WO2012032655A1 - サスペンション装置 - Google Patents
サスペンション装置 Download PDFInfo
- Publication number
- WO2012032655A1 WO2012032655A1 PCT/JP2010/065634 JP2010065634W WO2012032655A1 WO 2012032655 A1 WO2012032655 A1 WO 2012032655A1 JP 2010065634 W JP2010065634 W JP 2010065634W WO 2012032655 A1 WO2012032655 A1 WO 2012032655A1
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- WIPO (PCT)
- Prior art keywords
- speed
- actuator
- convex portion
- sprung
- wheel
- Prior art date
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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
- B60G17/0165—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 to an external condition, e.g. rough road surface, side wind
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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
- B60G17/019—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 the type of sensor or the arrangement thereof
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- 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
- B60G2400/80—Exterior conditions
- B60G2400/82—Ground surface
- B60G2400/821—Uneven, rough road sensing affecting vehicle body vibration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60G2401/14—Photo or light sensitive means, e.g. Infrared
- B60G2401/142—Visual Display Camera, e.g. LCD
Definitions
- the present invention relates to a vehicle suspension device.
- the present invention includes an actuator that is interposed between an unsprung member and an unsprung member of a vehicle, and changes the distance between the unsprung member and the unsprung member by extending and contracting, and the front of the vehicle when the vehicle travels.
- the present invention relates to an active suspension device comprising a undulation information acquisition device that acquires road surface undulation information, and an actuator control device that controls an actuator based on the undulation information acquired by the undulation information acquisition device.
- An actuator that is interposed between the sprung member and the unsprung member of the vehicle and changes the distance between the sprung member and the unsprung member by extending and contracting, and undulation information on the front road surface of the vehicle when the vehicle travels 2.
- An active suspension device includes a preview sensor that detects the sway and an actuator control device that controls the actuator based on undulation information detected by the preview sensor.
- Japanese Patent Laid-Open No. 4-254111 discloses an unsprung member on the front wheel side so that the suspension characteristic at the time when the front wheel passes the unevenness becomes a soft characteristic when the preview sensor detects the unevenness on the front road surface of the vehicle.
- a suspension device for controlling a hydraulic actuator provided between a sprung member and a sprung member is disclosed.
- the suspension device disclosed in this publication includes an unsprung member on the rear wheel side based on input information of vibration generated when the front wheel passes the unevenness when the rear wheel passes the unevenness.
- a hydraulic actuator provided between the sprung member and the sprung member is controlled.
- Japanese Patent Application Laid-Open No. 4-19214 is connected to a wheel so that when an obstacle is detected in front of the vehicle by a preview sensor, the wheel is lifted and the obstacle is passed when the wheel passes the obstacle.
- a suspension device that controls an actuator interposed between an unsprung member and an unsprung member.
- JP-A-4-254211 Japanese Patent Laid-Open No. 4-19214
- a conventional active suspension apparatus that controls an actuator interposed between an unsprung member and an unsprung member based on road surface undulation information detected by a preview sensor is used in a road surface undulation detected by a preview sensor.
- the actuator is controlled so that the wheel traces faithfully. According to such control, when the road surface is gently undulating, the actuator slowly expands and contracts along the undulation, so that the road surface undulation is absorbed by the expansion and contraction of the actuator. This suppresses vibration on the sprung member side (vehicle body side). That is, in the conventional active suspension device, the actuator is controlled so that the ride comfort is improved when a low-frequency road surface input is applied to the vehicle.
- the sprung vertical speed changes greatly.
- the change in the sprung vertical speed represents the acceleration acting on the sprung member in the vertical direction (sprung vertical acceleration). That is, in the conventional active suspension device, when the wheel rides on the convex portion of the road surface (when a high-frequency road surface input is applied to the vehicle), the sprung vertical acceleration increases and the riding comfort deteriorates.
- the present invention provides a suspension device that controls an actuator interposed between an unsprung member and an unsprung member so as to improve the riding comfort when a wheel rides on a convex portion formed on a road surface. With the goal.
- the suspension device of the present invention is interposed between an unsprung member of a vehicle and an unsprung member connected to a wheel, and an actuator that changes the distance between the unsprung member and the unsprung member by expanding and contracting.
- An undulation information acquisition device that acquires undulation information on the road surface ahead of the vehicle when the vehicle is traveling, and an actuator control device that controls the actuator based on the undulation information acquired by the undulation information acquisition device; .
- the actuator control device includes a convex portion climbing control unit that controls the actuator when the undulation information acquisition device acquires undulation information regarding the convex portion formed on the road surface.
- the convex portion climbing control unit extends the actuator over a predetermined period of time from when the undulation information acquisition device acquires undulation information regarding the convex portion to immediately before the wheel rides on the convex portion.
- the ascending speed of the sprung member increases, and when the wheel rides on the convex part, the ascending speed of the sprung member reaches a predetermined ascending speed due to the extension of the actuator until then.
- the actuator is controlled over the predetermined period.
- the undulation information acquisition device acquires the undulation information related to the convex portion formed on the road surface.
- a predetermined period of time between that time and immediately before the wheel rides on the convex portion is obtained.
- the actuator is extended, and the rising speed of the sprung member is increased.
- the sprung member reaches a predetermined ascent rate due to the extension of the actuator so far. Therefore, when the unsprung member is pushed up by the wheel riding on the convex portion, the change in the sprung vertical speed due to the pushing acting on the sprung member is increased at a predetermined rising speed. Reduced by minutes. In this way, the change in the sprung vertical speed (sprung vertical acceleration) is reduced, so that riding comfort is improved.
- the convex part climbing control unit may control the actuator over the predetermined period so that the ascending speed of the sprung member gradually increases during the predetermined period before the wheel rides on the convex part.
- the predetermined period may be a predetermined period.
- the predetermined period may be the entire period from the time when the undulation information acquisition device acquires the undulation information regarding the convex part formed on the road surface to the time immediately before the wheel rides on the convex part, or a part of the period. Good.
- the end of the predetermined period may be a time point immediately before the wheel rides on the convex portion.
- the convex portion climbing control unit is configured such that a magnitude of a relative speed, which is a difference between a rising speed of the sprung member and a rising speed of the unsprung member, is the predetermined rising speed.
- the actuator may be controlled so as to be a speed represented by a difference from an ascending speed of the unsprung member generated when the wheel rides on the convex portion.
- the convex part climbing control unit may control the actuator so that the magnitude of the relative speed becomes zero when the wheel rides on the convex part.
- the sprung member rises at a predetermined ascent rate due to the extension of the actuator so far. Further, the unsprung member is pushed up when the wheel rides on the convex portion. Therefore, when the sprung member is raised by driving the actuator even when the wheel rides on the convex part, the vertical speed of the unsprung member generated by the wheel riding on the convex part is transmitted to the sprung member. . For this reason, the change of the sprung vertical speed before and after the wheel rides on the convex portion becomes large.
- the actuator is controlled so as to have a speed represented by the difference between the rising speed of the sprung member and the rising speed of the unsprung member generated when the wheel rides on the convex portion. That is, according to the control of the present invention, when the wheel rides on the convex portion, the ascending speed of the unsprung member generated by the wheel riding on the convex portion is hardly transmitted from the unsprung member side to the sprung member side. In addition, the actuator is controlled.
- the actuator control device may include an unsprung rising speed estimating unit that estimates a rising speed of an unsprung member generated when the wheel rides on the protruding part based on undulation information regarding the protruding part. .
- the convex part climbing control unit is configured to control the ascending speed of the sprung member by extending the actuator over the predetermined period based on the ascending speed of the unsprung member estimated by the unsprung ascending speed estimating unit.
- the actuator is controlled over the predetermined period so that the ascending speed of the sprung member reaches the predetermined ascending speed due to the extension of the actuator until then. It is good to do.
- the predetermined ascending speed may be a speed determined in advance as a speed close to the ascending speed of the unsprung member estimated by the unsprung ascending speed estimation unit.
- the predetermined ascending speed is preferably closer to the ascending speed of the unsprung member estimated by the unsprung ascending speed estimating unit.
- the predetermined rising speed may be a speed equal to the rising speed of the unsprung member estimated by the unsprung rising speed estimation unit.
- the sprung member is a speed close to or equal to the ascending speed of the unsprung member estimated by the unsprung ascent speed estimating part. It is rising at speed. For this reason, the magnitude
- the convex part climbing control unit is configured such that the vibration frequency of the ascending speed of the sprung member between the start of extension of the actuator and the climbing of the wheel on the convex part is equal to or lower than the sprung resonance frequency.
- the actuator it is preferable to control the actuator.
- the sprung vertical speed gradually changes at a frequency equal to or lower than the sprung resonance frequency (for example, 1 Hz) from when the actuator starts to extend until the wheel rides on the convex portion. For this reason, the change in the sprung vertical speed from when the actuator starts to extend until when the wheel rides on the convex portion is small. Therefore, the riding comfort before the wheel rides on the convex portion is improved.
- the vibration frequency of the ascending speed of the sprung member is expressed by a periodic function as a time function of the ascending speed of the sprung member from when the actuator starts to extend by the control of the present invention until the wheel rides on the convex portion.
- This is the frequency of the periodic function.
- the vibration frequency of the rising speed of the sprung member is the frequency of the sine curve.
- the period from when the actuator starts to extend until the wheel rides on the convex part is a period during which the ascending speed of the sprung member increases, and this period represents a quarter period ( ⁇ / 2) of the periodic function. .
- the vibration frequency of the rising speed of the sprung member is The condition that the frequency is equal to or higher than the sprung resonance frequency is satisfied.
- the convex part climbing control unit controls the actuator so that the actuator generates a driving force for the predetermined period before the wheel climbs onto the convex part, and the wheel has climbed on the convex part. In some cases, it is preferable to control the actuator so that the actuator does not generate a driving force and does not substantially generate a resistance force to an external input.
- the actuator generates a driving force and extends for a predetermined period before the wheel rides on the convex portion, so that when the wheel rides on the convex portion, the sprung member becomes It is rising at a rising speed. Further, when the wheel rides on the convex portion, the actuator is controlled so that neither a driving force nor a resistance force (damping force) is generated. Transmission to the member side is prevented. For this reason, when the wheel rides on the convex portion, the magnitude of the relative speed, which is the difference between the rising speed of the sprung member and the rising speed of the unsprung member, is the predetermined rising speed, and the wheel is the convex portion. It is represented by the difference with the ascending speed of the unsprung member generated by climbing on.
- the change of the sprung vertical speed when the wheel rides on the convex portion can be suppressed, and the riding comfort is improved.
- the predetermined ascent speed is equal to the ascent speed of the unsprung member generated when the wheel rides on the convex portion, the relative speed when the wheel rides on the convex portion becomes zero. For this reason, the change of the sprung vertical speed is further suppressed, and the riding comfort is improved.
- the actuator is preferably an electric actuator that is driven by energization. And the convex part riding-up control part drives the electric actuator so that the rising speed of the sprung member is gradually increased by energizing the electric actuator over the predetermined period, and the wheel is moved to the convex part. It is preferable that the power supply to the electric actuator is cut off when the vehicle is mounted.
- the electric actuator includes an electric motor that is rotationally driven when energized, and a conversion mechanism that converts the rotational motion of the electric motor into a linear motion.
- the said convex part riding-up control part drives the said electric actuator so that the raising speed of a sprung member may increase gradually by supplying with electricity to the said electric motor over the said predetermined period, The said wheel is set to the said convex part. It is preferable that the power supply to the electric motor is cut off when the vehicle rides on the vehicle.
- the electric motor when the electric motor is energized for a predetermined period from before the wheel rides on the convex portion to just before it rides, the electric motor rotates and the conversion mechanism moves linearly.
- the actuator extends so that the ascending speed of the sprung member reaches a predetermined ascent speed when the wheel rides on the convex portion.
- the electric motor when the wheel rides on the convex portion, the electric motor is de-energized so that the electric motor is in a free state (the electric motor generates no driving force and the damping force (resistance force) against the external input is also Almost no occurrence).
- the wheel When the electric motor is in a free state when the wheel rides on the convex part, and the rising speed of the sprung member is equal to the rising speed of the unsprung member caused by the wheel riding on the convex part, the wheel When the motor rides on the convex portion, the relative speed becomes 0, and the electric motor stops as a result. Since the electric motor stops, the unsprung vertical speed is not transmitted to the sprung member. Therefore, in this case, the riding comfort when the wheel rides on the convex portion is further improved.
- FIG. 1 is a schematic view showing a suspension device.
- FIG. 2 is a schematic view of the suspension body.
- FIG. 3 is a schematic cross-sectional view showing the internal structure of the actuator.
- FIG. 4 is a diagram illustrating an example of a method for detecting road surface undulation information by a preview sensor.
- FIG. 5 is a diagram showing a control configuration of the electric motor by the suspension ECU and the drive circuit.
- FIG. 6 is a diagram showing a geometrical relationship between the irradiation angle of the laser beam, the road surface height, the mounting height of the preview sensor, and the distance along the traveling direction between the preview sensor and the wheel.
- FIG. 7 is a flowchart showing a routine executed by the suspension ECU in order to control the actuator.
- FIG. 1 is a schematic view showing a suspension device.
- FIG. 2 is a schematic view of the suspension body.
- FIG. 3 is a schematic cross-sectional view showing the internal structure of the actuator.
- FIG. 4 is
- FIG. 8 is a diagram showing the riding angle ⁇ .
- FIG. 9 is a flowchart showing a convex portion riding control routine according to the first embodiment.
- FIG. 10 is a diagram showing a distance-speed map.
- FIG. 11 is a graph showing the relationship between the distance La obtained from the distance-speed map and the target sprung ascent speed Vu *.
- FIG. 12 shows the behavior of the vehicle from the start of control until the wheel rides on the convex portion A, the change in the unsprung vertical speed Vd, and the spring when the suspension ECU executes the convex portion climbing control according to the first embodiment.
- FIG. 13 is a flowchart showing a convex portion riding control routine according to the second embodiment.
- FIG. 14 is a diagram showing the first map and the second map.
- FIG. 15 shows the behavior of the vehicle from the start of control until the wheel rides on the convex portion A, the change in unsprung vertical speed Vd, and the spring when the suspension ECU executes the convex portion climbing control according to the second embodiment.
- FIG. 1 is a schematic view showing a suspension device according to a first embodiment of the present invention.
- This suspension device includes four sets of suspension bodies 10FR, 10FL, 10RR, and 10RL, and a suspension ECU 50 that controls the operations of the suspension bodies 10FR, 10FL, 10RR, and 10RL.
- the four suspension bodies 10FR, 10FL, 10RR, 10RL are provided between an unsprung member and an unsprung member connected to each wheel (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL). Each is intervened.
- the four sets of the suspension bodies 10FR, 10FL, 10RR, and 10RL and the wheels WFR, WFL, WRR, and WRL are simply collectively referred to as the suspension body 10 and the wheels W.
- FIG. 2 is a schematic view of the suspension body 10.
- the suspension body 10 includes a coil spring 20 and an electric actuator 30 arranged in parallel.
- the coil spring 20 is provided between a lower arm LA (unsprung member) connected to the wheel W and a vehicle body B (sprung member), absorbs an impact received from the road surface, enhances the ride comfort, and makes the vehicle body B elastic.
- a member on the upper side of the coil spring 20, that is, the vehicle body B side is referred to as a “sprung member”
- a member on the lower side of the coil spring 20, that is, the wheel W side is referred to as a “unsprung member”.
- FIG. 3 is a schematic cross-sectional view showing the internal structure of the electric actuator 30.
- the electric actuator 30 includes an electric motor 31 and a ball screw mechanism 35 that converts the rotational motion of the electric motor 31 into linear motion.
- the electric motor 31 includes a motor casing 311, a hollow rotating shaft 312, a permanent magnet 313, and a pole body 314.
- the motor casing 311 is formed in a cylindrical shape and constitutes the outer wall of the electric motor 31.
- the rotating shaft 312 is disposed in the motor casing 311 and is rotatably supported by the motor casing 311 by a bearing 331.
- a permanent magnet 313 is fixed to the outer peripheral surface of the rotating shaft 312.
- the rotating shaft 312 and the permanent magnet 313 constitute the rotor of the electric motor 31.
- a pole body 314 (with a coil wound around a core) is fixed to the inner peripheral surface of the motor casing 311 so as to face the permanent magnet 313.
- the motor casing 311 and the pole body 314 constitute the stator of the electric motor 31.
- the ball screw mechanism 35 includes a ball screw rod 36 and a ball screw nut 38 that is screwed into a male screw portion 37 formed on the ball screw rod 36.
- the rotation of the ball screw rod 36 is restricted by the anti-rotation mechanism 40 while its axial movement is allowed.
- the ball screw nut 38 is connected to the lower end of the rotating shaft 312 at the upper end surface thereof, and supported by the motor casing 311 by the bearing 332 so as to be able to rotate integrally with the rotating shaft 312. Therefore, when the rotating shaft 312 rotates, this rotational driving force is transmitted to the ball screw nut 38.
- the rotational motion of the ball screw nut 38 is converted into a linear motion of the ball screw rod 36.
- the mounting bracket 41 is coupled to the motor casing 311 of the electric motor 31.
- An upper support 42 made of an elastic material connected to the vehicle body B is attached to the upper surface of the mounting bracket 41.
- the electric actuator 30 is elastically connected to the sprung member side via the upper support 42.
- the electric actuator 30 expands and contracts by a linear motion along the axial direction of the ball screw rod 36. As the electric actuator 30 expands and contracts, the distance between the sprung member and the unsprung member is changed. The expansion and contraction of the electric actuator 30 is restricted by a stopper (not shown). Therefore, the electric actuator 30 expands and contracts within a range regulated by the stopper.
- the coil spring 20 is provided between an annular retainer 43 provided on the outer peripheral surface of the ball screw rod 36 connected to the unsprung member (lower arm LA) and a mounting bracket 41 connected to the sprung member (vehicle body B). Intervened.
- a plurality of sprung vertical acceleration sensors 61, a plurality of unsprung vertical acceleration sensors 62, a plurality of stroke sensors 63, a vehicle speed sensor 64, and preview sensors 65R and 65L are attached to the vehicle.
- Each sprung vertical acceleration sensor 61 is disposed in the vicinity of each sprung member suspension body 10 attached thereto, and at that position, an acceleration (sprung vertical acceleration) Gu acting on the sprung member in the vertical direction is measured. To detect.
- Each unsprung vertical acceleration sensor 62 is attached to each unsprung member connected to each suspension body 10, and detects an acceleration (unsprung acceleration) Gd acting in the vertical direction on each unsprung member at that position.
- Each stroke sensor 63 is attached in the vicinity of each suspension body 10 and detects the amount of expansion / contraction (stroke amount) Xs of each electric actuator 30.
- the vehicle speed sensor 64 detects the vehicle speed V of the vehicle.
- the preview sensor 65R detects (acquires) information related to the undulation of the front road surface on which the right wheel travels when the vehicle is traveling, and outputs the detected undulation information to the suspension ECU 50.
- the preview sensor 65L detects (acquires) information related to the undulation of the front road surface on which the left wheel travels when the vehicle is traveling, and outputs the detected undulation information to the suspension ECU 50.
- the preview sensors 65R and 65L are not distinguished, they are collectively referred to as the preview sensor 65.
- FIG. 4 is a diagram showing an example of a method for detecting road surface undulation information by the preview sensor 65.
- the preview sensor 65 includes an emitting unit 651 that emits laser light, a light receiving unit 652 that receives reflected light of the laser light emitted from the emitting unit 651, and laser light that enters the light receiving unit 652. And a computing unit 653 that computes road surface relief information.
- FIG. 4A shows a state in which the laser light emitted from the emission unit 651 of the preview sensor 65 is radiating the point P1 on the road surface R.
- FIG. The reflected light of the laser beam irradiated to the point P1 is received by the light receiving unit 652.
- the incident angle of the reflected light incident on the light receiving unit 652 is represented by ⁇ 1.
- FIG. 4B shows a state in which the laser beam emitted from the emission part 651 of the preview sensor 65 is irradiating the top part (point P2) of the convex part A having a height H formed on the road surface R.
- the reflected light of the laser beam irradiated to the point P2 is received by the light receiving unit 652.
- the incident angle of the reflected light incident on the light receiving unit 652 is represented by ⁇ 2.
- the incident angle of the reflected light incident on the light receiving portion 652 differs depending on the height of the laser light irradiation point.
- the calculation unit 653 inputs the incident angle of the reflected light incident on the light receiving unit 652 and calculates the height of the laser light irradiation point based on the input incident angle.
- the traveling direction of the vehicle is represented by the x axis
- the vehicle width direction is represented by the y axis
- the height direction is represented by the z axis.
- the preview sensor 65 can calculate the undulation information of the road surface through which the wheel passes by scanning the laser beam in the y direction or irradiating the road surface with line light spreading in the y direction. Since the method of detecting road surface undulation information by the preview sensor is well known, road surface undulation information may be detected by the preview sensor using other methods.
- the sprung vertical acceleration sensor 61, the unsprung vertical acceleration sensor 62, the stroke sensor 63, the vehicle speed sensor 64, and the preview sensor 65 are electrically connected to the suspension ECU 50 and detected by each sensor.
- the signal is input to the suspension ECU 50.
- the suspension ECU 50 is electrically connected to a drive circuit 70 provided for each suspension body 10.
- Each electric motor 31 of each electric actuator 30 of each suspension body 10 is controlled by the suspension ECU 50 via each drive circuit 70.
- Each drive circuit 70 is electrically connected to a power storage device 110 such as an in-vehicle battery.
- FIG. 5 is a diagram showing a control configuration of the electric motor 31 by the suspension ECU 50 and the drive circuit 70.
- the drive circuit 70 constitutes a three-phase inverter circuit, and switching elements SW11, SW12, SW21 respectively corresponding to the three-phase electromagnetic coils CL1, CL2, CL3 of the electric motor 31 (a three-phase brushless motor is used in this embodiment). , SW22, SW31, SW32. These switching elements are duty-controlled based on a control signal from the suspension ECU 50 (PWM control). Thereby, the electric motor 31 is energized and controlled.
- the suspension ECU 50 is constituted by a microcomputer having a CPU, ROM, RAM, memory and the like.
- the suspension ECU 50 sequentially inputs the undulation information on the traveling road surface detected by the preview sensor 65 while the vehicle is traveling, and controls the electric actuator 30 based on the input undulation information.
- the undulation information input by the suspension ECU 50 includes the height (road surface height) H of the laser beam irradiation point and the distance L from the irradiation point to the wheel passing through the irradiation point.
- the road surface height H is calculated by the calculation unit 653 based on the angle (incident angle) at which the reflected light reflected by the laser light irradiation point from the preview sensor 65 enters the light receiving unit 652.
- the distance L is the laser beam irradiation angle ⁇ (known), the road surface height H, the mounting height D of the preview sensor 65 (known), and the travel between the preview sensor 65 and the wheels W. It is obtained by geometric calculation based on the distance X (known) along the direction.
- the distance L is also calculated by the calculation unit 653.
- the suspension ECU 50 when the road surface height H that is sequentially input is changed, the suspension ECU 50 particularly sets a small difference between the previously acquired road surface height H1 and the currently acquired road surface height H2 (H2 ⁇ H1). If greater than, it is determined that the preview sensor 65 has detected (acquired) undulation information regarding the convex portion formed on the road surface.
- the suspension ECU 50 executes the control routine shown in FIG. 7 when the preview sensor 65 detects information about the convex portion formed on the road surface, thereby causing the unsprung member connected to the wheel to pass the convex portion in the future. And the electric actuator 30 disposed between the spring member and the sprung member.
- FIG. 7 is a flowchart showing a routine executed by the suspension ECU 50 in order to control the electric actuator 30 when the preview sensor 65 detects information regarding the convex portion formed on the road surface.
- This routine is executed independently for each of the electric actuators 30 of each suspension body 10. Specifically, when the suspension ECU 50 determines that the preview sensor 65R has detected the undulation information regarding the convex portion formed on the road surface, the routine shown in FIG. 7 is performed to control the electric actuators 30 of the suspension bodies 10FR and 10RR. Execute. In addition, when the suspension ECU 50 determines that the preview sensor 65L has acquired the undulation information regarding the convex portion formed on the road surface, the suspension ECU 50 executes the routine of FIG. 7 to control the electric actuators 30 of the suspension bodies 10FL and 10RL. .
- the suspension ECU 50 acquires undulation information related to the convex portions necessary for controlling the electric actuator 30 in step 10 (hereinafter, step is abbreviated as S) in FIG.
- This undulation information includes the road surface height H and the distance L.
- the suspension ECU 50 inputs the current vehicle speed V from the vehicle speed sensor 62 in S12. Subsequently, the arrival prediction time T * is calculated by dividing the distance L by the vehicle speed V (S14). The predicted arrival time T * represents the time until the wheel reaches the point where the suspension ECU 50 determines that it is a convex portion when the current vehicle speed V is maintained.
- the suspension ECU 50 determines whether or not the predicted arrival time T * is equal to or longer than the necessary time T0 (S16).
- the required time T0 is set in advance as a time required until the driving of the electric actuator 30 by this control is completed.
- the required time T0 is preferably 1 / (4f) when the resonance frequency of the sprung member of the vehicle is f. For example, when the sprung resonance frequency f is 1 Hz, the necessary time T0 is set to 0.25 seconds. If the predicted arrival time T * is less than the required time T0 (S16: No), the suspension ECU 50 ends this routine.
- FIG. 8 is a diagram showing the riding angle ⁇ .
- the wheel W rides on the convex portion A, the wheel W contacts two points of the convex portion A and the road surface R.
- the center of the wheel W is represented by the point O
- the contact point between the wheel W and the convex portion A is represented by the point P
- the contact point between the wheel W and the road surface R is represented by the point Q
- the line segment OP and the line segment OQ is the starting angle ⁇ .
- the line segment OP and the line segment OQ are equal to the dynamic load radius (the radius of the wheel W when the wheel W is rotating) r of the wheel (tire) W.
- the dynamic load radius r is known.
- the suspension ECU 50 calculates the riding angle ⁇ based on the above equation.
- the suspension ECU 50 calculates the estimated unsprung rising speed Vdp in S20 after calculating the riding angle ⁇ .
- the estimated unsprung rise speed Vdp is an estimated value of the unsprung vertical speed generated when the wheel rides on the convex portion.
- the “rising speed” represents a speed in the upward direction of the “vertical speed”.
- a vector OS in the drawing represents a velocity vector of the center O of the wheel W when the wheel rides on the convex portion A.
- the rising speed of the wheel is transmitted to an unsprung member connected to the wheel. Therefore, the ascending speed (unsprung ascending speed) of the unsprung member generated when the wheel rides on the convex portion A is represented by Vsin ⁇ .
- the suspension ECU 50 calculates the estimated unsprung rising speed Vdp by multiplying the vehicle speed V by sin ⁇ .
- the suspension ECU 50 determines in S22 whether the estimated unsprung ascending speed Vdp is greater than the lower limit speed Vdmin.
- the lower limit speed Vdmin is set in advance as a threshold speed for determining whether or not the electric actuator 30 needs to be controlled when the wheel rides on the convex portion.
- the suspension ECU 50 determines that it is not necessary to control the electric actuator 30 when the wheel rides on the convex portion. In this case, the suspension ECU 50 ends this routine.
- the suspension ECU 50 determines whether the estimated unsprung rise speed Vdp is less than the upper limit speed Vdmax in S24.
- the upper limit speed Vdmax is set in advance as a threshold speed for determining whether or not the sprung vertical acceleration can be reduced when the wheel rides on the convex part by convex part riding control described later.
- the suspension ECU 50 determines that the sprung vertical acceleration cannot be reduced so much when the wheel rides on the convex portion.
- the suspension ECU 50 proceeds to S28, and if the vehicle travels as it is, it notifies the driver of a warning indicating that the vehicle body (sprung member) is largely pushed up when the wheel comes into contact with the convex portion. By receiving this warning notification, the driver can stop the vehicle and avoid a large push-up of the vehicle body. Thereafter, the suspension ECU 50 ends this routine.
- the suspension ECU 50 proceeds to S26, and controls the electric actuator 30 by executing the protrusion climbing control.
- FIG. 9 is a flowchart showing a convex portion climbing control routine.
- the suspension ECU 50 first obtains the current vehicle speed V from the vehicle speed sensor 62 every predetermined sampling time ⁇ T in S30 of the drawing.
- a distance ⁇ L traveled by the vehicle during the sampling time ⁇ T is calculated by multiplying the acquired vehicle speed V by the sampling time ⁇ T (S32). Note that the sampling time ⁇ T is much shorter than the predicted arrival time T *.
- the suspension ECU 50 adds the distance ⁇ L to the distance Lb, thereby calculating the distance La that the vehicle has traveled from the start of the protrusion climbing control.
- the distance Lb is the distance La calculated in S34 when this routine was executed last time.
- the distance Lb is set to 0 when this routine is executed for the first time.
- the wheel has not yet run on the convex portion. That is, when the distance La is less than the distance L, the vehicle is traveling at a point from when the preview sensor 65 detects the undulation information about the convex portion until the wheel rides on the convex portion.
- the suspension ECU 50 proceeds to S38, and acquires the target sprung lifting speed Vu * corresponding to the current distance La.
- the target sprung ascent speed Vu * is obtained when the preview sensor 65 displays the undulation information about the convex part so that the sprung member rises at a rising speed equal to the estimated unsprung rising speed Vdp when the wheel rides on the convex part.
- This target sprung lift rate Vu * is set such that the difference from the estimated unsprung lift rate Vdp gradually decreases as the distance La increases (that is, as the wheel approaches the convex portion).
- the target sprung lift speed Vu * is acquired from a map (distance-speed map) representing the relationship between the distance La and the target sprung lift speed Vu *.
- Fig. 10 shows an example of the distance-speed map.
- the distance La is represented by the distance L
- the target sprung lift rate Vu * is represented by the estimated unsprung lift rate Vdp.
- the target sprung lift speed Vu * gradually increases, but the target sprung lift speed Vu * becomes the estimated unsprung lift speed Vdp.
- the estimated unsprung lift speed Vdp is a fixed value
- the target sprung lift speed Vu * increases as the distance La increases, which means that the target sprung lift speed Vu * and the estimated unsprung mass as the distance La increases. It represents that the difference from the rising speed Vdp becomes smaller.
- FIG. 11 is a graph showing the relationship between the distance La obtained from the distance-speed map of FIG. 10 and the target sprung ascending speed Vu *.
- the increase rate of the target sprung lift speed Vu * with respect to the increase of the distance La is large, but when the distance La is large, the target sprung lift speed with respect to the increase of the distance La.
- the increase rate of Vu * is small.
- the relationship between the distance La and the target sprung lifting speed Vu * can be expressed by, for example, a sine curve (where 0 to ⁇ / 2).
- the suspension ECU 50 obtains the target sprung lift speed Vu * with reference to the distance-speed map in S38, and then matches the actual sprung vertical speed Vu with the target sprung lift speed Vu * in S40.
- the rotational angular velocity (target rotational angular velocity ⁇ *) of the electric motor 31 necessary for the calculation is calculated.
- the rotational angular velocity of the electric motor 31 represents the expansion / contraction speed (stroke speed) Vs of the electric actuator 30. Since the vertical distance between the sprung member and the unsprung member is changed by the expansion and contraction of the electric actuator 30, the stroke speed Vs is the sprung vertical speed (sprung rising speed) and the unsprung vertical speed (unsprung rising). (Relative speed).
- the suspension ECU 50 determines the difference (Vu * -Vd) between the target sprung lift speed Vu * and the actual unsprung vertical speed Vd, the actual sprung vertical speed Vu, and the actual unsprung vertical speed. Based on the difference from Vd (Vu-Vd), the stroke speed (target stroke speed) Vs * necessary to make the actual sprung vertical speed Vu coincide with the target sprung lift speed Vu * is calculated. Based on the target stroke speed Vs *, the target rotational angular speed ⁇ * is calculated. The actual sprung vertical velocity Vu is detected by the sprung vertical acceleration sensor 62 by integrating the sprung vertical acceleration Gu detected by the sprung vertical acceleration sensor 61 with time. It is obtained by time-integrating the unsprung vertical acceleration Gd.
- the suspension ECU 50 After calculating the target rotational angular velocity ⁇ * in S40, the suspension ECU 50 outputs a control signal to the corresponding drive circuit 70 so that the rotational angular velocity ⁇ of the electric motor 31 matches the target rotational angular velocity ⁇ * (S42). ). Based on this control signal, the rotational drive of the electric motor 31 is controlled.
- the rotational motion is converted into a linear motion by the ball screw mechanism 35, and the ball screw rod 36 moves in the axial direction.
- the electric actuator 30 extends so that the sprung vertical speed matches the target sprung lift speed Vu *.
- the suspension ECU 50 updates the distance Lb by substituting the distance La into the distance Lb (S44). Then, it returns to S30 and repeats the above-mentioned control.
- the distance La is less than the distance L, that is, the period from the time when the preview sensor 65 acquires the undulation information about the convex portion to the time when the wheel rides on the convex portion
- the electric actuator 30 generates a driving force and extends so that the sprung vertical speed coincides with the target sprung rising speed Vu *.
- the target sprung lift rate Vu * gradually increases within a range not exceeding the estimated unsprung lift rate Vdp as the wheel approaches the convex portion.
- the electric actuator 30 generates a driving force and extends due to the above control of the electric actuator 30 over a period from the time when the preview sensor 65 acquires the undulation information about the convex portion to the time immediately before the wheel rides on the convex portion.
- the ascending speed of the sprung member gradually increases.
- the sprung member has already risen at a rising speed equal to the estimated unsprung rising speed Vdp.
- the suspension ECU 50 proceeds to S46.
- the process advances and outputs an energization cutoff signal to the drive circuit 70.
- the drive circuit 70 receives the energization cutoff signal, for example, all the switching elements (SW11, SW21, SW31, SW12, SW22, SW32) are turned off. Thereby, the energization to the electric motor 31 is interrupted.
- the suspension ECU 50 ends this routine.
- FIG. 12 shows that the wheel (front wheel in the figure) rides on the convex portion A from the start of control (when the preview sensor 65 detects the undulation information on the convex portion) when the suspension ECU 50 executes the above-described convex portion climbing control.
- Vehicle behavior change in unsprung vertical speed Vd, change in sprung vertical speed Vu, change in stroke speed Vs, change in the vertical direction of sprung member (sprung vertical displacement) Xu, stroke It is the graph which wrote together with the change of the displacement Xs, and the change of the sprung vertical acceleration Gu.
- the unsprung vertical velocity Vd is obtained by time-integrating the unsprung vertical acceleration Gd detected by the unsprung vertical acceleration sensor 62.
- the unsprung vertical speed changes abruptly from 0 to the estimated unsprung rise speed Vdp.
- the sprung vertical speed (sprung ascending speed) Vu is obtained by time-integrating the sprung vertical acceleration Gu detected by the sprung vertical acceleration sensor 61.
- the sprung vertical speed Vu immediately before the wheel rides on the convex part A is substantially equal to the estimated unsprung lift speed Vdp.
- the electric actuator 30 Since the electric actuator 30 generates a driving force and expands immediately before the wheel rides on the convex portion A, the rising speed of the sprung member is increased. Therefore, when the wheel rides on the convex portion A, the sprung member The rising speed has already reached a speed equal to the estimated unsprung rising speed Vdp. Therefore, when the unsprung member is pushed up when the wheel rides on the convex portion A, the change in the sprung vertical speed due to the pushing acting on the sprung member is reduced by the amount of the rise of the sprung member. Is done. In particular, according to the present embodiment, when the wheel rides on the convex portion A, the sprung member rises at a rising speed equal to the rising speed of the unsprung member caused by the wheel riding on the convex portion A.
- the electric motor 31 since the electric motor 31 will be in a free state when a wheel rides on the convex part A, the electric motor 31 (electric actuator 30) will generate neither a driving force nor a damping force. Therefore, the vertical speed of the unsprung member generated when the wheel rides on the convex portion A is not transmitted to the sprung member. For this reason, even when the wheel rides on the convex portion A, the sprung member can maintain the rising speed immediately before the wheel rides on the convex portion.
- the sprung vertical acceleration Gu when the wheel rides on the convex part A is small as shown in the figure.
- the fact that the sprung vertical acceleration Gu is small means that the shock given to the driver when riding on the convex portion A is small. That is, when the control described in the present embodiment is executed, the riding comfort when riding on the convex portion A is improved.
- the stroke speed Vs is obtained by differentiating the stroke displacement Xs detected by the stroke sensor 63 with respect to time.
- the stroke speed Vs represents the difference (Vu ⁇ Vp) between the sprung vertical speed Vu and the unsprung vertical speed Vd.
- the stroke speed Vs when the wheel rides on the convex part A is the ascending speed of the sprung member generated by the extension of the electric actuator 30 immediately before the wheel rides on the convex part A. It is represented by the difference from the ascending speed of the unsprung member generated by riding on the convex portion A. Since both speeds are equal, the stroke speed Vs becomes zero. Since the stroke speed Vs is 0, the rotation of the electric motor 31 stops when the wheel rides on the convex portion A.
- the sprung vertical speed Vu reaches the estimated unsprung rising speed Vdp when the wheel rides on the convex part due to the extension of the electric actuator 30 until the time immediately before the wheel rides on the convex part.
- the electric actuator 30 is controlled so that the stroke speed Vs becomes zero by setting the electric motor 31 to the free state when the wheel rides on the convex portion.
- the sprung vertical displacement Xu is obtained by time-integrating the sprung vertical speed Vu.
- the sprung vertical displacement Xu increases in a quadratic curve immediately after the start of control.
- the sprung vertical displacement Xu increases linearly in the vicinity of the wheel riding on the convex portion A.
- the stroke displacement Xs changes in the same manner as the sprung vertical displacement Xu from the start of control until immediately before the wheel rides on the convex portion A. Further, when the wheel rides on the convex portion A, the rotational angular velocity of the electric motor 31 is set to 0, so that the stroke displacement Xs is constant.
- the protrusion climbing control of the present embodiment can be executed when the arrival prediction time T * is equal to or longer than the necessary time T0 in S16 of FIG.
- the necessary time T0 is 1 / (4f) (f is the sprung resonance frequency) as described above.
- the time from the start of control until the wheel rides on the convex portion (estimated arrival time) Corresponds to a quarter of the vibration period of the sprung vertical speed.
- the time change of the ascending speed (sprung vertical speed) of the sprung member is a period like a sine curve, for example.
- the frequency of the periodic function is below the sprung resonance frequency. For example, if the sprung resonance frequency f is 1 Hz, the time from the start of control until the wheel rides on the convex portion (arrival predicted time T *) is 0.25 seconds (1 / (4f)) or more.
- the determination result in S16 is Yes, and the protrusion climbing control is executed.
- the vibration frequency of the ascending speed of the sprung member from when the electric actuator 30 starts to extend until the wheel rides on the convex part is equal to or lower than the sprung resonance frequency.
- the electric actuator 30 is controlled. Therefore, the ascending speed of the sprung member between the start of control and immediately before the wheel rides on the convex portion slowly changes so that the vibration frequency becomes equal to or less than the sprung resonance frequency.
- the ride comfort during this time is improved.
- the stroke displacement Xs also continues to increase accordingly. Further, since the expansion / contraction range of the electric actuator 30 is regulated by the stopper, there is a possibility that the extension of the electric actuator 30 is restricted by the stopper when the stroke displacement Xs continues to increase.
- FIG. 13 is a flowchart showing a convexity riding-up control routine according to the second embodiment of the present invention.
- This convex part riding-up control routine is executed in S26 of FIG.
- the electric actuator 30 is controlled so that the extension of the electric actuator 30 is not limited by the stopper.
- This routine is basically the same as that shown in FIG. 9 except that the map referred to for obtaining the target sprung lift speed Vu * differs depending on whether or not the estimated unsprung lift speed Vdp is larger than the reference speed V1.
- the suspension ECU 50 first obtains the current vehicle speed V every predetermined sampling time ⁇ T (S50). Next, the distance ⁇ L is calculated by multiplying the acquired vehicle speed V and the sampling time ⁇ T (S52). Subsequently, the distance La is calculated by adding the distance Lb to the distance ⁇ L (S54).
- the suspension ECU 50 determines whether or not the distance La is smaller than the distance L (S56). If the distance La is smaller than the distance L (S56: Yes), it is determined in S57 whether or not the estimated unsprung ascending speed Vdp is greater than the reference speed V1.
- the estimated unsprung rise speed Vdp is large, the stroke displacement Xs required to raise the rise speed of the sprung member to a speed equal to the estimated unsprung rise speed Vdp becomes too large, and the extension of the electric actuator 30 is caused by the stopper. It is likely to be restricted.
- the estimated unsprung ascending speed Vdp is small, the stroke displacement Xs is not so large, and the possibility that the extension of the electric actuator 30 is limited by the stopper is low.
- the reference speed V1 is determined in advance as a threshold speed indicating whether or not the extension of the electric actuator 30 is limited by the stopper.
- the suspension ECU 50 refers to the first map in S58, and the target sprung lift speed Vu * corresponding to the current distance La. To get.
- the suspension ECU 50 refers to the second map in S59 and refers to the target sprung lift speed corresponding to the current distance La. Obtain Vu *.
- FIG. 14 shows the first map and the second map.
- the correspondence relationship between the distance La and the target sprung lift velocity Vu * shown in the second map is the same as the correspondence relationship between the distance La and the target sprung lift velocity Vu * shown in the distance-speed map of FIG.
- the correspondence relationship between the distance La and the target sprung lifting speed Vu * shown in the first map is different from the correspondence relation between the distance La and the target sprung lifting speed Vu * shown in the distance-speed map shown in FIG.
- the target sprung lift speed Vu * is a negative value
- the distance La is large (in the figure).
- the target sprung ascending speed Vu * is a positive value.
- the target sprung rising speed Vu * is a positive value regardless of whether the distance La is small or large.
- the estimated unsprung ascending speed Vdp is a positive value. Further, the upward target spring upward speed is expressed as a positive speed, and the downward target spring upward speed is expressed as a negative speed.
- the target sprung rising speed is set so that the sprung member descends at the initial stage of the convex portion climbing control (when the distance La is small) and the sprung member rises as time elapses. Is set.
- the target sprung ascending speed is set so that the sprung member always rises from the start of the convex portion climbing control to immediately before the wheel rides on the convex portion.
- the suspension ECU 50 calculates the target rotational angular speed ⁇ * of the electric motor 31 based on the acquired target sprung lift speed Vu * (S60).
- a control signal is output to the drive circuit 70 of the electric motor 31 so that the electric motor 31 rotates at the target rotational angular velocity ⁇ * (S62).
- the rotational drive of the electric motor 31 is controlled, and the electric actuator 30 expands and contracts so that the sprung vertical speed coincides with the target sprung rising speed Vu *.
- the distance Lb is updated by substituting the distance La into the distance Lb (S64). Then, it returns to S50 and repeats said control.
- the suspension ECU 50 proceeds to S66.
- the process advances and outputs an energization cutoff signal to the drive circuit 70.
- the drive circuit 70 receives the energization cutoff signal, for example, all the switching elements are turned off. As a result, the power supply to the electric motor 31 is cut off, and the electric motor 31 enters a free state. Thereafter, the suspension ECU 50 ends this routine.
- the electric actuator 30 is controlled so that the sprung member once descends and then rises at the initial stage of the convex portion climbing control.
- the electric actuator 30 is controlled so that the rising speed of the sprung member reaches a speed close to (or equal to) the estimated unsprung rising speed Vdp immediately before the wheel rides on the convex portion.
- FIG. 15 shows that when the estimated unsprung ascent speed Vdp is larger than the reference speed V1, the wheel (front wheel in the figure) is a convex part from the start of control when the suspension ECU 50 executes the convex part climbing control shown in FIG.
- Behavior of the vehicle up to A change in unsprung vertical speed Vd, change in sprung vertical speed Vu, change in stroke speed Vs, change in sprung vertical displacement Xu, change in stroke displacement Xs, sprung vertical acceleration It is the graph which described the change of Gu together.
- the unsprung vertical speed Vd changes rapidly from 0 to the estimated unsprung lift speed Vdp.
- the sprung vertical speed Vu is a negative value at the beginning of control (when the distance La is small), and then changes to a positive value.
- the sprung vertical speed Vu is substantially equal to the estimated unsprung rising speed Vdp.
- the stroke speed Vs when the wheel rides on the convex portion A is the rising speed of the sprung member generated by the extension of the electric actuator 30 immediately before the wheel rides on the convex portion A, and the wheel is convex. It is represented by the difference from the ascending speed of the unsprung member generated by riding on the part A. Since both speeds are equal, the stroke speed Vs becomes zero. Since the stroke speed Vs is 0, the rotation of the electric motor 31 stops when the wheel rides on the convex portion A.
- the sprung vertical displacement Xu is a negative value at the beginning of control. That is, the sprung member descends at the beginning of control. Thereafter, it increases in a quadratic curve, and increases linearly immediately before the front wheel rides on the convex portion.
- the stroke displacement Xs is expressed as a negative value when the electric actuator 30 is contracted from the reference length (length when the stroke displacement Xs is 0), and is a positive value when the electric actuator 30 is expanded. It is represented by As shown in the figure, the stroke displacement Xs is a negative value at the beginning of the control. Thereafter, it increases in a quadratic curve (elongation), and increases linearly immediately before the wheel rides on the convex portion A. Further, when the wheel rides on the convex portion A, the stroke speed Vs is set to 0, so that the stroke displacement Xs is constant.
- the sprung vertical speed Gu hardly changes at the time when the wheel rides on the convex part A because the sprung vertical speed hardly changes before and after the wheel rides on the convex part A. Therefore, when the control described in the present embodiment is executed, the riding comfort when riding on the convex portion A is improved.
- the electric actuator 30 contracts once and then gradually expands. For this reason, the final stroke displacement Xs of the electric actuator 30 when the wheel rides on the convex portion is reduced by the amount that the electric actuator 30 first contracts. As a result, the stroke displacement Xs at the time when the wheel rides on the convex portion is suppressed to be less than the maximum stroke displacement Xmax that is a threshold stroke displacement at which the extension of the electric actuator 30 is restricted by the stopper. This prevents the extension of the electric actuator 30 from being restricted by the stopper.
- the embodiment of the present invention has been described above.
- the suspension apparatus shown in the first and second embodiments is interposed between a sprung member of a vehicle and an unsprung member connected to a wheel, and expands and contracts between the sprung member and the unsprung member.
- the electric actuator 30 that changes the interval of the vehicle, the preview sensor 65 that acquires undulation information on the road surface ahead of the vehicle when the vehicle is traveling, and the electric actuator 30 that is controlled based on the undulation information acquired by the preview sensor 65.
- Suspension ECU50 Suspension ECU50.
- the suspension ECU 50 includes a convex portion climbing control unit (S26) that controls the electric actuator 30 when the preview sensor 65 acquires undulation information regarding the convex portion formed on the road surface.
- the convex portion climbing control unit (S26) causes the spring to move as the electric actuator 30 expands for a predetermined period from when the preview sensor 65 acquires the undulation information about the convex portion to immediately before the wheel rides on the convex portion.
- the predetermined speed is such that the upward speed of the sprung member reaches the estimated unsprung speed Vdp due to the extension of the electric actuator 30 until then.
- the electric actuator 30 is controlled over a period.
- the preview sensor 65 acquires the undulation information about the convex portion formed on the road surface, the predetermined period from that time until immediately before the wheel rides on the convex portion.
- the electric actuator 30 extends and the ascending speed of the sprung member increases.
- the sprung member reaches the estimated unsprung rising speed Vdp due to the extension of the electric actuator 30 until then.
- the change in the sprung vertical speed due to the pushing acting on the sprung member increases the sprung member at the estimated unsprung rise speed Vdp. It will be reduced by the amount that you have. This improves the ride comfort.
- the convex part climbing control unit (S26) is configured such that when the wheel rides on the convex part, the magnitude of the relative speed (stroke speed Vs), which is the difference between the ascending speed of the sprung member and the ascending speed of the unsprung member. Is a speed represented by the difference between the ascending speed of the sprung member obtained by the extension of the electric actuator 30 and the ascending speed of the unsprung member generated when the wheel rides on the convex portion.
- the electric actuator 30 is controlled. With such control, when the wheel rides on the convex portion, the ascending speed of the sprung member is maintained at the ascending speed generated by the extension of the electric actuator 30 until then. For this reason, the change of the sprung vertical speed when the wheel rides on the convex portion is reduced, and the riding comfort is improved.
- the convex part climbing control unit (S26) controls the actuator so that the magnitude of the relative speed becomes zero when the wheel rides on the convex part. For this reason, the rising speed of the unsprung member does not affect the change in the rising speed of the sprung member. Therefore, the change in the sprung vertical speed when the wheel rides on the convex portion is reduced, and the riding comfort is improved.
- the suspension ECU 50 includes an unsprung rising speed estimation unit (S18, S20) that estimates the rising speed of the unsprung member generated when the wheel rides on the protruding part based on the undulation information regarding the protruding part. And a convex part riding-up control part (S26) is electrically driven over a predetermined period until a wheel rides on a convex part based on the estimated unsprung speed Vdp estimated by the unsprung climbing speed estimation part (S18, S20).
- the actuator 30 extends, the ascending speed of the sprung member increases, and when the wheel rides on the convex portion, the ascending speed of the sprung member increases to the estimated unsprung ascending speed Vdp due to the extension of the electric actuator 30 until then.
- the electric actuator 30 is controlled for a predetermined period before the wheel rides on the convex portion.
- the magnitude of the stroke speed Vs when the wheel rides on the convex portion is made zero. Therefore, the sprung vertical acceleration when riding on the convex portion is reduced, and the riding comfort is improved.
- the convex part climbing control unit (S26) has a vibration frequency of the ascending speed (sprung vertical speed Vu) of the sprung member from when the electric actuator 30 starts to extend until the wheel climbs on the convex part.
- the protrusion climbing control is executed.
- the sprung vertical speed gradually changes at a frequency equal to or lower than the sprung resonance frequency (for example, 1 Hz) from when the electric actuator 30 starts to extend until the wheel rides on the convex portion. Therefore, the riding comfort before the wheel rides on the convex portion is improved.
- the convex portion climbing control unit (S26) controls the electric actuator 30 so that the electric actuator 30 generates a driving force for a predetermined period before the wheel rides on the convex portion, and when the wheel rides on the convex portion. Controls the electric actuator 30 so that the electric actuator 30 does not generate a driving force and hardly generates a resistance force to an external input. That is, the convex part climbing control unit (S26) actively controls the electric actuator 30 until the wheel rides on the convex part, and the electric actuator 30 does not generate a force when the wheel rides on the convex part. The electric actuator 30 is controlled.
- the electric actuator 30 does not generate any driving force or resistance force (damping force) when the wheel rides on the convex portion, the ascending speed of the unsprung member due to the wheel riding on the convex portion is higher than the sprung member side. Is prevented from being transmitted to. For this reason, when a wheel rides on a convex part, the change of a sprung vertical speed can be suppressed and riding comfort improves.
- the electric actuator 30 includes an electric motor 31 that is rotationally driven when energized, and a ball screw mechanism 35 that converts the rotational motion of the electric motor 31 into a linear motion. Then, the convex portion climbing control unit (S26) energizes the electric motor 31 for a predetermined period until the wheel rides on the convex portion, so that the ascending speed of the sprung member gradually increases. Is driven (S42, S62), and the electric power to the electric motor 31 is cut off when the wheel rides on the convex portion (S46, S66).
- the electric motor 31 when the electric motor 31 is energized for a predetermined period from before the wheel rides on the convex portion to immediately before it rides, the rising speed of the sprung member is estimated spring when the wheel rides on the convex portion.
- the electric actuator 30 extends so as to reach the lower rising speed Vdp.
- the electric motor 31 when the wheel rides on the convex portion, the electric motor 31 is turned off so that the electric motor 31 is in a free state.
- the electric motor 31 When the electric motor 31 is in a free state, almost no damping force is generated, so that the unsprung vertical speed generated by the wheel riding on the convex portion is hardly transmitted to the sprung member. Therefore, the change in the sprung vertical speed at the time of riding on the convex portion is suppressed, and the riding comfort is improved.
- the electric motor 31 when the wheel got on the convex part, the example which interrupted electricity supply to the electric motor 31 and made the electric motor 31 a free state was shown, but the electric motor 31 generates a driving force.
- the electric motor 31 may be energized and controlled so that the damping force becomes small (for example, the electric motor 31 acts as a generator and the generated current becomes small).
- the electric actuator 30 in order to prevent the extension of the electric actuator 30 from being restricted by the stopper, the electric actuator 30 is controlled so that the sprung member descends at the beginning of the start of the protrusion climbing control.
- the control start timing may be delayed.
- an example is shown in which the electric actuator 30 is controlled so that the sprung member descends at the beginning of the convex portion climbing control when the estimated unsprung ascending speed Vdp is larger than the reference speed V1.
- the sprung member when the time from when the preview sensor 65 detects the undulation information about the convex portion to when the wheel rides on the convex portion is long (for example, during low-speed running), the sprung member is The electric actuator 30 may be controlled to descend.
- the present invention can be modified without departing from the gist thereof.
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Abstract
Description
cosΘ=(r-H)/r
したがって、乗り上げ角度Θは以下の式により表わされる。
Θ=cos-1((r-H)/r)
サスペンションECU50は上式に基づいて乗り上げ角度Θを演算する。
Claims (8)
- 車両のバネ上部材と車輪に連結されたバネ下部材との間に介装され、伸縮することによってバネ上部材とバネ下部材との間の間隔を変化させるアクチュエータと、前記車両が走行しているときに前記車両の前方路面の起伏情報を取得する起伏情報取得装置と、前記起伏情報取得装置により取得された起伏情報に基づいて前記アクチュエータを制御するアクチュエータ制御装置と、を備える車両のサスペンション装置であって、
前記アクチュエータ制御装置は、前記起伏情報取得装置が路面に形成された凸部に関する起伏情報を取得したときに前記アクチュエータを制御する凸部乗り上げ制御部を備え、
前記凸部乗り上げ制御部は、前記起伏情報取得装置が前記凸部に関する起伏情報を取得したときから前記車輪が前記凸部に乗り上げる直前までの間のうちの所定期間に亘り前記アクチュエータが伸長することによりバネ上部材の上昇速度が増加し、前記車輪が前記凸部に乗り上げたときに、それまでの前記アクチュエータの伸長によってバネ上部材の上昇速度が所定の上昇速度に達しているように、前記所定期間に亘り前記アクチュエータを制御する、サスペンション装置。 - 請求項1に記載のサスペンション装置において、
前記凸部乗り上げ制御部は、前記車輪が前記凸部に乗り上げたときに、バネ上部材の上昇速度とバネ下部材の上昇速度との差である相対速度の大きさが、前記所定の上昇速度と、前記車輪が前記凸部に乗り上げることにより発生するバネ下部材の上昇速度との差により表わされる速度になるように、前記アクチュエータを制御する、サスペンション装置。 - 請求項1または2に記載のサスペンション装置において、
前記アクチュエータ制御装置は、前記凸部に関する起伏情報に基づいて、前記車輪が前記凸部に乗り上げることにより発生するバネ下部材の上昇速度を推定するバネ下上昇速度推定部を備え、
前記凸部乗り上げ制御部は、前記バネ下上昇速度推定部により推定されたバネ下部材の上昇速度に基づいて、前記所定期間に亘り前記アクチュエータが伸長することによりバネ上部材の上昇速度が増加し、前記車輪が前記凸部に乗り上げたときに、それまでの前記アクチュエータの伸長によってバネ上部材の上昇速度が所定の上昇速度に達しているように、前記所定期間に亘り前記アクチュエータを制御する、サスペンション装置。 - 請求項3に記載のサスペンション装置において、
前記所定の上昇速度は、前記バネ下上昇速度推定部により推定されたバネ下部材の上昇速度に等しい速度である、サスペンション装置。 - 請求項1乃至4のいずれか1項に記載のサスペンション装置において、
前記凸部乗り上げ制御部は、前記アクチュエータが伸長を開始してから前記車輪が前記凸部に乗り上げるまでの間におけるバネ上部材の上昇速度の振動周波数がバネ上共振周波数以下の周波数となるように、前記アクチュエータを制御する、サスペンション装置。 - 請求項1乃至5のいずれか1項に記載のサスペンション装置において、
前記凸部乗り上げ制御部は、前記車輪が前記凸部に乗り上げる前の前記所定期間に亘り前記アクチュエータが駆動力を発生するように前記アクチュエータを制御し、前記車輪が前記凸部に乗り上げたときは、前記アクチュエータが駆動力を発生せず、且つ、外部入力に対する抵抗力も実質的に発生しないように、前記アクチュエータを制御する、サスペンション装置。 - 請求項1乃至6のいずれか1項に記載のサスペンション装置において、
前記アクチュエータは、通電することにより駆動する電動アクチュエータであり、
前記凸部乗り上げ制御部は、前記所定期間に亘り前記電動アクチュエータに通電することによりバネ上部材の上昇速度が徐々に増加するように前記電動アクチュエータを駆動させ、前記車輪が前記凸部に乗り上げたときに前記電動アクチュエータへの通電を遮断する、サスペンション装置。 - 請求項7に記載のサスペンション装置において、
前記電動アクチュエータは、通電することにより回転駆動する電気モータと、前記電気モータの回転運動を直線運動に変換する変換機構とを備え、
前記凸部乗り上げ制御部は、前記所定期間に亘り前記電気モータに通電することによりバネ上部材の上昇速度が徐々に増加するように前記電動アクチュエータを駆動させ、前記車輪が前記凸部に乗り上げたときに前記電気モータへの通電を遮断する、サスペンション装置。
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PCT/JP2010/065634 WO2012032655A1 (ja) | 2010-09-10 | 2010-09-10 | サスペンション装置 |
JP2011502969A JP5252073B2 (ja) | 2010-09-10 | 2010-09-10 | サスペンション装置 |
US13/147,541 US20130158799A1 (en) | 2010-09-10 | 2010-09-10 | Suspension apparatus |
EP10848130.0A EP2614970A1 (en) | 2010-09-10 | 2010-09-10 | Suspension system |
CN2010800086905A CN102666155A (zh) | 2010-09-10 | 2010-09-10 | 悬架装置 |
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EP (1) | EP2614970A1 (ja) |
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US20130158799A1 (en) | 2013-06-20 |
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CN102666155A (zh) | 2012-09-12 |
EP2614970A1 (en) | 2013-07-17 |
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