WO2005049344A1 - Dispositif de controle de suspension - Google Patents

Dispositif de controle de suspension Download PDF

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Publication number
WO2005049344A1
WO2005049344A1 PCT/JP2004/016949 JP2004016949W WO2005049344A1 WO 2005049344 A1 WO2005049344 A1 WO 2005049344A1 JP 2004016949 W JP2004016949 W JP 2004016949W WO 2005049344 A1 WO2005049344 A1 WO 2005049344A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
stabilizer
turning
control device
turning state
Prior art date
Application number
PCT/JP2004/016949
Other languages
English (en)
Japanese (ja)
Inventor
Yoshiyuki Yasui
Original Assignee
Aisin Seiki Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Seiki Kabushiki Kaisha filed Critical Aisin Seiki Kabushiki Kaisha
Publication of WO2005049344A1 publication Critical patent/WO2005049344A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control

Definitions

  • the present invention relates to a vehicle suspension control device, and more particularly to a suspension control device provided with stabilizer control means for variably controlling the torsional rigidity of a stabilizer disposed between left and right wheels.
  • It relates to a control device.
  • a recent vehicle is provided with a stabilizer having a torsion bar force. If one of the right and left sides of the vehicle sinks due to rolling motion of the vehicle body, the stabilizer twists in a direction to suppress the sinking. A spring force is generated to reduce the roll motion.
  • the stabilizer is configured such that the middle portion is fixed to the vehicle body side and both end portions are connected to the wheel side, from the viewpoint of riding comfort, the smaller the rigidity, the better. For example, when a vehicle traveling straight ahead gets over a bump on the road, a smaller torsional rigidity of the stabilizer provides a better ride quality. Conversely, it is desirable that the torsional rigidity of the stabilizer be large in order to suppress the roll motion of the vehicle body during the turning operation.
  • Patent Literature 1 listed below discloses a stabilizer control device and a control method for the purpose of smoothly suppressing roll motion and ensuring a good ride quality.
  • This utilizes the power steering pressure generated by hydraulic power steering, and guides the hydraulic chamber through a switching valve and an on-off valve to a hydraulic actuator interposed between the end of the stabilizer bar and the suspension member.
  • Mode in which the pressure in the two oil chambers is changed by the power steering pressure, and a mode in which the two oil chambers are locked, the stabilizer bar is not torsionally rigid. It can be continuously and linearly varied up to the area where the torsional rigidity occurs (lock mode).
  • the roll control device for a vehicle described in Patent Document 2 described below roll motion is suppressed by applying hydraulic pressure from an external hydraulic pressure source. That is, the torsion bar section In a configuration in which the pressure is supplied to the rotary actuator by dividing the pressure into two in two minutes, the differential pressure control valve and the hydraulic source are kept in the unloaded state at the normal position in the middle of the hydraulic source and the port reactor, and the stabilizer is used.
  • the switching valve which keeps the rotary actuator on the side in the blocking state is arranged in series, and the operation is described as follows.
  • the differential pressure control valve blocks the rotary actuator in the stabilizer with the switching valve while maintaining the state of zero differential pressure. Will perform the function. Also, the hydraulic pressure source is kept in the unloaded state by the switching valve to save energy.
  • the control device detects the magnitude of the lateral acceleration, switches the switching valve to the open state by this lateral acceleration signal, and controls the proportional control valve. Then, a differential pressure corresponding to the magnitude of the lateral acceleration signal is given to the rotary actuator of the stabilizer.
  • the rotary actuator moves the roll moment in the opposite direction to the roll moment acting on the vehicle body through the stabilizer by the centrifugal force at that time, thereby effectively suppressing the roll generated on the vehicle body.
  • Patent Document 3 discloses a rolling stabilizing device for a vehicle, and proposes locking means for an electromechanical actuator for a stabilizer.
  • the stabilizers on the front wheel side and the rear wheel side are controlled in accordance with the roll value of the vehicle, and the moment distribution between the front axle and the rear axle is controlled.
  • Patent Document 1 Japanese Patent Application Laid-Open No. H10-258627
  • Patent Document 2 Japanese Patent Application Laid-Open No. 07-044071
  • Patent Document 3 JP-T-2002-518245
  • Figure 7 shows that when the roll stiffness of the entire vehicle is the same and the front-to-back ratio of the roll stiffness is different, one wheel gets over the protrusion on the road surface. It shows the roll motion of the vehicle body when the vehicle is running. During such roll motion, the roll rigidity on the front wheel side shown by the solid line in FIG. 7 is relatively large! / (Shown), the fluctuation of the vehicle body roll angle is smaller.
  • the roll on the front wheel side must be increased. It is desirable to reduce the rigidity and increase the roll rigidity on the rear wheel side.
  • the present invention provides a suspension control device provided with a stabilizer control means, which achieves both improvement of ride comfort and securing of vehicle stability with a simple and reliable configuration for roll motion of a vehicle body.
  • An object of the present invention is to provide a suspension control device capable of causing the suspension control.
  • a suspension control device of the present invention includes a front wheel stabilizer provided between left and right wheels in front of a vehicle, and a rear wheel stabilizer provided between left and right wheels behind the vehicle.
  • a stabilizer control means for variably controlling the torsional rigidity of only the front-wheel-side stabilizer; a turning determination means for determining a turning state of the vehicle; and a turning state of the vehicle based on the determination result of the turning determining means.
  • adjusting means for adjusting the stabilizer control means so that the torsional rigidity of the front wheel side stabilizer is increased.
  • the adjusting means may be configured to adjust the roll stiffness on the front wheel side of the vehicle according to a turning state of the vehicle based on a determination result of the turning determining means. it can. Further, it is preferable that the stabilizer control means is driven by an electric motor, and is configured such that energization of the electric motor is prohibited when the vehicle is traveling straight.
  • the turning determination means determines an estimated turning state based on a steering angle and a vehicle speed of the vehicle. It can be configured to operate. Further, the vehicle may be configured to calculate an actual turning state based on the lateral acceleration of the vehicle. Then, the vehicle may be configured to determine the turning state of the vehicle based on the estimated turning state and the actual turning state. Further, the estimated lateral acceleration and the actual lateral acceleration estimated based on the lateral acceleration of the vehicle are adjusted in phase, and based on the estimated lateral acceleration and the actual lateral acceleration after the phase adjustment, the turning state of the vehicle is determined. May be determined.
  • the adjusting means may be configured to limit the roll rigidity on the front wheel side of the vehicle according to the turning state determined by the turning determining means.
  • the adjustment means may be configured to adjust the stabilizer control means according to a speed of a steering operation for operating a steering wheel of the vehicle.
  • the suspension control device of the present invention includes a front-wheel stabilizer disposed only between the front left and right wheels of the front and rear wheels of the vehicle, and a stabilizer control means for variably controlling the torsional rigidity of the front-wheel stabilizer.
  • Adjustment means for adjusting may be provided.
  • the adjusting means may be configured to adjust the roll stiffness on the front wheel side of the vehicle according to a turning state of the vehicle based on a determination result of the turning determining means.
  • the stabilizer control means is driven by an electric motor, so that energization of the electric motor is prohibited when the vehicle goes straight.
  • the stabilizer control means is adjusted so that the torsional rigidity of the front-wheel-side stabilizer is increased according to the turning state of the vehicle, thereby reducing the roll motion of the vehicle body.
  • the stabilizer control means is adjusted so that the torsional rigidity of the front-wheel-side stabilizer is increased according to the turning state of the vehicle, thereby reducing the roll motion of the vehicle body.
  • the adjusting means can be configured in various modes as described above, and can appropriately adjust the roll rigidity on the front wheel side according to the turning state of the vehicle. it can. Further, if the stabilizer control means is configured as described above, When the vehicle is traveling forward and when the vehicle is turning, the energization of the electric motor is prohibited. Therefore, the roll rigidity on the front wheel side is reduced, and the riding comfort can be improved.
  • the turning determination means can also be configured in various modes, and can appropriately determine the turning state of the vehicle.
  • FIG. 1 is a configuration diagram showing an outline of an embodiment of a suspension control device of the present invention.
  • FIG. 2 is a configuration diagram showing a specific configuration example of a stabilizer actuator according to an embodiment of the present invention.
  • FIG. 3 is a configuration diagram showing an example of a stabilizer control unit according to an embodiment of the present invention.
  • FIG. 4 is a control block diagram for controlling a roll rigidity according to a turning state by a stabilizer actuator on a front wheel side in one embodiment of the present invention.
  • FIG. 5 is a graph showing a tire lateral force characteristic with respect to a wheel slip angle.
  • FIG. 6 is a graph showing a characteristic example when setting the roll rigidity on the front wheel side according to the turning state in one embodiment of the present invention.
  • FIG. 7 is a graph showing a roll motion of a vehicle body when one wheel passes over a protrusion when a front-to-back ratio of the roll rigidity of the vehicle body is changed.
  • FIG. 1 shows an overall configuration of a vehicle provided with a suspension control device according to an embodiment of the present invention.
  • the vehicle body is suspended by a spring element SPxx disposed on each wheel WHxx (the subscript XX represents each wheel).
  • Fr means right front wheel, 11 left front wheel, rr means right rear wheel, and rl means left rear wheel).
  • the spring element SPxx may be a spring element that uses a force, air pressure, a noid port, and a eumatic, in which a coil spring, a leaf spring, or the like used in a general suspension device is used.
  • a front-wheel stabilizer SBf and a rear-wheel stabilizer SBr that act as torsion springs when a roll motion is input to the vehicle body are provided.
  • the front-wheel-side stabilizer SBf is configured such that its torsional rigidity is variably controlled by the stabilizer actuator FT. This will be described later.
  • a stabilizer bar of a general torsion spring is used for the rear wheel side stabilizer SBr, and no stabilizer control means is provided. Further, when it is not necessary to provide a stabilizer on the rear wheel side, the rear wheel side stabilizer SBr can be omitted.
  • the rigidity in the roll direction defined by the roll moment with respect to the roll angle (roll rigidity) is determined by the spring rigidity of the spring element that suspends the vehicle body and the torsional rigidity of the stabilizer.
  • each wheel WHxx is provided with a wheel speed sensor WSxx, which is connected to the electronic control unit ECU, and the rotational speed of each wheel, that is, the number of pulses proportional to the wheel speed.
  • the pulse signal is input to the electronic control unit ECU.
  • a steering angle sensor SA that detects the steering angle (steering wheel steering angle) ⁇ f of the steering wheel SW
  • a longitudinal acceleration sensor XG that detects the longitudinal acceleration Gx of the vehicle
  • a lateral acceleration sensor that detects the lateral acceleration Gy of the vehicle YG
  • a rate sensor YR for detecting the rate Yr of the vehicle, and the like are connected to the electronic control unit ECU.
  • the electronic control unit ECU includes the power of the stabilizer control unit ECU1 and the brake.
  • a control unit ECU2, a throttle control unit ECU3, a notification control unit ECU4, and the like are configured.
  • These control units ECU1 to ECU4 each communicate with a communication unit via a communication unit having a CPU, ROM, and RAM for communication. Connected to the Thus, information necessary for each control system can also be transmitted to other control system powers.
  • FIG. 2 shows a specific configuration example of a stabilizer actuator FT as stabilizer control means of the present invention.
  • the front-wheel-side stabilizer SBf is divided into stabilizer bars SBfr and SBfl. One end is connected to the left and right wheels, and the other end is connected to a rotor RO of the electric motor SM via a speed reducer RD, and the other end is connected to a stator SR of the electric motor SM.
  • a torsional force is generated for each of the two divided stabilizer reservoirs SBfr and SBfl, and the apparent torsional spring characteristics are changed, so that the roll rigidity is controlled.
  • a mode in which the power S configured to control the roll rigidity by the electric motor SM and the power source is replaced by a pump driven by a motor or an engine, and hydraulic control is performed by the pump (see FIG. (Not shown).
  • the electric motor SM forming the stabilizer actuator FT of the front-wheel stabilizer SBf is driven and controlled by a stabilizer control unit ECU1.
  • the stabilizer control unit ECU1 is configured as shown in FIG. 3, for example, and the drive current supplied to the electric motor SM by the motor servo controller MC is controlled by the roll motion controller RC. You. At this time, the drive current supplied by the motor drive circuit power is detected by the current detection unit, and is fed back to the roll motion controller RC via the interface I / F together with the rotation detection signal of the electric motor SM.
  • the characteristic force of (W + AW) also increases by ⁇ W more than the change in lateral force ( ⁇ — ⁇ ) when the lateral force changes to the (W + 2 ⁇ ⁇ W) characteristic indicated by the broken line.
  • Force change (CB) is smaller.
  • the load transfer between the inner wheel and the outer wheel due to the roll motion of the vehicle body increases as the roll stiffness increases, so if the wheel slip angle does not change, the greater the roll stiffness, the more the inner and outer tire forces increase.
  • the sum of the rings becomes smaller. Therefore, the greater the roll stiffness on the front wheel side, the more the vehicle tends to understeer, and the other way around, the more the vehicle tends to oversteer.
  • the roll stiffness of the front wheels is set and controlled as described below in order to both reduce the change in roll motion due to road surface input that affects ride comfort and ensure vehicle stability during turning. I'm going to do that. That is, when the vehicle is traveling straight or when the turning state is small, as described above with reference to FIG. 7, the roll rigidity on the front wheel side is made smaller than a generally set value, so that the change in the body roll motion is reduced. We are going to ease it.
  • the stabilizer actuator FT is driven to move the front wheel side stabilizer bars SBfr and SBfl.
  • the torsional rigidity is adjusted to increase, and the roll rigidity on the front wheel side is increased to ensure vehicle stability.
  • FIG. 4 is a control block diagram for controlling the roll rigidity of the front wheels by the stabilizer actuator FT in accordance with the turning state of the stabilizer control unit ECU1.
  • the estimated turning state is calculated based on the steering angle ⁇ f and the vehicle speed V in the estimated turning state calculation block B1, and the actual lateral acceleration detected by the lateral acceleration sensor YG is calculated in the actual turning state calculation block B2.
  • the actual turning state is calculated based on Gya, and the turning state is calculated in the turning state calculation block B3 based on the calculation results.
  • the estimated turning state is calculated based on the steering angle ⁇ f which is an input to the vehicle, the phase of the signal is early, but the actual turning state is due to the existence of uncertain factors such as the road surface friction state.
  • the actual turning state has a slow force signal phase that directly represents the result of the vehicle motion. Therefore, based on both the estimated turning state and the actual turning state, the signal phase is compensated, the delay of the actuator is compensated, etc. By making the determination, control can be performed with a small error.
  • V is the vehicle speed
  • ⁇ f is the steering angle
  • L is the wheelbase
  • N is the steering gear ratio
  • Kh is the stapity factor.
  • the turning state TM is calculated in consideration of the actual lateral acceleration (actual lateral acceleration) Gya.
  • the turning determination means of the present invention is constituted by the blocks B1 to B3.
  • the target roll stiffness on the front wheel side is set so that the roll stiffness on the front wheel side eventually increases.
  • the roll stiffness on the front wheel side is relatively small.Roll fluctuations are reduced in response to road surface force input, improving ride comfort. Control is performed to increase the roll stiffness on the front wheel side, and the target roll stiffness is set so as to improve vehicle stability.
  • the target roll stiffness on the front wheel side is set in consideration of the vehicle speed. For example, when traveling at a normal speed, the characteristic is set so as to change in the order of A, B, C, and D in FIG. 6 as the turning state increases.
  • the inclination of the roll rigidity on the front wheel side with respect to the turning state is set to be large so that the turning state changes in the order of A, B, F, and D, or
  • the stability of the vehicle can be improved by setting the turning state of the control start condition small so as to change in the order of A, G, E, and D.
  • the control start sensitivity may be reduced as the vehicle speed increases, and the inclination of the portal rigidity may be increased.
  • the front wheel side is determined based on the target value of the roll rigidity distribution ratio. Can be calculated. Then, in block B5 in FIG. 4, a command value for the stabilizer actuator FT is set based on the target roll stiffness on the front wheel calculated in block B4.
  • the adjusting means of the present invention is constituted by the blocks B4 and B5, and the stabilizer actuator FT is adjusted so that the torsional rigidity of the front wheel side stabilizer SBf increases as the turning state of the vehicle increases. It is.
  • the time change amount dGye of the estimated lateral acceleration Gy e and the actual lateral acceleration are compensated for in response to the response delay of the stabilizer actuator FT. It is also possible to determine the command value in consideration of the time variation dGya of Gya and the steering speed d ⁇ f.
  • the front wheel side roll stiffness ratio is reduced, and as described with reference to FIG. 7, the front wheel side roll stiffness is reduced, and riding comfort can be improved.
  • the electric motor SM is slightly energized so as not to affect the riding comfort. A torsional force may be generated.
  • the present embodiment includes the stabilizer actuator FT that controls the front wheel side stabilizer SBf, and does not require the stabilizer actuator on the rear wheel side. Does not require a rear wheel stabilizer. It should be noted that arranging a stabilizer actuator also on the rear wheel side merely requires doubling the drive circuit in the required actuator controller. In a hydraulic-electric system, the hydraulic pressure source is generally located near the front wheels, so it is necessary to consider the voltage drop due to the wiring length, pressure loss due to the pipe length, pipe resistance, and the like. In contrast, in the present embodiment, a stabilizer is provided on the rear wheel side. Since a cutiator is not required, not only the cost and space are advantageous, but also the above-mentioned energy loss viewpoint is advantageous.

Abstract

L'invention concerne un dispositif de contrôle de suspension présentant un moyen de contrôle stabilisateur, permettant d'obtenir simultanément, dans un déplacement de véhicule, une amélioration au niveau de la qualité du transport et de l'acquisition de stabilité du véhicule, au moyen d'une construction simple et fiable. L'invention concerne un moyen de contrôle stabilisateur (FT) pour contrôler de manière variable la rigidité en torsion de seulement un stabilisateur côté roue avant (SBf) parmi un stabilisateur côté roue avant (SVf) et un stabilisateur côté roue arrière (SBr). Un moyen de détermination de virage permet de déterminer une condition de virage du véhicule, et en fonction du résultat de cette détermination, le moyen de contrôle stabilisateur est régulé de sorte que la rigidité en torsion du stabilisateur côté roue avant augmente, alors que la condition de virage augmente.
PCT/JP2004/016949 2003-11-19 2004-11-15 Dispositif de controle de suspension WO2005049344A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003-388789 2003-11-19
JP2003388789A JP2005145360A (ja) 2003-11-19 2003-11-19 サスペンション制御装置

Publications (1)

Publication Number Publication Date
WO2005049344A1 true WO2005049344A1 (fr) 2005-06-02

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Application Number Title Priority Date Filing Date
PCT/JP2004/016949 WO2005049344A1 (fr) 2003-11-19 2004-11-15 Dispositif de controle de suspension

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WO (1) WO2005049344A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4297085B2 (ja) 2005-06-16 2009-07-15 トヨタ自動車株式会社 車両用スタビライザシステム
JP4404018B2 (ja) 2005-06-16 2010-01-27 トヨタ自動車株式会社 車両用スタビライザシステム
JPWO2010134251A1 (ja) * 2009-05-21 2012-11-08 アイシン精機株式会社 車両の接地荷重制御装置
JP2019001328A (ja) * 2017-06-16 2019-01-10 Ntn株式会社 サスペンション制御装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63279916A (ja) * 1987-05-09 1988-11-17 Toyota Motor Corp スタビライザ制御装置
JPH0427615A (ja) * 1990-05-23 1992-01-30 Nissan Motor Co Ltd 車両用可変スタビライザ
JPH075011B2 (ja) * 1986-07-04 1995-01-25 日本電装株式会社 スタビライザ制御装置
JP3277168B2 (ja) * 1998-02-03 2002-04-22 ティーアールダブリュー・インコーポレーテッド アクティブ・ロ−ル制御装置の動的応答を改良する装置及び方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH075011B2 (ja) * 1986-07-04 1995-01-25 日本電装株式会社 スタビライザ制御装置
JPS63279916A (ja) * 1987-05-09 1988-11-17 Toyota Motor Corp スタビライザ制御装置
JPH0427615A (ja) * 1990-05-23 1992-01-30 Nissan Motor Co Ltd 車両用可変スタビライザ
JP3277168B2 (ja) * 1998-02-03 2002-04-22 ティーアールダブリュー・インコーポレーテッド アクティブ・ロ−ル制御装置の動的応答を改良する装置及び方法

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