WO2012029183A1 - Système de commande de véhicule et dispositif de commande - Google Patents

Système de commande de véhicule et dispositif de commande Download PDF

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Publication number
WO2012029183A1
WO2012029183A1 PCT/JP2010/065181 JP2010065181W WO2012029183A1 WO 2012029183 A1 WO2012029183 A1 WO 2012029183A1 JP 2010065181 W JP2010065181 W JP 2010065181W WO 2012029183 A1 WO2012029183 A1 WO 2012029183A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
roll
temperature
tire
distribution
Prior art date
Application number
PCT/JP2010/065181
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English (en)
Japanese (ja)
Inventor
淳介 木方
伸吾 香村
Original Assignee
トヨタ自動車株式会社
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 トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2010/065181 priority Critical patent/WO2012029183A1/fr
Publication of WO2012029183A1 publication Critical patent/WO2012029183A1/fr

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    • 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
    • B60G17/016—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 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—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 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • 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
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/52—Pressure in tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/70—Temperature of vehicle part or in the vehicle
    • 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
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • 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
    • B60G2800/912—Attitude Control; levelling control
    • B60G2800/9122—ARS - Anti-Roll System Control

Definitions

  • the present invention relates to a vehicle control system and a control device.
  • Patent Document 1 discloses an active suspension that reduces the roll during turning of the vehicle and improves the steering performance of the vehicle.
  • An active suspension device for a vehicle that increases the distribution ratio of the hydraulic control pressure of the suspension is disclosed.
  • the active suspension device for a vehicle described in Patent Document 1 as described above has room for further improvement, for example, for suppressing vibration against road surface input.
  • the present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control system and a control device capable of suppressing vibrations generated in a vehicle.
  • a vehicle control system includes an actuator that can change a roll characteristic of a vehicle, a temperature detection device that detects a temperature of a tire of a wheel of the vehicle, and a detection by the temperature detection device. And a control device that controls the actuator based on the temperature of the tire and changes the roll characteristics.
  • the temperature detection device may detect a temperature inside the tread of the tire.
  • control device controls the actuator and changes the roll characteristics based on cornering power of the wheel according to the temperature of the tire detected by the temperature detection device. can do.
  • the vehicle control system further includes a vehicle speed detection device that detects a vehicle speed of the vehicle, and the control device includes a temperature of the tire detected by the temperature detection device and a vehicle speed of the vehicle detected by the vehicle speed detection device. Based on the above, the actuator can be controlled to change the roll characteristics.
  • the actuator can adjust the roll rigidity of the vehicle.
  • the actuator may be capable of adjusting a roll damping force of the vehicle.
  • the control device can control the actuator to adjust the distribution ratio between the roll stiffness on the front wheel side and the roll stiffness on the rear wheel side of the vehicle, and the temperature detection device detects When the tire temperature is relatively high, the distribution of the roll rigidity on the front wheel side of the vehicle is reduced and the distribution of the roll rigidity on the rear wheel side is compared with the case where the temperature of the tire is relatively low. Can be large.
  • the control device is capable of adjusting the distribution ratio between the roll damping force on the front wheel side and the roll damping force on the rear wheel side by controlling the actuator, and the temperature detecting device.
  • the actuator controls the actuator, and the temperature detecting device.
  • the distribution of the roll damping force on the front wheel side of the vehicle is made smaller and the roll damping on the rear wheel side compared to the case where the tire temperature is relatively low.
  • the distribution of power can be increased.
  • a control device is an actuator capable of changing the roll characteristics of a vehicle based on the temperature of the tire detected by a temperature detection device that detects the temperature of a tire of a vehicle wheel. And the roll characteristics are changed.
  • the vehicle control system and the control device according to the present invention have an effect that vibration generated in the vehicle can be suppressed.
  • FIG. 1 is a schematic diagram illustrating a schematic configuration of a vehicle control system according to an embodiment.
  • FIG. 2 is a diagram showing an example of the relationship between the frequency of road surface input and body displacement / road surface input.
  • FIG. 3 is a diagram showing an example of the relationship between the road surface input frequency, the lateral acceleration, and the yaw angular velocity.
  • FIG. 4 is a diagram showing an example of the relationship between cornering power, vertical load, and tire temperature.
  • FIG. 5 is a schematic diagram showing a simple model of a vehicle.
  • FIG. 6 is a diagram illustrating an example of a relationship between road surface input and forcing force.
  • FIG. 7 is a diagram showing an example of the relationship between the vehicle speed, the front / rear roll stiffness distribution, the front / rear roll damping distribution, and the phase difference between the front and rear wheel forcing forces.
  • FIG. 8 is a diagram showing an example of the relationship between the road surface input frequency and the body displacement / road surface input when the vehicle speed is high.
  • FIG. 9 is a diagram showing an example of the relationship between the road surface input frequency and the body displacement / road surface input when the vehicle speed is low.
  • FIG. 10 is a diagram illustrating an example of the front and rear roll stiffness distribution map.
  • FIG. 11 is a flowchart illustrating an example of front and rear roll stiffness distribution control.
  • FIG. 12 is a diagram illustrating an example of the front and rear roll attenuation distribution map.
  • FIG. 13 is a flowchart illustrating an example of front and rear roll damping distribution control.
  • FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle control system according to the embodiment
  • FIG. 2 is a diagram showing an example of a relationship between a frequency of road surface input and body displacement / road surface input
  • FIG. 3 is a diagram of road surface input
  • FIG. 4 is a diagram showing an example of the relationship between frequency, lateral acceleration, and yaw angular velocity
  • FIG. 4 is a diagram showing an example of the relationship between cornering power, vertical load, and tire temperature
  • FIG. 5 is a schematic diagram showing a simple model of the vehicle.
  • Fig. 6 is a diagram showing an example of the relationship between road surface input and forcing force
  • FIG. 7 is a diagram showing the relationship between vehicle speed, front and rear roll stiffness distribution and front and rear roll damping distribution, and phase difference of front and rear wheel forcing force.
  • FIG. 8 is a diagram showing an example
  • FIG. 8 is a diagram showing an example of the relationship between the frequency of road surface input and the body displacement / road surface input when the vehicle speed is high (for example, 80 km / h), and FIG. (For example, 20 km / h) Road surface input frequency and body
  • FIG. 10 is a diagram illustrating an example of a front / rear roll stiffness distribution map
  • FIG. 11 is a flowchart illustrating an example of a front / rear roll stiffness distribution control
  • FIG. 12 is a front / rear roll.
  • FIG. 13 is a flowchart illustrating an example of the attenuation distribution map
  • FIG. 13 is a flowchart illustrating an example of front and rear roll attenuation distribution control.
  • the vehicle control system 1 of this embodiment is a system for controlling the vehicle 2 that is mounted on the vehicle 2 as shown in FIG. 1. Typically, the temperature of the tire 4 of the wheel 3 of the vehicle 2 is controlled. Based on this, the vehicle behavior control device controls the behavior of the vehicle 2 by making the roll characteristics of the vehicle 2 variable.
  • the vehicle 2 includes a left front wheel 3FL, a right front wheel 3FR, a left rear wheel 3RL, and a right rear wheel 3RR as the wheels 3, but these are simply referred to as wheels 3 when it is not necessary to separate them.
  • a driving source for driving acts on the wheels 3 (for example, the left front wheel 3 FL and the right front wheel 3 FR) as drive wheels, thereby A driving force [N] is generated on the ground contact surface with the road surface, and thus the vehicle can travel. Further, the vehicle 2 can steer the wheels 3 (for example, the left front wheel 3FL and the right front wheel 3FR) as steering wheels by operating the steering wheel 5 through a power steering device (not shown). Can be turned.
  • a driving source for driving for example, an internal combustion engine or an electric motor
  • the front-rear direction of the vehicle 2 described below is a direction along the traveling direction of the vehicle 2, and the left-right direction of the vehicle 2 is the width direction of the vehicle 2 orthogonal to the front-rear direction and the vertical direction.
  • the roll direction is a direction around the front-rear axis that is an axis along the front-rear direction of the vehicle 2
  • the yaw direction is a direction around the vertical axis that is an axis along the vertical direction of the vehicle 2.
  • the vehicle control system 1 of the present embodiment includes an actuator 6, a temperature sensor 7 as a temperature detection device, a vehicle speed sensor 8 as a vehicle speed detection device, and an ECU 9 as a control device.
  • the actuator 6 can change the roll characteristics of the vehicle 2.
  • the actuator 6 of the present embodiment includes an active stabilizer 10 that can adjust the roll rigidity of the vehicle 2 and a damping force variable device (AVS: Adaptive Variable Suspension system) 11 that can adjust the roll damping force of the vehicle 2.
  • AVS Adaptive Variable Suspension system
  • both roll rigidity and roll damping force can be changed.
  • the roll rigidity of the vehicle 2 corresponds to the rigidity along the roll direction of the vehicle 2
  • the roll damping force of the vehicle 2 corresponds to a damping force along the roll direction of the vehicle 2.
  • the active stabilizer 10 secures the roll rigidity of the vehicle 2 to suppress the roll motion (roll vibration) that rotates the vehicle body (body) 2A of the vehicle 2 in the roll direction to ensure a stable posture of the vehicle 2 and
  • the steering stability of the vehicle 2 can be improved by making the roll rigidity variable and adjusting according to the driving state of the vehicle 2.
  • the active stabilizer 10 is provided with respect to the left front wheel 3FL and the right front wheel 3FR, and is provided with respect to the front wheel active stabilizer 10F capable of adjusting the roll rigidity on the front wheel side, the left rear wheel 3RL, and the right rear wheel 3RR.
  • the rear wheel active stabilizer 10R which can adjust the roll rigidity, is configured to be referred to as an active stabilizer 10 when it is not necessary to separate them.
  • the active stabilizer 10 includes a stabilizer bar 12 and a drive unit 13, and uses the torsional reaction force of the stabilizer bar 12 to suppress the roll of the vehicle body 2A of the vehicle 2.
  • a pair of left and right torsion bar portions are coupled to each other by a drive unit 13 so as to be relatively rotatable, and a pair of left and right arm portions are bent and coupled to a suspension 14 corresponding to each wheel 3 (for example, a lower arm of the suspension 14).
  • the suspension 14 is a suspension device interposed between the wheel 3 and the vehicle body 2A. The suspension 14 mitigates shock and vibration transmitted from the road surface to the vehicle body 2A, and forms a part of the damping force variable device 11 described later.
  • the drive unit 13 is connected to the ECU 9 and is controlled by the ECU 9.
  • the active stabilizer 10 is driven by a drive unit 13 including an electric motor or the like, and relatively rotates the torsion bar portions of the stabilizer bar 12 that is divided into left and right portions, thereby making the relative rotation of the left and right torsion bar portions relative to each other.
  • the roll rigidity of the vehicle 2 can be adjusted by adjusting the twist amount and thereby adjusting the twist reaction force.
  • the active stabilizer 10 adjusts the amount of twist of the stabilizer bar 12, in other words, the torsional rigidity by the drive unit 13 to adjust the spring characteristics, and adjusts the roll rigidity of the vehicle body 2 ⁇ / b> A of the vehicle 2 to control the roll motion. Do.
  • the active stabilizer 10 increases the output torque (rotational driving force) of the drive unit 13 and increases the rotation angle of the drive unit 13, thereby increasing the amount of twist of the stabilizer bar 12 and acting on the stabilizer bar 12.
  • the torsional reaction force increases, and the roll rigidity of the vehicle body 2A of the vehicle 2 increases.
  • the damping force variable device 11 is a so-called damping force control suspension system.
  • the damping force characteristic of the shock absorber of the suspension 14 that buffers the road surface input from the road surface to the wheel 3 is made variable, thereby changing the roll damping force.
  • the damping force varying device 11 is provided for the left front wheel 3FL and can adjust the roll damping force on the left front wheel 3FL side.
  • the damping force varying device 11FL is provided for the right front wheel 3FR and the roll damping force on the right front wheel 3FR side.
  • the damping force variable device 11FR capable of adjusting the left rear wheel 3RL, the damping force variable device 11RL capable of adjusting the roll damping force on the left rear wheel 3RL side, and the right rear wheel 3RR provided to the right
  • a damping force variable device 11RR capable of adjusting the roll damping force on the rear wheel 3RR side
  • the damping force variable device 11 can use, for example, a device that realizes a change in damping force by switching the size of the orifice through which hydraulic oil flows in and out with the reciprocating motion of the piston, but is not limited thereto. An electric type may be used.
  • the temperature sensor 7 detects the temperature of the tire 4 of the wheel 3 of the vehicle 2, and for example, a thermocouple, a thermistor, or the like can be used. More specifically, the temperature sensor 7 detects the temperature inside the tread of the tire 4, for example, the temperature of a carcass layer, a belt layer, or a tread rubber that is a structural member inside the tread. Preferably, the temperature sensor 7 may detect the temperature inside the tread rubber between the tread surface of the tire 4 and the upper surface of the belt layer.
  • the temperature sensor 7 is electrically connected to the ECU 9 and transmits the detected temperature signal of the tire 4 to the ECU 9.
  • the temperature sensor 7 may be a non-contact type temperature sensor using infrared rays or the like. Further, the temperature sensor 7 may detect, for example, the temperature of the wheel on which the tire 4 is mounted, and detect and estimate the temperature inside the tread of the tire 4 based on this.
  • the vehicle speed sensor 8 detects a vehicle speed that is the traveling speed of the vehicle 2.
  • the vehicle speed sensor 8 is electrically connected to the ECU 9 and transmits the detected vehicle speed signal of the vehicle 2 to the ECU 9.
  • the vehicle speed detection device may be a wheel speed sensor that detects the wheel speed of each wheel 3.
  • the ECU 9 detects the vehicle 2 based on each wheel speed detected by each wheel speed sensor provided on each wheel 3. The vehicle speed may be obtained.
  • the ECU 9 controls driving of each part of the vehicle 2.
  • the ECU 9 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface.
  • the ECU 9 is electrically connected to various sensors and detection devices provided in each part of the vehicle 2 such as the temperature sensor 7 and the vehicle speed sensor 8 described above, and includes an active stabilizer 10 and a damping force variable device 11.
  • Each part of the vehicle 2 is electrically connected.
  • the ECU 9 receives electric signals corresponding to detection results detected by various sensors and detection devices, and outputs drive signals to the respective parts of the vehicle 2 in accordance with the input detection results to control the driving thereof.
  • the ECU 9 can control the roll stiffness on the front wheel side and the roll stiffness on the rear wheel side by controlling the drive of the drive unit 13 of the front wheel active stabilizer 10F and the drive unit 13 of the rear wheel active stabilizer 10R.
  • the ECU 9 can control the control amount of the drive unit 13 of the front wheel active stabilizer 10F and the control amount of the drive unit 13 of the rear wheel active stabilizer 10R independently of each other.
  • the front wheel active stabilizer 10F and the rear wheel active stabilizer 10R thus, for example, the front-rear roll rigidity distribution, which is the distribution ratio between the roll rigidity on the front wheel side and the roll rigidity on the rear wheel side, of the vehicle 2 can be appropriately changed.
  • the ECU 9 controls the driving of the damping force varying devices 11FL, FR, RL, and RR, so that the roll damping force on the left front wheel 3FL side, the roll damping force on the right front wheel 3FR side, the roll damping force on the left rear wheel 3RL side, The roll damping force on the right rear wheel 3RR side can be adjusted.
  • the ECU 9 can control the control amounts of the damping force variable devices 11FL, FR, RL, RR independently of each other, and, for example, rolls on the front wheel side of the vehicle 2 by the damping force variable devices 11FL, FR, RL, RR.
  • the front and rear roll damping distribution which is the distribution ratio between the damping force and the roll damping force on the rear wheel side, can be appropriately changed.
  • the ECU9 of this embodiment controls the actuator 6 based on the temperature of the tire 4 which the temperature sensor 7 detected, and changes the roll characteristic of the vehicle 2, and suppresses the vibration which arises in the vehicle 2 appropriately. ing.
  • the ECU 9 may use an average value of the temperatures of the four wheels, or any one temperature.
  • the vehicle control system 1 is sensuously expressed as vibration in the roll direction, yaw direction, and left-right direction of the vehicle 2 (so-called clutter vibration) with respect to road surface input in the low frequency region (input from the road surface to the wheels 3).
  • vibrations in the roll direction, yaw direction, and left-right direction of the vehicle 2 tend to be easily affected by the left-right force (lateral force) acting on the tire 4.
  • the solid line L11, the dotted line L12, and the solid line L13 are the relationship between the road surface frequency in the left-right direction and the body displacement / road surface input
  • the solid line R11, the dotted line R12, and the solid line R13 are rolls (Roll).
  • the relationship between the frequency of the road surface input in the direction and the body displacement / road surface input, solid line Y11, dotted line Y12, and solid line Y13 show examples of the relationship between the frequency of the road surface input in the yaw direction and the body displacement / road surface input, respectively. Is.
  • the solid line L12, the solid line R12, and the solid line Y12 are front wheel side normalized cornering power / rear wheel.
  • the normalized cornering power can be expressed by, for example, [cornering power / axle load].
  • the cornering power of the tire 4 corresponds to a cornering force per unit slip angle (side slip angle).
  • the cornering force is a component force applied in a direction perpendicular to the traveling direction of the tire 4 when the vehicle 2 is cornered (turned).
  • FIG. 3 shows the influence of the front wheel side normalized cornering power and the rear wheel side normalized cornering power using an example of the frequency response of the lateral acceleration and yaw angular velocity with respect to the roll angle.
  • the horizontal axis represents the vertical load and the vertical axis represents the cornering power.
  • the tire characteristics including the cornering power tend to be relatively high in temperature. Therefore, the cornering power of the tire 4 changes according to the temperature of the tire 4 even if the tire 4 is the same. For example, if the vertical load is the same, the cornering power tends to increase as the tire temperature decreases. As a result, the roll, yaw, and left-right vibrations of the vehicle 2 may change as the temperature of the tire 4 changes and the cornering power changes.
  • the ECU 9 of this embodiment is based on the temperature of the tire 4 detected by the temperature sensor 7, in other words, based on the cornering power of the wheel 3 corresponding to the temperature of the tire 4 detected by the temperature sensor 7.
  • the ECU 9 controls the active stabilizer 10 based on the temperature of the tire 4, controls the front / rear roll rigidity distribution of the vehicle 2, and controls the damping force variable device 11 based on the temperature of the tire 4,
  • the front and rear roll damping distribution of the vehicle 2 is controlled.
  • the ECU 9 controls the actuator 6 based on the temperature of the tire 4 detected by the temperature sensor 7 and the vehicle speed of the vehicle 2 detected by the vehicle speed sensor 8, and the roll characteristics of the vehicle 2, that is, the roll of the vehicle 2.
  • the rigidity and roll damping force are changed, and typically, vibrations in the low frequency region in the roll direction, yaw direction, and left-right direction of the vehicle 2 are effectively suppressed.
  • the roll stiffness K ⁇ i corresponds to a parameter indicating the spring characteristic of the active stabilizer 10
  • the roll damping coefficient C ⁇ i corresponds to a parameter indicating the damping characteristic of the damping force varying device 11.
  • the vehicle control system 1 reduces the left-right force ⁇ Hs of the rear wheel with respect to the front wheel when the cornering power of the wheel 3, particularly the cornering power on the rear wheel side becomes relatively small.
  • the generation delay is reduced, and the damping effect is increased by moving the tire contact point in the left-right direction, so that vibrations in the yaw direction, the left-right direction, and the like are significantly suppressed.
  • the tire characteristics including the cornering power change as the tire temperature changes as illustrated in FIG. 4, so that the degree of vibration suppression also changes as the tire temperature changes.
  • Ride comfort may change.
  • the cornering power when the tire temperature is the lowest temperature illustrated in FIG. 4 and the cornering power when the tire temperature is the highest are greatly different.
  • the cornering power is relatively higher as the tire temperature is lower. There is a risk that it will become larger and the ride comfort will deteriorate.
  • the horizontal axis represents the time axis
  • the vertical axis represents the road surface input ⁇ i and the forcing force Fi.
  • the forcing force Fi is a force that generates a roll motion in the vehicle body 2A of the vehicle 2 in accordance with the road surface input ⁇ i, and can be represented by, for example, [(K ⁇ i + C ⁇ is ) ⁇ i].
  • the forcing force Fi has a relationship in which a phase advance ⁇ 2 is generated with respect to the road surface input ⁇ i.
  • the phase of the forcing force Fi advances by an amount corresponding to [tan ⁇ 1 (C ⁇ i s / K ⁇ i )] with respect to the road surface input ⁇ i.
  • the vehicle control system 1 can relatively increase the phase advance ⁇ 2 by relatively increasing the roll damping coefficient C ⁇ i, and can relatively increase the roll rigidity K ⁇ i.
  • the advance ⁇ 2 can be made relatively small.
  • the influence of the front / rear roll stiffness distribution and the front / rear roll damping distribution on the forcing force Fi according to the vehicle speed U is exemplified in FIG. That is, when the upper vehicle speed in the figure is 80 km / h and the lower vehicle speed in the figure is 20 km / h, for example, the phase delay ⁇ 1 at a relatively high speed of 80 km / h is relatively high. The phase delay ⁇ 1 becomes relatively large when the speed is 20 km / h, which is relatively low.
  • the front and rear roll stiffness distribution of the vehicle 2 on the left side in the figure is 70% for the front wheel roll stiffness and the rear wheel roll stiffness distribution is 30%.
  • the front and rear roll damping distribution of the vehicle 2 is 30% and the rear wheel roll damping distribution is 30%.
  • the phase advance ⁇ 2F of the forcing force F1 with respect to is relatively large, and the phase advance ⁇ 2R of the forcing force F2 with respect to the road input ⁇ 2 on the rear wheel side is relatively small.
  • the phase difference between the forcing force on the front wheel side and the forcing force on the rear wheel side is such that the front wheel roll stiffness distribution is 30% when the vehicle speed is 80 km / h, which is relatively high.
  • the vehicle control system 1 distributes the front and rear roll stiffness distribution of the vehicle 2 closer to the rear wheel (relatively larger roll stiffness on the rear wheel side) when the vehicle speed is relatively high.
  • the phase difference between the forcing force on the front wheel side and the forcing force on the rear wheel side is such that when the vehicle speed is 20 km / h, which is a relatively low speed, the front wheel roll stiffness distribution is 70%.
  • the vehicle control system 1 allows the front and rear roll stiffness distribution of the vehicle 2 to be closer to the front wheels (relatively increasing the roll stiffness on the front wheels) when the vehicle speed is relatively low.
  • the ECU 9 controls the active stabilizer 10 and the damping force variable device 11 based on the temperature dependence of the tire characteristics including the cornering power described above, and the roll characteristics of the vehicle 2, here, The front / rear roll stiffness distribution and front / rear roll damping distribution of the vehicle 2 are controlled.
  • the vehicle control system 1 further determines that the ECU 9 takes into account the effect of the tire 2 on the vibration of the front and rear roll stiffness distribution and the front and rear roll damping distribution according to the vehicle speed as well as the temperature dependence of the tire characteristics. Control the roll characteristics.
  • the ECU 9 can control the active stabilizer 10 that is the actuator 6 to adjust the distribution ratio between the roll rigidity on the front wheel side and the roll rigidity on the rear wheel side of the vehicle 2, and the temperature of the tire 4 detected by the temperature sensor 7 can be adjusted.
  • the temperature is relatively high, the distribution of roll rigidity on the front wheel side of the vehicle 2 is reduced and the distribution of roll rigidity on the rear wheel side is increased as compared with the case where the temperature of the tire 4 is relatively low.
  • the ECU 9 reduces the distribution of roll rigidity on the front wheel side of the vehicle 2 when the vehicle speed of the vehicle 2 detected by the vehicle speed sensor 8 is relatively high compared to when the vehicle speed of the vehicle 2 is relatively low. Increase the distribution of roll rigidity on the rear wheel side.
  • ECU9 calculates
  • the horizontal axis indicates the tire temperature of the tire 4
  • the vertical axis indicates the front wheel roll stiffness distribution.
  • the front and rear roll stiffness distribution map m1 describes the relationship between the tire temperature of the tire 4 at each vehicle speed (in other words, cornering power according to the tire temperature) and the front wheel roll stiffness distribution.
  • the front / rear roll stiffness distribution map m1 indicates that the relationship between the tire temperature and the front wheel roll stiffness distribution is related to the temperature dependency of the tire characteristics and the vibration of the front / rear roll stiffness distribution and the front / rear roll damping distribution of the vehicle 2 according to the vehicle speed. It is set in advance based on the influence and stored in the storage unit of the ECU 9.
  • the front wheel roll stiffness distribution decreases as the tire temperature increases, in other words, decreases as the cornering power decreases, and decreases as the vehicle speed increases.
  • the rear wheel roll stiffness distribution increases as the tire temperature increases, in other words, increases as the cornering power decreases, and increases as the vehicle speed increases.
  • the ECU 9 obtains the front wheel roll stiffness distribution and the rear wheel roll stiffness distribution from the temperature of the tire 4 detected by the temperature sensor 7 and the vehicle speed of the vehicle 2 detected by the vehicle speed sensor 8 based on the front and rear roll stiffness distribution map m1. And ECU9 controls the active stabilizer 10 based on the calculated
  • the ECU 9 calculates the front wheel roll stiffness distribution and the rear wheel roll stiffness distribution using the front and rear roll stiffness distribution map m1 illustrated in FIG. 10, but the present embodiment is not limited to this.
  • the ECU 9 may obtain the front wheel roll stiffness distribution and the rear wheel roll stiffness distribution based on a mathematical expression corresponding to the front and rear roll stiffness distribution map m1 illustrated in FIG. The same applies to the front and rear roll attenuation distribution map described below.
  • the ECU 9 acquires the tire temperature of the tire 4 detected by the temperature sensor 7 and the vehicle speed of the vehicle 2 detected by the vehicle speed sensor 8 (ST1).
  • the ECU 9 obtains the front wheel roll stiffness distribution from the front and rear roll stiffness distribution map m1 of FIG. 10 based on the tire temperature of the tire 4 and the vehicle speed of the vehicle 2 acquired in ST1, and determines the front and rear roll stiffness distribution ( ST2).
  • the ECU 9 controls the active stabilizer 10 based on the front / rear roll stiffness distribution determined in ST2 to adjust the front / rear roll stiffness distribution of the vehicle 2 (ST3), ends the current control cycle, and then proceeds to the next control cycle.
  • the front and rear roll stiffness distribution map m1 in FIG. 10 may describe a relationship between cornering power and front wheel roll stiffness distribution according to the tire temperature of the tire 4.
  • the ECU 9 estimates the current cornering power based on the tire temperature, and in ST2, uses the estimated cornering power and the vehicle speed to roll back and forth. What is necessary is just to determine rigidity distribution. The same applies to the front and rear roll damping distribution control described below.
  • the ECU 9 can control the damping force varying device 11 that is the actuator 6 to adjust the distribution ratio between the roll damping force on the front wheel side and the roll damping force on the rear wheel side of the vehicle 2, and is detected by the temperature sensor 7.
  • the temperature of the tire 4 is relatively high, the distribution of the roll damping force on the front wheel side of the vehicle 2 is reduced compared to the case where the temperature of the tire 4 is relatively low, and the roll damping force on the rear wheel side is reduced.
  • Increase distribution Further, the ECU 9 increases the distribution of the roll damping force on the front wheel side of the vehicle 2 when the vehicle speed of the vehicle 2 detected by the vehicle speed sensor 8 is relatively high compared to when the vehicle speed of the vehicle 2 is relatively low. And reducing the distribution of the roll damping force on the rear wheel side.
  • ECU9 calculates
  • the horizontal axis indicates the tire temperature of the tire 4
  • the vertical axis indicates the front wheel roll attenuation distribution.
  • the front and rear roll damping distribution map m2 describes the relationship between the tire temperature of the tire 4 at each vehicle speed (in other words, cornering power according to the tire temperature) and the front wheel roll damping distribution.
  • the front and rear roll damping distribution map m2 is stored in the storage unit of the ECU 9 after the relationship between the tire temperature and the front wheel roll damping distribution is set in advance in the same manner as the front and rear roll stiffness distribution map m1.
  • the front wheel roll attenuation distribution decreases as the tire temperature increases, in other words, decreases as the cornering power decreases, and increases as the vehicle speed increases. That is, in this case, the rear wheel roll damping distribution increases as the tire temperature increases, in other words, increases as the cornering power decreases, and decreases as the vehicle speed increases.
  • the ECU 9 obtains the front wheel roll attenuation distribution and the rear wheel roll attenuation distribution from the temperature of the tire 4 detected by the temperature sensor 7 and the vehicle speed of the vehicle 2 detected by the vehicle speed sensor 8 based on the front and rear roll attenuation distribution map m2. Then, the ECU 9 controls the damping force variable device 11 based on, for example, the obtained front wheel roll damping distribution and rear wheel roll damping distribution to adjust the front and rear roll damping distribution of the vehicle 2.
  • the ECU 9 acquires the tire temperature of the tire 4 detected by the temperature sensor 7 and the vehicle speed of the vehicle 2 detected by the vehicle speed sensor 8 (ST21).
  • the ECU 9 obtains the front wheel roll attenuation distribution from the front and rear roll attenuation distribution map m2 of FIG. 12 based on the tire temperature of the tire 4 and the vehicle speed of the vehicle 2 acquired in ST21, and determines the front and rear roll attenuation distribution ( ST22).
  • the ECU 9 controls the damping force variable device 11 based on the front / rear roll attenuation distribution determined in ST22 (AVS control), adjusts the front / rear roll attenuation distribution of the vehicle 2 (ST23), and ends the current control cycle. Then, the next control cycle is started.
  • the vehicle control system 1 configured as described above detects the internal temperature of the tire 4, and based on the tire temperature, in other words, the cornering power corresponding to the tire temperature and the vehicle speed, the front / rear roll rigidity distribution and the front / rear roll By controlling roll characteristics such as attenuation distribution, vibrations in the low frequency region in the roll direction, yaw direction, and left-right direction of the vehicle 2, so-called clutter vibration can be effectively suppressed. As a result, the vehicle control system 1 can effectively suppress the vibration with respect to the road surface input in the low frequency region, and can suppress the deterioration of the riding comfort due to the change in the tire temperature.
  • the vehicle control system 1 detects the temperature inside the tread where the temperature sensor 7 easily affects the tire characteristics including the cornering power of the tire 4, typically the temperature inside the tread rubber, and detects the temperature of the roll characteristics. By using it for the adjustment control, the accuracy of the control can be further improved, and the vibration with respect to the road surface input in the low frequency region can be more effectively suppressed.
  • the actuator 6 that can change the roll characteristics of the vehicle 2, the temperature sensor 7 that detects the temperature of the tire 4 of the wheel 3 of the vehicle 2, and the temperature sensor 7. And an ECU 9 that controls the actuator 6 based on the temperature of the tire 4 detected by the engine and changes the roll characteristics.
  • ECU9 which concerns on embodiment described above, based on the temperature of the tire 4 which the temperature sensor 7 which detects the temperature of the tire 4 of the wheel 3 of the vehicle 2 detected, the actuator which can change the roll characteristic of the vehicle 2 6 to change the roll characteristics. Therefore, the vehicle control system 1 and the ECU 9 can suppress vibration generated in the vehicle 2.
  • the actuator has been described as including the active stabilizer 10 and the damping force variable device 11, but may be either one, that is, in the above description, the vehicle control system.
  • the control device has been described as adjusting both the roll rigidity and the roll damping force as the roll characteristics.
  • the present invention is not limited to this, and only one of them may be adjusted.
  • control device has been described as controlling the actuator based on the tire temperature detected by the temperature detection device and the vehicle speed detected by the vehicle speed detection device, and changing the roll characteristics of the vehicle.
  • the actuator may be controlled based on the tire temperature detected by the temperature detection device to change the roll characteristics of the vehicle. .
  • the actuator has been described as including an active stabilizer that can adjust the roll stiffness of the vehicle.
  • the actuator is not limited to this, and an active suspension that can adjust the roll stiffness of the vehicle is used instead of the active stabilizer. It may be configured to include.
  • control device of the vehicle control system has been described as an ECU that controls each part of the vehicle.
  • the present invention is not limited to this, and is configured separately from the ECU, for example. It may be configured to exchange information such as a detection signal, a drive signal, and a control command.
  • the vehicle control system and the control device according to the present invention are suitable for application to a vehicle control system and a control device mounted on various vehicles.

Abstract

Un système de commande de véhicule (1) selon l'invention est caractérisé en ce qu'il comprend : un actionneur (6) pouvant modifier les caractéristiques de roulement d'un véhicule (2); un détecteur de température (7) détectant la température de pneus (4) de roues (3) du véhicule (2); et un dispositif de commande (9) commandant l'actionneur (6) afin de modifier les caractéristiques de roulement sur la base de la température des pneus détectée par le détecteur de température (7). Le système de commande de véhicule (1) peut ainsi supprimer efficacement les vibrations provoquées par le contact avec la route dans une région à faible fréquence, et supprimer en outre la dégradation du confort de conduite provoquée par une modification de la température des pneus.
PCT/JP2010/065181 2010-09-03 2010-09-03 Système de commande de véhicule et dispositif de commande WO2012029183A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/JP2010/065181 WO2012029183A1 (fr) 2010-09-03 2010-09-03 Système de commande de véhicule et dispositif de commande

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2010/065181 WO2012029183A1 (fr) 2010-09-03 2010-09-03 Système de commande de véhicule et dispositif de commande

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WO2012029183A1 true WO2012029183A1 (fr) 2012-03-08

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11383575B2 (en) * 2020-02-25 2022-07-12 GM Global Technology Operations LLC Variable tire lateral load transfer distribution
WO2023210535A1 (fr) * 2022-04-28 2023-11-02 三菱自動車工業株式会社 Dispositif de commande pour véhicule

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08282236A (ja) * 1995-04-12 1996-10-29 Oehlins Racing Ab 車両の電子制御サスペンション装置
JP2003011628A (ja) * 2001-07-02 2003-01-15 Toyota Central Res & Dev Lab Inc 車輪速度信号発生装置、異常信号出力方法及びタイヤ異常検出装置
JP2003154830A (ja) * 2001-11-16 2003-05-27 Toyota Motor Corp 車両のスタビライザ装置および横加速度検出装置
WO2005118317A1 (fr) * 2004-06-02 2005-12-15 Kabushiki Kaisha Bridgestone Procede et dispositif d’estimation de la quantite d’etat dynamique d’un pneumatique et pneumatique a capteur
JP2007137165A (ja) * 2005-11-16 2007-06-07 Toyota Motor Corp 車輌の走行制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08282236A (ja) * 1995-04-12 1996-10-29 Oehlins Racing Ab 車両の電子制御サスペンション装置
JP2003011628A (ja) * 2001-07-02 2003-01-15 Toyota Central Res & Dev Lab Inc 車輪速度信号発生装置、異常信号出力方法及びタイヤ異常検出装置
JP2003154830A (ja) * 2001-11-16 2003-05-27 Toyota Motor Corp 車両のスタビライザ装置および横加速度検出装置
WO2005118317A1 (fr) * 2004-06-02 2005-12-15 Kabushiki Kaisha Bridgestone Procede et dispositif d’estimation de la quantite d’etat dynamique d’un pneumatique et pneumatique a capteur
JP2007137165A (ja) * 2005-11-16 2007-06-07 Toyota Motor Corp 車輌の走行制御装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11383575B2 (en) * 2020-02-25 2022-07-12 GM Global Technology Operations LLC Variable tire lateral load transfer distribution
WO2023210535A1 (fr) * 2022-04-28 2023-11-02 三菱自動車工業株式会社 Dispositif de commande pour véhicule

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