by the magnitude | Fe of the required electromagnetic force Fe.
Is not only relevant when | is decreasing. That is, in the case where the previous corrected electromagnetic force Fe * is positive and the current required electromagnetic force Fe is negative, step 23 is also performed.
2 to 236. In this case, the direction of the required electromagnetic force Fe changes and the magnitude | Fe
| May increase. In this case, the required electromagnetic force F
The amount of change of the magnitude | Fe | of e is a value ｛| (| Fe * | − |
This value changes from the state where the previous correction electromagnetic force Fe * is almost “0” to the magnitude | Fe | of the current required electromagnetic force Fe to a predetermined value ΔFe02. Maximize that. The predetermined value ΔFe02 is equal to the predetermined value Δ
Since the value is set to a value smaller than Fe01, even if the magnitude | Fe | of the electromagnetic force Fe increases under the above-described situation, the variation width is always kept below the predetermined value ΔFe01, There is no particular problem in limiting the range of change in the magnitude of the electromagnetic force.

Next, the case where the previous correction electromagnetic force Fe * is negative, that is, the case where the same electromagnetic force Fe * urges the vehicle body BD downward with respect to the lower arm LA will be described.
After the determination of “YES” in step 222, the processing of steps 238 to 250 is executed to correct the requested electromagnetic force Fe calculated this time to a new corrected electromagnetic force Fe *. In this case, the current required electromagnetic force Fe and the previous corrected electromagnetic force Fe *
In both cases, the positive and negative signs are opposite to those in steps 224 to 236. However, the change amount of the electromagnetic force Fe-F described above is used.
a predetermined value Fe01 for the absolute value | Fe-Fe * |
Regarding the restriction by Fe02, the above steps 224 to 23
6, when the magnitude | Fe | of the current required electromagnetic force Fe tends to increase, steps 238 to 238 are performed.
244, the amount of change | Fe * |
If the Fe * | does not reach the predetermined value ΔFe01, the corrected electromagnetic force Fe * is updated to the current required electromagnetic force Fe; otherwise, the value Fe * − obtained by subtracting the previous corrected electromagnetic force Fe * by the predetermined value ΔFe01 Update to ΔFe01. Therefore, even when the previous correction electromagnetic force Fe * is negative, the change of the magnitude | Fe * | of the correction electromagnetic force Fe * to the increasing side is limited to within the predetermined value ΔFe01.

The magnitude | F of the current required electromagnetic force Fe
If e | is decreasing, steps 238 and 24
6 to 250, the magnitude | Fe | of the current required electromagnetic force Fe | the amount of change | Fe-Fe * |
If not, the corrected electromagnetic force Fe * is updated to the current required electromagnetic force Fe. Otherwise, the previous corrected electromagnetic force Fe * is updated.
And a predetermined value ΔFe02 is added to the value Fe * + ΔFe02. Therefore, even when the previous correction electromagnetic force Fe * is negative, the change in the magnitude | Fe * | of the correction electromagnetic force Fe * to the decreasing side is limited to within the predetermined value ΔFe02.

Strictly speaking, the processing in steps 246 to 248 also requires the magnitude | Fe of the required electromagnetic force Fe.
Is not limited to the case where | is in a decreasing trend, and when the required electromagnetic force Fe changes from a state where the corrected electromagnetic force Fe * is substantially “0” to a state where the required electromagnetic force Fe is positive, The magnitude | Fe | of Fe increases. However, also in this case, similarly to the processing of steps 232 to 236, the change width is always kept below the predetermined value ΔFe01, and there is no particular problem in that the change width of the magnitude of the electromagnetic force is limited. Absent.

Next, the case where the previous correction electromagnetic force Fe * is "0" will be described.
After the determination of both is "NO", the CPU 54c executes a process including steps 252 to 266. In step 252, it is determined whether or not the requested electromagnetic force Fe calculated this time is larger than the previous corrected electromagnetic force Fe *, that is, whether or not it is positive. In step 254, it is determined whether or not the requested electromagnetic force Fe calculated this time is smaller than the previous corrected electromagnetic force Fe *, that is, whether or not it is negative.
If the current required electromagnetic force Fe is positive, step 2
After the determination of “YES” in 52, in step 256, the current required electromagnetic force Fe is a value Fe * + ΔFe01 (= ΔFe0) obtained by adding a predetermined value ΔFe01 to the previous corrected electromagnetic force Fe *.
1) It is determined whether or not it is the above. In this case, since the current required electromagnetic force Fe itself represents the amount of change in the magnitude | Fe | of the same electromagnetic force Fe, the required electromagnetic force Fe is the value Fe * +
If ΔFe01 (= ΔFe01) has not been reached, “NO” in step 256, that is, the change amount is equal to the predetermined value ΔFe01.
Assuming that it is less than 01, the correction electromagnetic force Fe * is updated to the current required electromagnetic force Fe. On the other hand, if the current required electromagnetic force Fe is equal to or greater than the value Fe * + ΔFe01 (= ΔFe01), “YES” in step 256, that is, the change amount is the predetermined value Δ
Assuming that it is Fe01 or more, the corrected electromagnetic force Fe * is changed to a value Fe *
Update to + ΔFe01 (= ΔFe01).

If the current required electromagnetic force Fe is negative, after the determination of “YES” in step 254, in step 262, the current required electromagnetic force Fe is increased by a predetermined value ΔFe01 from the previous corrected electromagnetic force Fe *. Minus Fe * -ΔF
It is determined whether or not e01 (= −ΔFe01) or less. In this case, the value -Fe itself obtained by multiplying the current required electromagnetic force Fe by "-1" represents the amount of change in the magnitude | Fe | of the electromagnetic force Fe. −ΔF
If it is larger than e01 (= -ΔFe01), step 26
At 2, it is determined that the change amount is less than the predetermined value ΔFe01, that is, the corrected electromagnetic force Fe * is updated to the current required electromagnetic force Fe. On the other hand, the current required electromagnetic force Fe is the value Fe
If not more than * -ΔFe01 (= −ΔFe01), “YES” in step 262, that is, the change amount is a predetermined value ΔF
Assuming that the correction electromagnetic force Fe * is equal to or greater than e01,
Update to ΔFe01 (= −ΔFe01).

Further, if the current required electromagnetic force Fe is neither positive nor negative and is “0”, then in steps 252 and 254, both are determined to be “NO”, and then in step 268 the corrected electromagnetic force Fe * is set to the current value. The required electromagnetic force Fe (= 0) is set. Therefore, even when the previous corrected electromagnetic force Fe * is “0”, the change in the magnitude | Fe * | of the corrected electromagnetic force Fe * is limited to within the predetermined value ΔFe01.

As a result, even in a modification of the fourth modification, similar to the case of the fourth modification, a sudden change in the electromagnetic force is suppressed, and the vehicle body B with respect to the lower arm LA is suppressed.
Since a sudden change in movement in the relative movement of D is suppressed, vibration of the vehicle body BD with respect to the lower arm LA due to the sudden change in movement is suppressed, and generation of abnormal noise related to the vibration is also suppressed. Also, in this case,
A limit value (predetermined value Δ) for suppressing a change in the electromagnetic force when the absolute magnitude of the electromagnetic force increases and decreases.
Fe01, ΔFe02) are made independent, and the limit value when increasing (predetermined value ΔFe01) is set to a value larger than the limit value (predetermined value ΔFe02) when decreasing. This is because, in the suspension device used in this modification, the vibration of the vehicle body BD caused by the decrease in the absolute magnitude of the electromagnetic force accompanying the decrease in the amount of electricity to the coils 37-1 to 37-15 is the same. Coil 37-1 to 37-15
This is because the vibration is larger than the vibration caused by the increase in the absolute magnitude of the electromagnetic force due to the increase in the amount of electricity supplied to the vehicle body. Is suppressed. If the vibration of the vehicle body BD caused by the decrease in the absolute magnitude of the electromagnetic force is smaller than the vibration caused by the increase in the absolute magnitude of the electromagnetic force, You may want to reverse the relationship.

Next, another modified example of the fourth modified example will be described. In this case, the ROM 54d stores the data shown in FIGS.
19 is stored, and the CPU 54c executes the electromagnetic force correction routine of FIG. 19 in step 180 of FIG. In this electromagnetic force correction routine, at step 270, FIG.
Current required electromagnetic force F calculated in step 104 of FIG.
By subjecting e to low-pass filtering, the change in the required electromagnetic force Fe is reduced. This also suppresses a sudden change in the electromagnetic force due to a sudden change in the amount of current supplied to the coils 37-1 to 37-15, as in the fourth modification, and the vehicle body BD moves with respect to the lower arm LA. Since a sudden change in movement in the relative movement is suppressed, vibration of the vehicle body BD with respect to the lower arm LA due to the sudden change in movement is suppressed, and generation of abnormal noise related to the vibration is also suppressed.

In the fourth modification and the modification, the vibration of the vehicle body BD due to the change of the electromagnetic force and the generation of the abnormal noise due to the vibration are suppressed by correcting the required electromagnetic force Fe. In addition to the electrical processing described above, it is further preferable to mechanically suppress the vibration of the vehicle body BD by changing the characteristics of the upper supports 16, 26 and the like.

Further, in the fourth modified example and the modified examples, only the influence of the change in the electromagnetic force is canceled, but these modified examples and the above-described first to third modified examples are appropriately combined. It is preferable that the delay due to the generation of the electromagnetic force and the influence of the back electromotive force are also corrected at the same time. In this case, after the various corrections according to the first to third modifications described above, the electromagnetic force according to the fourth modification or the modification is corrected, and the energization pattern number N is determined using the corrected electromagnetic force. It is good to do so.

E. Fifth Modification In the above embodiment and the first to fourth modifications,
The magnets 35, 3 are provided on the lower case 24 side connected to the unsprung member (lower arm LA) and displaced integrally with the unsprung member.
6 and a sprung member (body B
The coils 37-1 to 37-37 are provided on the upper case 23 side as a support member connected to D) and integrally displaced with the sprung member.
-15 was fixed. However, magnets 35, 36
The magnets 35, 36 are fixed to the upper case 23, which is a support member on the sprung member side, and the lower portions, which are support members on the unsprung member side, by reversing the assembling positions of the coils 37-1 to 37-15. The coils 37-1 to 37-37 are provided on the case 24 side.
-15 may be fixed.

F. Sixth Modification Next, a suspension device suitable for the embodiment and the first to fourth modifications will be described. This suspension device is also disposed between a vehicle body BD as a sprung member and a lower arm LA as a unsprung member, as shown in FIGS. A generating mechanism A1, a hydraulic damping force generating mechanism A2, and an air spring mechanism A3 are provided.

The hydraulic damping force generating mechanism A2 includes an outer cylinder 11, an inner cylinder 12, a piston rod 13, and an upper support 16 similar to those in the above embodiment. In the inner cylinder 12, the upper and lower chambers R are fixed to the outer peripheral surface of the piston rod 13 and
1 and R2, and a main piston 17 that slides on the inner peripheral surface of the cylinder 12 in a liquid-tight manner in the axial direction is provided. In the sixth modification, the sub piston 18 is not provided, and a variable orifice mechanism driven by an actuator (not shown) is incorporated in the main piston 17.

The air spring mechanism A3 is also composed of a cylindrical upper case 23a supported by the vehicle body BD, a cylindrical lower case 24a supported by the outer cylinder 11, and a diaphragm, and includes the upper case 23a and the lower case 24a.
And a connecting case 25 connecting the two cases.
An air chamber R4 is formed on the outer circumference of the outer cylinder 11 and the piston rod 13 by 3a, 24a, and 25.
However, in the sixth modification, the upper case 23a
And the lower case 24a are both made of metal,
The upper case 23a has a support plate 27 at its upper end.
The lower case 24a has a cylindrical member 32 attached to the outer peripheral surface of the outer cylinder 11 at the lower end thereof.
And is hermetically fixed via the One end of the connection case 25 is composed of a cylindrical fixing member 33a fixed to the outer peripheral surface of the upper case 23a at the upper end and a cylindrical fixing member 33b fixed on the inner peripheral surface of the connection case 25. It is sandwiched and fixed airtight between them. The other end of the connection case 25 is air-tightly fixed to the upper outer peripheral surface of the lower case 24 by a caulking ring 34.

The electromagnetic damping force generating mechanism A1 has cylindrical magnets (permanent magnets) 35 and 36 and a plurality (for example, fifteen) of coils 37-1 to 37-15 similar to the above embodiment. The magnets 35 and 36 are mounted on outer surfaces of a pair of magnet holders 61 and 62 formed of a nonmagnetic metal material in a cup shape. The magnet holders 61 and 62
It has a cylindrical portion with a bottom and has an annular flange portion that protrudes radially outward at the open end side, and is arranged so that the bottom surface is in close contact and the open end side is directed upward and downward, respectively. Magnets 35 and 36 are fixed vertically above and below an annular yoke 63 in a cylindrical space formed between the flange portions on the outer surface of the portion.

A plurality of holes are formed in the bottom plates of the magnet holders 61, 62. The two holders 61, 62 are provided with a plurality of bolts 64, 64, each passing through the plurality of holes from above the magnet holder 61. And a plurality of nuts 65 provided on the lower side of the magnet holder 62 by screwing. These nuts 6
The lower surfaces of the rings 5 and 65 are fixed to the upper surface of the connection ring 66, and the lower surfaces of the rings 66 are fixed to the upper surface of the outer cylinder 11 and the upper surface of the guide member 67. The guide member 67 is formed in a cylindrical shape, and is liquid-tightly fixed to the upper inner peripheral surfaces of the outer cylinder 11 and the inner cylinder 12 on the outer peripheral surface thereof, and the piston rod 13 is formed on the inner peripheral surface thereof.
Is slid in a liquid-tight manner. In this case, the magnet holder 6
1, 62, bolt 64, nut 65, connecting ring 66,
The guide member 67, the outer cylinder 11, and the inner cylinder 12 cause the magnets 35, 36 to move the unsprung members (lower arm L).
A) and functions as a support member that is displaced integrally with the unsprung member in the vertical direction.

The coils 37-1 to 37-15 are mounted on a cylindrical casing 71 made of resin. A plurality of annular grooves 7 are formed on the lower outer surface of the casing 71.
1a are formed coaxially and parallel at predetermined intervals in the vertical direction, and linear grooves 71b extending in the vertical direction are formed in the upper outer surface.
The coils 37-1 to 37-15 are respectively incorporated in a, and the linear grooves 71 b are connected to the external ends of the coils 37-1 to 37-15 through holes 27 a provided in the support plate 27 with lead wires connected to both ends thereof. To lead to. The casing 71 in which the coils 37-1 to 37-15 are incorporated in the annular groove 71a in this manner is tightly fixed on the outer surface to the inner peripheral surface of the upper case 23a, and the lower part of the outer surface is connected to the casing. Seal members 72, 72 are incorporated between the inner peripheral surface of the airbag 71 and the inner peripheral surface of the airbag 71 to keep the air chamber R4 airtight. At the upper end of the casing 71, a top plate portion 71c projecting radially inward and having a hole through the piston rod 13 in the center is integrally formed, and the top plate portion 71c is formed on the upper surface thereof. It is in close contact with the lower surface of the support plate 27 and has an air chamber R4 between them.
In order to keep the confidentiality, seal members 73, 73 are incorporated. In this case, the casing 71 and the upper case 23
a, the support plate 27, the upper supports 16, 26, etc., make the coils 37-1 to 37-15 a sprung member (the vehicle body B).
D) and functions as a support member that is displaced integrally with the sprung member. Note that portions other than the above description are substantially the same as those of the above-described embodiment, and therefore, the same reference numerals are assigned to the same embodiment, and the description will be omitted.

The magnet 3 according to the sixth modified example having the above-described configuration.
The arrangement relationship between the coils 5 and 36 and the coils 37-1 to 37-15 is the same as that of the above-described embodiment.
The same electromagnetic force as in the above embodiment can be generated by energizing the coils 37-1 to 37-15. Further, according to the sixth modification, even if heat is generated by energization of the coils 37-1 to 37-15, the coils 37-1 to 37-1 are generated.
Since the upper case 23a to which the base 5 is assembled is made of metal, the problem of deterioration of the case 23a due to heat is eliminated. The upper case 23a is exposed to the outside air, and the resin casing 71 containing the coils 37-1 to 37-15 is in close contact with the upper case 23a. -1
The temperature rise of ~ 37-15 is prevented. As a result, the deterioration of the casing 71 due to heat is prevented, and the increase in the resistance value due to the temperature rise of the coils 37-1 to 37-15 is also suppressed. The necessary electromagnetic force is obtained while being kept properly.

[Brief description of the drawings]

FIG. 1 is a block diagram of an electric control device for controlling an electromagnetic damping force generation mechanism of a suspension device according to an embodiment of the present invention and first to fourth modified examples.

FIG. 2 is a partially cutaway view showing the entire suspension device.

FIG. 3 is an enlarged view of a central portion of the suspension device of FIG. 2;

FIG. 4 is a flowchart of a program executed by the CPU of FIG. 1 according to the embodiment.

FIG. 5 is a memory map showing storage contents of a first table of an energization pattern table provided in a ROM of FIG. 1;

FIG. 6 is a memory map showing storage contents of a second table of the energization pattern table.

7 is an electric circuit diagram showing a part of the drive circuit of FIG. 1 in detail.

FIG. 8 is a layout diagram of the magnet and the coil for explaining generation of an electromagnetic force by the magnet and the coil.

FIG. 9 relates to a first modification of the embodiment,
4 is a flowchart of a program executed by a PU.

FIG. 10 is a flowchart of a program executed by a CPU in FIG. 1 according to a second modification of the embodiment.

11 is a flowchart of a program executed by the CPU in FIG. 1 according to a modification in which a part of the second modification is further modified.

FIG. 12 is a memory map showing storage contents of a correction coefficient table provided in the ROM of FIG. 1;

FIG. 13 is a block diagram showing a part of the drive circuit of FIG. 1 in detail according to a third modification of the embodiment.

FIG. 14 is a flowchart of a program executed by a CPU in FIG. 1 according to a third modification of the embodiment.

FIG. 15 is a flowchart of a program executed by a CPU in FIG. 1 according to a fourth modification of the embodiment.

FIG. 16 is a flowchart showing details of the electromagnetic force correction routine of FIG. 15;

FIG. 17 is an alternative to the flowchart of FIG. 16;
14 is another flowchart showing details of the first half of the electromagnetic force correction routine of FIG.

FIG. 18 is an alternative to the flowchart of FIG. 16;
9 is another flowchart showing details of the second half of the electromagnetic force correction routine of FIG.

FIG. 19 is an alternative to the flowchart of FIG. 16;
13 is still another flowchart showing details of the electromagnetic force correction routine of No. 5;

FIG. 20 is a partially cutaway view showing the entire suspension device according to a sixth modification of the embodiment.

21 is an enlarged view of an upper portion of the suspension device of FIG.

[Explanation of symbols]

A1: electromagnetic damping force generating mechanism, A2: hydraulic damping force generating mechanism, A3: air spring mechanism, B: electric control device, BD ...
Body, LA: Lower arm, 23, 23a: Upper case,
24, 24a: lower case, 25: diaphragm, 3
5, 36: magnet, 37-1 to 37-15: coil, 51
.., Sprung acceleration sensor, 53, vehicle height sensor, 54, microcomputer, 54c, CPU, 54d, ROM,
55: drive circuit, 61, 62: magnet holder, 67
... guide member, 71 ... casing, 71a ... annular groove.

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Yoshiaki Kano 2-1-1 Asahi-cho, Kariya-shi, Aichi Aisin Seiki Co., Ltd. (72) Inventor Nobuyuki 2-1-1 Asahi-cho, Kariya-shi, Aichi Aisin Seiki (72) Inventor: Shigetaka Isotani 2-3-3, Showa-cho, Kariya-shi, Aichi

Claims (10)

[Claims] A magnet is assembled to one of a pair of support members which are respectively connected to a sprung member and a unsprung member of a vehicle and are vertically displaced integrally with the sprung member and the unsprung member, respectively. A plurality of coils are opposed to the magnet on the other of the support members and assembled coaxially with the vertical direction as the axial direction and at predetermined intervals in the vertical direction,
An electric control device for a vehicle suspension device that suppresses vibration of a sprung member with respect to an unsprung member using electromagnetic force generated by the magnet and the plurality of coils, wherein: Electromagnetic force calculating means for calculating an electromagnetic force necessary for suppressing vibration; relative position detecting means for detecting a relative position of the sprung member to the unsprung member; and calculating the calculated electromagnetic force and the detected relative position. An energization pattern determining means for determining a coil to be energized among the plurality of coils and an energization pattern indicating an energization direction of the coil, and energization for controlling energization of the plurality of coils according to the determined energization pattern. An electric control device for a vehicle suspension device, comprising: a control unit. 2. The power supply pattern determining means according to claim 1, wherein said plurality of power supply pattern determining means correspond to a combination of an electromagnetic force required for said vehicle suspension device and a relative position of a sprung member with respect to a unsprung member. Among the coils, an energization pattern table storing a plurality of energization pattern data representing a coil to be energized and an energization direction of the coil, and the calculated electromagnetic force and the detected relative position with reference to the energization pattern table And an energization pattern data deriving means for deriving energization pattern data corresponding to the combination of the above. 3. A magnet is assembled to one of a pair of support members connected to the sprung member and the unsprung member of the vehicle, and displaced in the vertical direction integrally with the sprung member and the unsprung member, respectively. A plurality of coils are opposed to the magnet on the other side of the support member and are assembled coaxially with the vertical direction as the axial direction and at predetermined intervals in the vertical direction,
An electric control device for a vehicle suspension device that suppresses vibration of a sprung member with respect to an unsprung member using electromagnetic force generated by the magnet and the plurality of coils, wherein: Electromagnetic force calculating means for calculating an electromagnetic force required to suppress vibration; relative position detecting means for detecting a relative position of the sprung member to the unsprung member; detecting a relative speed of the sprung member to the unsprung member A relative speed detecting unit that determines a coil to be energized among the plurality of coils and an energization pattern indicating an energization direction of the coil according to the calculated electromagnetic force, the detected relative position, and the detected relative speed. And an energization control unit that controls energization of the plurality of coils according to the determined energization pattern. Electric control apparatus for a vehicle suspension system to be. 4. An energizing pattern determining unit according to claim 3, wherein the energizing direction of the coil to be energized and the energizing direction of the coil among the plurality of coils is determined according to the calculated electromagnetic force and the detected relative position. An energization pattern designating unit that designates an energization pattern to be indicated, and a correction unit that corrects the generation delay of the electromagnetic force by changing the energization pattern designated by the energization pattern designation unit according to the detected relative speed. An electric control device for a vehicle suspension device. 5. A relative position correcting means for correcting the detected relative position by the generation delay of the electromagnetic force based on the detected relative speed, wherein the energization pattern determining means according to claim 3 is corrected. A vehicle comprising: a coil to be energized among the plurality of coils according to an electromagnetic force and the corrected relative position; and energization pattern designating means for designating an energization pattern indicating an energization direction of the coil. Electric control device for suspension device. 6. An energizing pattern determining means according to claim 3, wherein the energizing direction of the coil to be energized and the energizing direction of the coil among the plurality of coils is determined according to the calculated electromagnetic force and the detected relative position. Energizing pattern specifying means for specifying an energizing pattern to be indicated, and the coil generated by relative movement between the plurality of coils and the magnet by changing the energizing pattern specified by the energizing pattern specifying means according to the detected relative speed. An electric control device for a vehicle suspension device, comprising: a correction unit configured to correct a change in a current supplied to the vehicle. 7. The same coil generated by a relative movement between the plurality of coils and the magnet by changing the calculated electromagnetic force according to the detected relative speed. An electromagnetic force correcting means for correcting a change in the energizing current, and an energizing pattern indicating a coil to be energized and an energizing direction of the coil among the plurality of coils according to the corrected electromagnetic force and the detected relative position. An electric control device for a vehicle suspension device, characterized by comprising an energization pattern designating means to be designated. 8. A magnet is assembled to one of a pair of support members connected to the sprung member and the unsprung member of the vehicle, and displaced in the vertical direction integrally with the sprung member and the unsprung member, respectively. A plurality of coils are opposed to the magnet on the other side of the support member and are assembled coaxially with the vertical direction as the axial direction and at predetermined intervals in the vertical direction,
An electric control device for a vehicle suspension device that suppresses vibration of an unsprung member of a sprung member by using an electromagnetic force generated by the magnet and the plurality of coils, wherein: Electromagnetic force calculating means for calculating an electromagnetic force necessary for suppressing vibration; relative position detecting means for detecting a relative position of the sprung member to the unsprung member; and calculating the calculated electromagnetic force and the detected relative position. An energization pattern determining means for determining an energization pattern indicating a coil to be energized among the plurality of coils and an energization direction of the coil, energization for controlling energization of the plurality of coils according to the determined energization pattern Control means; relative speed detection means for detecting a relative speed of the sprung member to the unsprung member; and the energization control based on the detected relative speed. Electric control apparatus for a vehicle suspension system which is characterized in that a correcting means for correcting the variation of the electric current of the same coil caused by relative movement by controlling the stage and the plurality of coils and the magnet. 9. A magnet is assembled to one of a pair of support members connected to the sprung member and the unsprung member of the vehicle and displaced in the vertical direction integrally with the sprung member and the unsprung member, respectively. A plurality of coils are opposed to the magnet on the other side of the support member and are assembled coaxially with the vertical direction as the axial direction and at predetermined intervals in the vertical direction,
An electric control device for a vehicle suspension device that suppresses vibration of an unsprung member of a sprung member by using an electromagnetic force generated by the magnet and the plurality of coils, wherein: Electromagnetic force calculating means for calculating an electromagnetic force required to suppress vibration; electromagnetic force correcting means for correcting the calculated electromagnetic force so that the calculated electromagnetic force does not change over time; Relative position detecting means for detecting a relative position of the member with respect to the unsprung member; and a coil to be energized and an energizing direction of the coil among the plurality of coils according to the corrected electromagnetic force and the detected relative position. Power supply pattern determining means for determining a power supply pattern to be indicated, and power supply control means for controlling power supply to the plurality of coils in accordance with the determined power supply pattern. Electric control apparatus for a vehicle suspension system, characterized and. 10. A cylindrical upper case connected to the sprung member and displaced integrally with the sprung member, and a cylindrical lower case connected to the unsprung member and displaced integrally with the sprung member. A vehicle suspension apparatus comprising a case and a connecting case formed of a flexible member and hermetically connecting the upper case and the lower case, and having an air spring mechanism having an air chamber formed therein, wherein at least the upper part A case made of metal, a cylindrical resin casing tightly fixed to the inner peripheral surface of the upper case with the vertical direction as the axial direction, and a coaxial with the vertical direction as the axial direction inside the resin casing. A plurality of coils installed at predetermined intervals in a vertical direction; and a support member connected to the unsprung member fixed to the plurality of coils so as to face the plurality of coils and integrally changed with the unsprung member. A suspension device for a vehicle having an air spring mechanism, wherein a suspension magnet is provided.