WO2013111501A1 - Système et procédé de commande de véhicule - Google Patents

Système et procédé de commande de véhicule Download PDF

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Publication number
WO2013111501A1
WO2013111501A1 PCT/JP2012/083815 JP2012083815W WO2013111501A1 WO 2013111501 A1 WO2013111501 A1 WO 2013111501A1 JP 2012083815 W JP2012083815 W JP 2012083815W WO 2013111501 A1 WO2013111501 A1 WO 2013111501A1
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WO
WIPO (PCT)
Prior art keywords
frequency
control
damping force
attitude
control amount
Prior art date
Application number
PCT/JP2012/083815
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English (en)
Japanese (ja)
Inventor
宏信 菊池
勝彦 平山
Original Assignee
日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2013555166A priority Critical patent/JP5737430B2/ja
Publication of WO2013111501A1 publication Critical patent/WO2013111501A1/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
    • B60G17/0165—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
    • 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
    • B60G17/0195—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 regulation being combined with other vehicle control systems
    • 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
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • 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
    • 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
    • B60G2400/90—Other conditions or factors
    • B60G2400/91—Frequency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/06—Active Suspension System

Definitions

  • the present invention relates to a control device that controls the state of a vehicle and a vehicle control method.
  • Patent Document 1 A technique described in Patent Document 1 is disclosed as a technique related to a vehicle control device. This publication discloses a technique for controlling the vehicle body posture using a suspension control device capable of changing the damping force.
  • the present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle control device and a vehicle control method capable of controlling the vehicle body posture while reducing a sense of discomfort to the occupant.
  • the damping force control means for controlling the damping force of the damping force variable shock absorber, the shock absorber attitude control amount with the attitude of the vehicle body as the target attitude is calculated, Damping force attitude control means for outputting to the damping force control means, stroke speed detecting means for detecting the stroke speed of the damping force variable shock absorber, and any frequency of the stroke speed detected by the stroke speed detecting means
  • the damping force control amount by the damping force control means decreases as the frequency scalar quantity in the high frequency band with respect to the frequency scalar quantity in the low frequency side frequency band increases.
  • frequency sensitive distribution means is a frequency sensitive distribution means.
  • FIG. 1 is a system schematic diagram illustrating a vehicle control apparatus according to a first embodiment.
  • FIG. 2 is a control block diagram illustrating a control configuration of the vehicle control device according to the first embodiment.
  • FIG. 3 is a control block diagram illustrating a configuration of roll rate suppression control according to the first embodiment. 3 is a time chart illustrating an envelope waveform forming process of roll rate suppression control according to the first embodiment.
  • FIG. 3 is a control block diagram illustrating a configuration of a traveling state estimation unit according to the first embodiment. It is a control block diagram showing the control content in the stroke speed calculating part of Example 1.
  • FIG. 3 is a block diagram illustrating a configuration of a reference wheel speed calculation unit according to the first embodiment. It is the schematic showing a vehicle body vibration model.
  • FIG. 6 is a control block diagram illustrating actuator control amount calculation processing when performing pitch control according to the first embodiment. It is a control block diagram showing brake pitch control of Example 1. It is the figure which expressed simultaneously the wheel speed frequency characteristic detected by the wheel speed sensor, and the stroke frequency characteristic of the stroke sensor which is not mounted in the Example. It is a control block diagram showing the frequency sensitive control in the sprung mass damping control of the first embodiment. It is a correlation diagram showing the human sensory characteristic in each frequency domain. It is a characteristic view showing the relationship between the vibration mixing ratio of the wing area
  • FIG. 3 is a block diagram illustrating a control configuration of unsprung vibration suppression control according to the first embodiment.
  • FIG. 3 is a control block diagram illustrating a control configuration of a damping force control unit according to the first embodiment.
  • 6 is a flowchart illustrating attenuation coefficient arbitration processing in a standard mode according to the first embodiment. 6 is a flowchart illustrating an attenuation coefficient arbitration process in the sport mode according to the first embodiment.
  • 6 is a flowchart illustrating attenuation coefficient arbitration processing in the comfort mode according to the first embodiment.
  • 6 is a flowchart illustrating attenuation coefficient arbitration processing in a highway mode according to the first exemplary embodiment. It is a time chart showing the attenuation coefficient change at the time of drive
  • 6 is a flowchart illustrating a mode selection process based on a running state in an attenuation coefficient arbitration unit according to the first embodiment.
  • FIG. 6 is a characteristic diagram illustrating a relationship of control force with respect to stroke speed according to the second embodiment.
  • FIG. 1 is a system schematic diagram illustrating a vehicle control apparatus according to the first embodiment.
  • the vehicle includes an engine 1 that is a power source and a brake 20 that generates braking torque due to friction force on each wheel (hereinafter, when displaying brakes corresponding to individual wheels, right front wheel brake: 20FR, left front wheel brake: 20FL).
  • S / A shock absorber 3
  • the engine 1 includes an engine controller (hereinafter also referred to as an engine control unit, which corresponds to power source control means) 1 a that controls torque output from the engine 1, and the engine controller 1 a has a throttle valve opening degree of the engine 1.
  • an engine controller hereinafter also referred to as an engine control unit, which corresponds to power source control means
  • the engine controller 1 a has a throttle valve opening degree of the engine 1.
  • a desired engine operating state engine speed and engine output torque
  • the brake 20 generates a braking torque based on the hydraulic pressure supplied from the brake control unit 2 that can control the brake hydraulic pressure of each wheel according to the running state.
  • the brake control unit 2 includes a brake controller (hereinafter also referred to as a brake control unit, which corresponds to a brake control unit) 2a that controls a braking torque generated by the brake 20, and is a master cylinder that is generated by a driver's brake pedal operation.
  • a brake control unit which corresponds to a brake control unit
  • a master cylinder that is generated by a driver's brake pedal operation.
  • the S / A3 is a damping force generator that attenuates the elastic motion of a coil spring provided between a vehicle unsprung (axle, wheel, etc.) and a sprung (vehicle body, etc.). It is configured to be variable.
  • the S / A 3 includes a cylinder in which fluid is sealed, a piston that strokes in the cylinder, and an orifice that controls fluid movement between fluid chambers formed above and below the piston. Furthermore, orifices having a plurality of types of orifice diameters are formed in the piston, and an orifice corresponding to a control command is selected from the plurality of types of orifices when the S / A actuator is operated. Thereby, the damping force according to the orifice diameter can be generated. For example, if the orifice diameter is small, the movement of the piston is easily restricted, so that the damping force is high. If the orifice diameter is large, the movement of the piston is difficult to be restricted, and thus the damping force is small.
  • an electromagnetic control valve is arranged on the communication path connecting fluids formed above and below the piston, and the damping force is set by controlling the opening / closing amount of the electromagnetic control valve.
  • the S / A 3 has an S / A controller 3a that controls the damping force of the S / A 3, and controls the damping force by operating the orifice diameter by the S / A actuator.
  • a wheel speed sensor 5 for detecting the wheel speed of each wheel (hereinafter, when displaying wheel speeds corresponding to individual wheels, right front wheel speed: 5FR, left front wheel speed: 5FL, right rear wheel speed: 5RR). , Left rear wheel speed: 5RL)), an integrated sensor 6 for detecting longitudinal acceleration, yaw rate and lateral acceleration acting on the center of gravity of the vehicle, and a steering angle which is a steering operation amount of the driver is detected.
  • Steering angle sensor 7 vehicle speed sensor 8 for detecting vehicle speed
  • engine torque sensor 9 for detecting engine torque
  • engine speed sensor 10 for detecting engine speed
  • master pressure sensor 11 for detecting master cylinder pressure.
  • a brake switch 12 that outputs an on-state signal when a brake pedal operation is performed
  • an accelerator opening sensor 13 that detects an accelerator pedal opening.
  • the signals of these various sensors are input to the S / A controller 3a.
  • the arrangement of the integrated sensor 6 may be at the center of gravity of the vehicle, or may be any place other than that as long as various values at the center of gravity can be estimated. Moreover, it is not necessary to be an integral type, and a configuration in which yaw rate, longitudinal acceleration, and lateral acceleration are individually detected may be employed.
  • the brake 20 can control the bounce motion and the pitch motion, but if both are performed, the feeling of deceleration is strong and the driver is likely to feel uncomfortable.
  • S / A3 can control all of roll motion, bounce motion and pitch motion. However, when all control is performed by S / A3, the production cost of S / A3 is increased and the damping force is increased. Since it tends to be high, high-frequency vibration from the road surface side is likely to be input, and it is easy for the driver to feel uncomfortable.
  • the control amount by the engine 1 and the brake 20 is limited and output from the control amount that can be actually output, thereby reducing the burden on the S / A 3 and accompanying the control of the engine 1 and the brake 20. Suppresses discomfort that occurs.
  • Skyhook control is performed by all actuators. At this time, without using a stroke sensor or a sprung vertical acceleration sensor generally required for skyhook control, the skyhook control can be performed with an inexpensive configuration using wheel speed sensors mounted on all vehicles. Realize.
  • scalar control frequency sensitive control
  • FIG. 2 is a control block diagram illustrating a control configuration of the vehicle control apparatus according to the first embodiment.
  • the controller is composed of an engine controller 1a, a brake controller 2a, and an S / A controller 3a.
  • the S / A controller 3a there are a driver input control unit 31 for performing driver input control for achieving a desired vehicle posture based on driver operations (steering operation, accelerator operation, brake pedal operation, etc.), and various sensors.
  • a traveling state estimating unit 32 that estimates the traveling state based on the detected value
  • a sprung mass damping control unit 33 that controls the vibration state on the spring based on the estimated traveling state, and the like.
  • An unsprung vibration suppression control unit 34 that controls the unsprung vibration state, a shock absorber posture control amount output from the driver input control unit 31, and an unsprung vibration suppression control amount output from the sprung vibration suppression control unit 33. Based on the unsprung vibration suppression control amount output from the unsprung vibration suppression control unit 34, a damping force to be set in the S / A 3 is determined, and the damping force control unit 3 that performs the S / A damping force control. And a (equivalent. To the damping force control means).
  • the damping force control unit 35 is excluded from the S / A controller 3a and used as an attitude control controller, and the damping force control unit 35 is configured as an S / A controller.
  • the A controller may be configured to include four controllers, or each controller may be configured from one integrated controller without particular limitation.
  • the engine controller and the brake controller in the existing vehicle are used as they are as the engine control unit 1a and the brake control unit 2a, and the S / A controller 3a is separately installed. It is assumed that the vehicle control apparatus according to the first embodiment is realized.
  • the driver input control unit 31 achieves the vehicle posture required by the driver by the engine side driver input control unit 31a that achieves the vehicle posture required by the driver by torque control of the engine 1 and the damping force control of S / A3. And an S / A side driver input control unit 31b.
  • the vehicle behavior desired to be achieved by the driver is determined based on the ground load variation suppression control amount that suppresses the ground load variation of the front wheels and the rear wheels, and signals from the steering angle sensor 7 and the vehicle speed sensor 8.
  • the corresponding yaw response control amount is calculated and output to the engine control unit 1a.
  • the S / A-side driver input control unit 31b calculates a driver input damping force control amount corresponding to the vehicle behavior that the driver wants to achieve based on signals from the steering angle sensor 7 and the vehicle speed sensor 8, and the damping force control unit 35 Output for. For example, when the driver is turning, if the nose side of the vehicle is lifted, the driver's field of view easily deviates from the road surface. In this case, the four-wheel damping force is used as a driver input damping force to prevent the nose from rising. Output as a controlled variable. In addition, a driver input damping force control amount that suppresses a roll generated during turning is output.
  • FIG. 3 is a control block diagram illustrating a configuration of roll rate suppression control according to the first embodiment.
  • the lateral acceleration estimation unit 31b1 estimates the lateral acceleration Yg based on the front wheel steering angle ⁇ f detected by the steering angle sensor 7 and the vehicle speed VSP detected by the vehicle speed sensor 8.
  • the 90 ° phase advance component creation unit 31b2 differentiates the estimated lateral acceleration Yg and outputs a lateral acceleration differential value dYg.
  • the first addition unit 31b4 adds the lateral acceleration Yg and the lateral acceleration differential value dYg.
  • the 90 ° phase delay component creation unit 31b3 outputs a component F (Yg) obtained by delaying the phase of the estimated lateral acceleration Yg by 90 °.
  • the second adder 31b5 adds F (Yg) to the value added by the first adder 31b4.
  • the Hilbert transform unit 31b6 calculates a scalar quantity based on the envelope waveform of the added value.
  • the gain multiplication unit 31b7 multiplies the scalar amount based on the envelope waveform by the gain, calculates a driver input attitude control amount for roll rate suppression control, and outputs the calculated value to the damping force control unit 35.
  • FIG. 4 is a time chart showing an envelope waveform forming process of roll rate suppression control according to the first embodiment.
  • phase delay component F (Yg) If the phase delay component F (Yg) is not added, the damping force from the time t2 to the time t3 is set to a small value, which may cause the vehicle behavior to become unstable due to the roll rate resonance component. In order to suppress this roll rate resonance component, a 90 ° phase delay component F (Yg) is added.
  • FIG. 5 is a control block diagram illustrating the configuration of the traveling state estimation unit according to the first embodiment.
  • the traveling state estimation unit 32 of the first embodiment basically, based on the wheel speed detected by the wheel speed sensor 5, the stroke speed of each wheel used for the skyhook control of the sprung mass damping control unit 33 described later, Calculate bounce rate, roll rate and pitch rate.
  • the value of the wheel speed sensor 5 of each wheel is input to the stroke speed calculation unit 321, and the sprung speed is calculated from the stroke speed of each wheel calculated by the stroke speed calculation unit 321.
  • FIG. 6 is a control block diagram illustrating control contents in the stroke speed calculation unit according to the first embodiment.
  • the stroke speed calculation unit 321 is individually provided for each wheel, and the control block diagram shown in FIG. 6 is a control block diagram focusing on a certain wheel.
  • the value of the wheel speed sensor 5, the front wheel steering angle ⁇ f detected by the steering angle sensor 7, and the rear wheel steering angle ⁇ r (actual rear wheel steering if a rear wheel steering device is provided).
  • the reference wheel speed calculation unit 300 that calculates a reference wheel speed based on the vehicle body lateral speed and the actual yaw rate detected by the integrated sensor 6, and the angle may be appropriately set to 0 in other cases.
  • a tire rotation vibration frequency calculation unit 321a that calculates the tire rotation vibration frequency based on the calculated reference wheel speed, and a deviation calculation unit 321b that calculates a deviation (wheel speed fluctuation) between the reference wheel speed and the wheel speed sensor value.
  • a GEO conversion unit 321c that converts the deviation calculated by the deviation calculation unit 321b into a suspension stroke amount, a stroke speed calibration unit 321d that calibrates the converted stroke amount to a stroke speed,
  • a band elimination filter corresponding to the frequency calculated by the tire rotation vibration frequency calculation unit 321a is applied to the value calibrated by the roke speed calibration unit 321d to remove the tire rotation primary vibration component and calculate the final stroke speed.
  • a signal processing unit 321e that calculates the tire rotation vibration frequency based on the calculated reference wheel speed
  • a deviation calculation unit 321b that calculates a deviation (wheel speed fluctuation) between the reference wheel speed and the wheel speed sensor value.
  • a GEO conversion unit 321c that converts the deviation calculated by the deviation calculation unit 321b
  • FIG. 7 is a block diagram illustrating a configuration of a reference wheel speed calculation unit according to the first embodiment.
  • the reference wheel speed refers to a value obtained by removing various disturbances from each wheel speed.
  • the difference between the wheel speed sensor value and the reference wheel speed is a value related to a component that fluctuates according to the stroke generated by the bounce behavior, roll behavior, pitch behavior, or unsprung vertical vibration of the vehicle body.
  • the stroke speed is estimated based on this difference.
  • the plane motion component extraction unit 301 calculates the first wheel speed V0 that is the reference wheel speed of each wheel based on the vehicle body plan view model with the wheel speed sensor value as an input.
  • the wheel speed sensor value detected by the wheel speed sensor 5 is ⁇ (rad / s)
  • the front wheel actual steering angle detected by the steering angle sensor 7 is ⁇ f (rad)
  • the rear wheel actual steering angle is ⁇ r (rad )
  • the vehicle body lateral speed is Vx
  • the yaw rate detected by the integrated sensor 6 is ⁇ (rad / s)
  • the vehicle speed estimated from the calculated reference wheel speed ⁇ 0 is V (m / s)
  • the reference to be calculated Wheel speed is VFL, VFR, VRL, VRR
  • front wheel tread is Tf
  • rear wheel tread is Tr
  • distance from vehicle center of gravity to front wheel is Lf
  • distance from vehicle center of gravity to rear wheel is Lr.
  • VFL (V-Tf / 2 ⁇ ⁇ ) cos ⁇ f + (Vx + Lf ⁇ ⁇ ) sin ⁇ f
  • VFR (V + Tf / 2 ⁇ ⁇ ) cos ⁇ f + (Vx + Lf ⁇ ⁇ ) sin ⁇ f
  • VRL (V ⁇ Tr / 2 ⁇ ⁇ ) cos ⁇ r + (Vx ⁇ Lr ⁇ ⁇ ) sin ⁇ r
  • VRR (V + Tr / 2 ⁇ ⁇ ) cos ⁇ r + (Vx-Lr ⁇ ⁇ ) sin ⁇ r
  • V is described as V0FL, V0FR, V0RL, V0RR (corresponding to the first wheel speed) as a value corresponding to each wheel.
  • V0FL ⁇ VFL-Lf ⁇ ⁇ sin ⁇ f ⁇ / cos ⁇ f + Tf / 2 ⁇ ⁇
  • V0FR ⁇ VFR-Lf ⁇ ⁇ sin ⁇ f ⁇ / cos ⁇ f-Tf / 2 ⁇ ⁇
  • V0RL ⁇ VRL + Lr ⁇ ⁇ sin ⁇ r ⁇ / cos ⁇ r + Tr / 2 ⁇ ⁇
  • V0RR ⁇ VRR + Lf ⁇ ⁇ sin ⁇ f ⁇ / cos ⁇ r-Tr / 2 ⁇ ⁇
  • the roll disturbance removing unit 302 calculates the second wheel speeds V0F and V0R as the reference wheel speeds for the front and rear wheels based on the vehicle body front view model with the first wheel speed V0 as an input.
  • the vehicle body front view model removes the wheel speed difference caused by the roll motion that occurs around the roll rotation center on the vertical line passing through the center of gravity of the vehicle when the vehicle is viewed from the front. Is done.
  • V0F (V0FL + V0FR) / 2
  • V0R (V0RL + V0RR) / 2
  • the second wheel speeds V0F and V0R from which disturbance based on the roll is removed are obtained.
  • the pitch disturbance removal unit 303 calculates the third wheel speeds VbFL, VbFR, VbRL, and VbRR that are the reference wheel speeds for all the wheels based on the vehicle side view model with the second wheel speeds V0F and V0R as inputs.
  • the vehicle body side view model removes an error caused by pitch motion generated around the center of pitch rotation on the vertical line passing through the center of gravity of the vehicle when the vehicle is viewed from the lateral direction.
  • the sprung speed calculation unit 322 calculates the bounce rate, roll rate, and pitch rate for skyhook control. Calculated.
  • FIG. 8 is a schematic diagram showing a vehicle body vibration model.
  • FIG. 8A is a model of a vehicle (hereinafter referred to as a “convex vehicle”) having an S / A having a constant damping force
  • FIG. 8B has an S / A having a variable damping force.
  • Ms represents the mass above the spring
  • Mu represents the mass below the spring
  • Ks represents the elastic coefficient of the coil spring
  • Cs represents the damping coefficient of S / A
  • Ku represents the unsprung (tire).
  • Cu represents an unsprung (tire) damping coefficient
  • Cv represents a variable damping coefficient
  • Z2 represents a position on the spring
  • z1 represents a position under the spring
  • z0 represents a road surface position.
  • the magnitude of the estimated sprung speed is smaller than the actual value in the frequency band below the sprung resonance, but the most important in skyhook control is the phase. If the correspondence between the phase and the sign can be maintained, the skyhook can be maintained. Since control is achieved and the magnitude of the sprung speed can be adjusted by other factors, there is no problem.
  • the sprung speed can be estimated if the stroke speed of each wheel is known.
  • the actual vehicle is four wheels instead of one wheel, it is considered to estimate the state of the spring by mode decomposition into roll rate, pitch rate and bounce rate using the stroke speed of each wheel. To do.
  • the above three components are calculated from the stroke speed of the four wheels, one corresponding component is insufficient, and the solution becomes indefinite. Therefore, a war plate representing the movement of the diagonal wheels is introduced.
  • the stroke amount bounce term is xsB
  • the roll term is xsR
  • the pitch term is xsP
  • the warp term is xsW
  • the stroke amount corresponding to Vz_sFL, Vz_sFR, Vz_sRL, Vz_sRR is z_sFL, z_sFR, z_sRL, z_sRR, Holds.
  • dxsB 1/4 (Vz_sFL + Vz_sFR + Vz_sRL + Vz_sRR)
  • dxsR 1/4 (Vz_sFL-Vz_sFR + Vz_sRL-Vz_sRR)
  • dxsP 1/4 (-Vz_sFL-Vz_sFR + Vz_sRL + Vz_sRR)
  • dxsW 1/4 (-Vz_sFL + Vz_sFR + Vz_sRL-Vz_sRR)
  • the sprung mass damping control unit 33 includes a skyhook control unit 33a that performs posture control based on the above-described sprung speed estimation value, and a frequency response that suppresses sprung vibration based on the road surface input frequency. And a control unit 33b.
  • the vehicle control apparatus includes the engine 1, the brake 20, and the S / A 3 as actuators for achieving sprung posture control.
  • the skyhook control unit 33a controls bounce rate, roll rate, and pitch rate for S / A3, controls bounce rate and pitch rate for engine 1, and controls pitch for brake 20. The rate is controlled.
  • the control amount for each actuator can be determined by using the sprung speed estimated by the traveling state estimation unit 32 described above.
  • FB is transmitted to the engine 1 and S / A 3 as a bounce attitude control amount
  • FR is a control executed only at S / A 3, and thus is transmitted to the damping force control unit 35 as a roll attitude control amount.
  • FIG. 9 is a control block diagram illustrating actuator control amount calculation processing when performing pitch control according to the first embodiment.
  • the skyhook control unit 33a is achieved by the engine 1 and the first target attitude control amount calculation unit 331 that calculates a target pitch rate that is a first target attitude control amount that is a control amount that can be used in common for all actuators.
  • the first target attitude control amount calculation unit 331 outputs the pitch rate as it is (hereinafter, this pitch rate is referred to as the pitch rate). It is described as a first target attitude control amount.)
  • the engine attitude control amount calculation unit 332 calculates an engine attitude control amount that is a control amount that can be achieved by the engine 1 based on the input first target attitude control amount.
  • a limit value for limiting the engine attitude control amount is set in order not to give the driver a sense of incongruity.
  • the engine attitude control amount is limited to be within a predetermined longitudinal acceleration range when converted to longitudinal acceleration. Therefore, the engine attitude control amount is calculated based on the first target attitude control amount, and when a value equal to or greater than the limit value is calculated, the engine attitude control amount that can be achieved by the limit value is output.
  • the engine attitude control amount output from the engine attitude control amount calculation unit 332 is output as a value obtained by multiplying the pitch rate suppressed by the engine 1 by CskyP.
  • a value obtained by converting the engine attitude control amount into a pitch rate in the conversion unit 332a is output to a second target attitude control amount calculation unit 333 described later.
  • the engine attitude control amount output from the engine attitude control amount calculation unit 332 is input to the engine attitude control amount distribution unit 332b.
  • the engine attitude control distribution unit 332b sets a distribution ratio between an engine attitude control amount and a later-described brake attitude control amount and shock absorber attitude control amount according to the frequency component of the wheel stroke speed. The details will be described after the frequency sensitivity control unit 33b explains the characteristics of the wheel stroke speed for each frequency component.
  • the engine control unit 1 a calculates an engine torque control amount based on the engine attitude control amount corresponding to the limit value, and outputs the engine torque control amount to the engine 1.
  • the second target attitude control amount calculation unit 333 a deviation between the first target attitude control amount and a value obtained by converting the engine attitude control amount into a pitch rate in the conversion unit 332a (hereinafter, this value is also simply referred to as an engine attitude control amount).
  • the second target attitude control amount is calculated and output to the brake attitude control amount calculation unit 334.
  • a limit value for limiting the brake attitude control amount is set in order to prevent the driver from feeling uncomfortable like the engine 1. As a result, the brake attitude control amount is limited to be within a predetermined longitudinal acceleration range when converted into the longitudinal acceleration.
  • the brake posture control amount is calculated based on the second target posture control amount, and when a value equal to or greater than the limit value is calculated, the brake posture control amount that can be achieved by the limit value is output.
  • the brake attitude control amount output from the brake attitude control amount calculation unit 334 is output as a value obtained by multiplying the pitch rate suppressed by the brake 20 by CskyP. Note that a value obtained by converting the brake attitude control amount into a pitch rate in the conversion unit 334a is output to a third target attitude control amount calculation unit 335 described later.
  • the brake posture control amount output from the brake posture control amount calculation unit 334 is input to the brake posture control amount distribution unit 334b.
  • the brake attitude control distribution unit 334b sets a distribution ratio between a brake attitude control amount, an engine attitude control amount, and a shock absorber attitude control amount, which will be described later, according to the frequency component of the wheel stroke speed. The details will be described after the frequency sensitivity control unit 33b explains the characteristics of the wheel stroke speed for each frequency component. Further, in the brake control unit 2a, a braking torque control amount is calculated based on the brake attitude control amount corresponding to the limit value and the distribution ratio, and is output to the brake control unit 2.
  • the third target attitude control amount calculation unit 335 a value obtained by converting the brake attitude control amount into a pitch rate in the second target attitude control amount and the conversion unit 334a (hereinafter, this value is also simply referred to as a brake attitude control amount).
  • a third target attitude control amount that is a deviation is calculated and output to the S / A attitude control amount calculation unit 336.
  • the S / A attitude control amount calculation unit 336 outputs a pitch attitude control amount corresponding to the third target attitude control amount.
  • the S / A attitude control amount distribution unit 336b sets a distribution ratio between the shock absorber attitude control amount and the above-described engine attitude control amount and brake attitude control amount according to the frequency component of the wheel stroke speed.
  • the damping force control unit 35 determines the damping force control amount based on the bounce posture control amount, the roll posture control amount, and the pitch posture control amount (hereinafter collectively referred to as the S / A posture control amount). Calculated and output to S / A3.
  • the operation switching unit 337 receives the pitch rate calculated by the traveling state estimation unit 32, and when the absolute value of the amplitude of the pitch rate is less than a first predetermined value, the brake posture control amount calculation unit 334 and the shock absorber posture control A request for setting the brake posture control amount and the damping force control amount to zero is output to the amount calculation unit 336 regardless of the second target posture control amount and the third target posture control amount. Further, when the absolute value of the amplitude of the pitch rate is less than the second predetermined value that is larger than the first predetermined value, the damping force control is performed on the shock absorber attitude control amount calculation unit 336 regardless of the third target attitude control amount. Outputs a request for zero quantity.
  • the first target attitude control amount is calculated, then the engine attitude control amount is calculated, and the second target that is the deviation between the first target attitude control amount and the engine attitude control amount is calculated.
  • a brake posture control amount is calculated from the posture control amount, and an S / A posture control amount is calculated from a third target posture control amount that is a deviation between the second posture control amount and the brake posture control amount.
  • the damping force basically increases.
  • An increase in damping force means a hard suspension characteristic, so when high-frequency vibration is input from the road surface, it becomes easy to transmit high-frequency input and impairs passenger comfort (hereinafter referred to as high-frequency vibration characteristics). Described as worse.)
  • high-frequency vibration characteristics when high-frequency vibration is input from the road surface, it becomes easy to transmit high-frequency input and impairs passenger comfort (hereinafter referred to as high-frequency vibration characteristics). Described as worse.)
  • the above effect is obtained by determining the control amount of the engine 1 prior to S / A3 and determining the control amount of the brake 20 prior to S / A3.
  • FIG. 10 is a control block diagram showing the brake pitch control of the first embodiment.
  • the vehicle body mass is m
  • the front wheel braking force is BFf
  • the rear wheel braking force is BFr
  • the height between the vehicle center of gravity and the road surface is Hcg
  • the vehicle acceleration is a
  • the pitch moment is Mp
  • the pitch rate is Vp.
  • the brake attitude control amount calculation unit 334 is composed of the following control blocks.
  • the dead zone processing code determination unit 3341 determines the sign of the input pitch rate Vp, and when it is positive, it outputs 0 to the deceleration reduction processing unit 3342 because control is unnecessary, and when it is negative, it determines that control is possible.
  • the pitch rate signal is output to the deceleration reduction processing unit 3342.
  • This process is a process corresponding to the limit by the limit value performed in the brake attitude control amount calculation unit 334.
  • the square processor 3342a squares the pitch rate signal. This inverts the sign and smoothes the rise of the control force.
  • the pitch rate square decay moment calculation unit 3342b calculates the pitch moment Mp by multiplying the squared pitch rate by the skyhook gain CskyP of the pitch term considering the square process.
  • the target deceleration calculating unit 3342c calculates the target deceleration by dividing the pitch moment Mp by the mass m and the height Hcg between the vehicle center of gravity and the road surface.
  • the calculated rate of change of the target deceleration that is, whether the jerk is within a preset range of the deceleration jerk threshold and the extraction jerk threshold, and the target deceleration is the longitudinal acceleration limit value. Judgment is made whether or not it is within the range. If any threshold is exceeded, the target deceleration is corrected to a value within the jerk threshold range, and if the target deceleration exceeds the limit value, the limit is set. Set within the value. Thereby, the deceleration can be generated so as not to give the driver a sense of incongruity.
  • the target pitch moment converting unit 3343 calculates the target pitch moment by multiplying the target deceleration limited by the jerk threshold limiting unit 3342d by the mass m and the height Hcg, and the brake control unit 2a and the target pitch rate converting unit 3344. Output for.
  • a target pitch rate conversion unit 3344 divides the target pitch moment by the skyhook gain CskyP of the pitch term to convert it into a target pitch rate (corresponding to a brake posture control amount), and the third target posture control amount calculation unit 335 Output.
  • the sprung speed is estimated based on the detection value of the wheel speed sensor 5 and the skyhook control is performed based on the estimated sprung speed control.
  • a comfortable driving state (a comfortable ride feeling softer than the vehicle body flatness) is guaranteed.
  • vector control where the relationship (phase, etc.) of the sign of stroke speed and sprung speed is important, such as skyhook control, may make it difficult to achieve proper control due to a slight phase shift. Therefore, we decided to introduce frequency-sensitive control, which is sprung mass damping control according to the scalar quantity of vibration characteristics.
  • FIG. 11 is a diagram in which the wheel speed frequency characteristic detected by the wheel speed sensor and the stroke frequency characteristic of a stroke sensor not mounted in the embodiment are simultaneously written.
  • the frequency characteristic is a characteristic in which the vertical axis represents the magnitude of the amplitude with respect to the frequency as a scalar quantity. Comparing the frequency component of the wheel speed sensor 5 with the frequency component of the stroke sensor, it can be understood that substantially the same scalar amount is taken from the sprung resonance frequency component to the unsprung resonance frequency component. Therefore, the damping force is set based on this frequency characteristic among the detection values of the wheel speed sensor 5.
  • the area where the sprung resonance frequency component exists is felt as if the occupant was thrown into the air by swinging the entire body of the occupant, in other words, the feeling that the gravitational acceleration acting on the occupant was reduced.
  • the frequency region that brings about the waving region (0.5 to 3 Hz), and the region between the sprung resonance frequency component and the unsprung resonance frequency component is not a feeling that gravitational acceleration decreases.
  • the feeling that the human body jumps in small increments when performing (trot), in other words, the frequency range that brings up and down movement that the whole body can follow is the leopard region (3 to 6 Hz), and the region where the unsprung resonance frequency component exists Is not a vertical movement until the mass of the human body follows, but a bull region (6 to 6) is used as a frequency region where vibration is transmitted to a part of the body such as the occupant's thigh. 23 Hz).
  • FIG. 12 is a control block diagram illustrating frequency sensitive control in the sprung mass damping control according to the first embodiment.
  • the band elimination filter 350 cuts noise other than the vibration component used for the main control from the wheel speed sensor value.
  • the predetermined frequency domain dividing unit 351 divides the frequency band into a wide area, a horizontal area, and a bull area.
  • the Hilbert transform processing unit 352 performs Hilbert transform on each divided frequency band, and converts it into a scalar quantity based on the amplitude of the frequency (specifically, an area calculated from the amplitude and the frequency band).
  • the vehicle vibration system weight setting unit 353 sets weights at which vibrations in the frequency bands of the fur region, the leopard region, and the bull region are actually propagated to the vehicle.
  • the human sense weight setting unit 354 sets weights at which vibrations in the frequency bands of the fur region, the leopard region, and the bull region are propagated to the occupant.
  • FIG. 13 is a correlation diagram showing human sensory characteristics with respect to frequency.
  • the occupant's sensitivity is relatively low with respect to the frequency, and the sensitivity gradually increases as the region moves to the high frequency region.
  • the high frequency region above the bull region becomes difficult to be transmitted to the occupant.
  • the human sense weight Wf of the wafe area is set to 0.17
  • the human sense weight Wh of the leopard area is set to 0.34 which is larger than Wf
  • the human sense weight Wb of the bull area is larger than Wf and Wh. Set to 0.38.
  • the weight determining unit 355 calculates the ratio of the weight of each frequency band to the weight of each frequency band. If the weight of the wing area is a, the weight of the leopard area is b, and the weight of the bull area is c, the weight coefficient of the wing area is (a / (a + b + c)), and the weight coefficient of the leap area is (b / (a + b + c). )), And the weighting factor of the bull area is (c / (a + b + c)).
  • the scalar amount calculation unit 356 multiplies the scalar amount of each frequency band calculated by the Hilbert transform processing unit 352 by the weight calculated by the weight determination unit 355, and outputs a final scalar amount. The processing so far is performed on the wheel speed sensor value of each wheel.
  • the maximum value selection unit 357 selects the maximum value from the final scalar amounts calculated for each of the four wheels. Note that 0.01 in the lower part is set to avoid the denominator becoming 0 because the sum of the maximum values is used as the denominator in the subsequent processing.
  • the ratio calculation unit 358 calculates the ratio using the sum of the scalar value maximum values in each frequency band as the denominator and the scalar value maximum value in the frequency band corresponding to the waving region as the numerator. In other words, the mixing ratio (hereinafter simply referred to as the ratio) of the wafer region included in all vibration components is calculated.
  • the sprung resonance filter 359 performs filter processing of about 1.2 Hz of the sprung resonance frequency with respect to the calculated ratio, and extracts a sprung resonance frequency band component representing a waft region from the calculated ratio. In other words, since the wing area exists at about 1.2 Hz, the ratio of this area is considered to change at about 1.2 Hz. Then, the finally extracted ratio is output to the damping force control unit 35, and a frequency sensitive damping force control amount corresponding to the ratio is output.
  • FIG. 14 is a characteristic diagram showing the relationship between the vibration mixing ratio of the waft region and the damping force by the frequency sensitive control of the first embodiment.
  • the vibration level of sprung resonance is reduced by setting the damping force high when the ratio of the wing area is large.
  • the damping force is set high, the ratio of the leopard area and the bull area is small, so that high frequency vibration or vibration that moves with the leopard is not transmitted to the occupant.
  • the damping force is set low, so that the vibration transmission characteristic more than the sprung resonance is reduced, the high frequency vibration is suppressed, and a smooth riding comfort is obtained.
  • FIG. 15 is a diagram showing the wheel speed frequency characteristics detected by the wheel speed sensor 5 under a certain traveling condition. This is a characteristic that appears particularly when traveling on a road surface in which small unevenness such as a stone pavement continues.
  • the damping force is determined by the value of the amplitude peak in Skyhook control. There is a problem that a very high damping force is set at an incorrect timing and high-frequency vibration is deteriorated.
  • the shock absorber attitude control amount gain Kc in the S / A attitude control amount distribution unit 336b is set to be smaller as the ratio of the high frequency component becomes larger (as the ratio of the wafer region becomes smaller). Also, in order to compensate for the shock absorber attitude control amount that decreases when the ratio of the high frequency component is large, the engine attitude control amount gain Ka in the engine attitude control distribution unit 332b and the brake in the brake attitude control distribution unit 334b increase as the ratio of the high frequency component increases. Increased attitude control amount gain Kb.
  • FIG. 16 is a diagram showing a map of engine attitude control amount gain Ka
  • FIG. 17 is a diagram showing a map of brake attitude control amount gain Kb
  • FIG. 18 is a diagram showing a map of damping force attitude control gain Kc.
  • 16, 17, and 18 indicate the ratio of the high-frequency component, and this ratio can be obtained from the ratio of the wafer region output from the sprung resonance filter 359 of FIG. 12. That is, the ratio of the high frequency component is larger as the ratio of the wafer region is smaller, and the ratio of the lower frequency component is smaller as the ratio of the wafer region is larger.
  • FIG. 19 is a block diagram illustrating a control configuration of unsprung vibration suppression control according to the first embodiment.
  • the unsprung resonance component extraction unit 341 extracts a unsprung resonance component by applying a band-pass filter to the wheel speed fluctuation output from the deviation calculation unit 321b in the traveling state estimation unit 32.
  • the unsprung resonance component is extracted from the region of approximately 10 to 20 Hz of the wheel speed frequency component.
  • the envelope waveform shaping unit 342 the extracted unsprung resonance component is scalarized, and the envelope waveform is shaped using the EnvelopeFilter.
  • the gain multiplication unit 343 multiplies the scalarized unsprung resonance component by a gain, calculates an unsprung damping damping force control amount, and outputs the calculated amount to the damping force control unit 35.
  • the unsprung resonance component is extracted by applying a bandpass filter to the detected value of the wheel speed sensor.
  • the running state estimation unit 32 estimates the unsprung speed along with the sprung speed.
  • An unsprung resonance component may be extracted by
  • FIG. 20 is a control block diagram illustrating a control configuration of the damping force control unit according to the first embodiment.
  • the driver input damping force control amount output from the driver input control unit 31 the S / A attitude control amount output from the skyhook control unit 33a, and the frequency sensitive control unit 33b output
  • the frequency sensitive damping force control amount, the unsprung damping damping force control amount output from the unsprung damping control unit 34, and the stroke speed calculated by the running state estimation unit 32 are input, and these values are equivalent. Convert to viscous damping coefficient.
  • each damping coefficient is referred to as driver input damping coefficient k1, S / A attitude damping coefficient k2, frequency sensitive damping coefficient k3, unsprung). (Which is described as damping damping coefficient k4)), which arbitration is performed based on which damping coefficient is controlled, and a final damping coefficient is output.
  • the control signal converter 35c converts the control signal (command current value) for S / A3 based on the attenuation coefficient and stroke speed adjusted by the attenuation coefficient adjuster 35b, and outputs the control signal to S / A3.
  • the vehicle control apparatus has four control modes. First, the standard mode assuming a state where an appropriate turning state can be obtained while driving in a general urban area, and second, a state where a stable turning state can be obtained while actively driving a winding road etc. In sport mode, thirdly, comfort mode that assumes a state of driving with priority on ride comfort, such as when starting at a low vehicle speed, and fourthly, highway mode that assumes a state of traveling at high vehicle speed on highways with many straight lines is there.
  • sport mode thirdly, comfort mode that assumes a state of driving with priority on ride comfort, such as when starting at a low vehicle speed
  • highway mode that assumes a state of traveling at high vehicle speed on highways with many straight lines is there.
  • priority is given to unsprung vibration suppression control by the unsprung vibration suppression control unit 34 while performing skyhook control by the skyhook control unit 33a.
  • priority is given to driver input control by the driver input control unit 31, and skyhook control by the skyhook control unit 33a and unsprung vibration suppression control by the unsprung vibration suppression control unit 34 are performed.
  • comfort mode the control for giving priority to the unsprung vibration damping control by the unsprung vibration damping control unit 34 is performed while performing the frequency sensitive control by the frequency sensitive control unit 33b.
  • priority is given to driver input control by the driver input control unit 31, and control for adding the amount of unsprung vibration suppression control by the unsprung vibration control unit 34 to skyhook control by the skyhook control unit 33a is performed. To do.
  • the adjustment of the attenuation coefficient in each mode will be described.
  • FIG. 21 is a flowchart showing the attenuation coefficient arbitration process in the standard mode according to the first embodiment.
  • step S1 it is determined whether or not the S / A attitude damping coefficient k2 is larger than the unsprung damping damping coefficient k4. If larger, the process proceeds to step S4 and k2 is set as the damping coefficient.
  • step S2 a scalar amount ratio of the bull region is calculated based on the scalar amounts of the fur region, the leopard region, and the bull region described in the frequency response control unit 33b.
  • step S3 it is determined whether or not the ratio of the bull area is equal to or greater than a predetermined value.
  • the routine proceeds to step S5 and k4 is set.
  • FIG. 22 is a flowchart showing attenuation coefficient arbitration processing in the sport mode of the first embodiment.
  • step S11 the four-wheel damping force distribution ratio is calculated based on the four-wheel driver input damping coefficient k1 set by the driver input control.
  • the right front wheel driver input damping coefficient is k1fr
  • the left front wheel driver input damping coefficient is k1fl
  • the right rear wheel driver input damping coefficient is k1rr
  • the left rear wheel driver input damping coefficient is k1rl
  • xfl k1fl / (k1fr + k1fl + k1rr + k1rl)
  • xrr k1rr / (k1fr + k1fl + k1rr + k1rl)
  • xrl k1rl / (k1fr + k1fl + k1rr + k1rl)
  • xrl k
  • step S12 it is determined whether or not the damping force distribution ratio x is within a predetermined range (greater than ⁇ and smaller than ⁇ ). If it is within the predetermined range, it is determined that the distribution to each wheel is substantially equal, and the process proceeds to step S13. If any one is out of the predetermined range, the process proceeds to step S16. In step S13, it is determined whether or not the unsprung damping damping coefficient k4 is larger than the driver input damping coefficient k1. If it is determined that the unsprung damping damping coefficient k4 is larger, the process proceeds to step S15 and k4 is set as the first damping coefficient k. On the other hand, if it is determined that the unsprung damping damping coefficient k4 is equal to or less than the driver input damping coefficient k1, the process proceeds to step S14, and k1 is set as the first damping coefficient k.
  • step S16 it is determined whether or not the unsprung damping damping coefficient k4 is the maximum value max that S / A3 can be set. If it is determined that the maximum value is max, the process proceeds to step S17, and otherwise, the process proceeds to step S18. move on.
  • step S17 the maximum value of the four-wheel driver input damping coefficient k1 is the unsprung damping damping coefficient k4, and the damping coefficient that satisfies the damping force distribution ratio is calculated as the first damping coefficient k. In other words, a value that maximizes the damping coefficient while satisfying the damping force distribution rate is calculated.
  • step S18 a damping coefficient that satisfies the damping force distribution ratio in a range where all the four-wheel driver input damping coefficients k1 are equal to or greater than k4 is calculated as the first damping coefficient k.
  • a value that satisfies the damping force distribution ratio set by the driver input control and also satisfies the requirements of the unsprung vibration suppression control side is calculated.
  • step S19 it is determined whether or not the first attenuation coefficient k set in each of the above steps is smaller than the S / A attitude attenuation coefficient k2 set by skyhook control. Since the damping coefficient requested on the side is larger, the process proceeds to step S20 and k2 is set. On the other hand, if it is determined that k is equal to or greater than k2, the process proceeds to step S21 and k is set.
  • the damping force distribution rate required from the driver input control side is closely related to the vehicle body posture, and particularly because it is closely related to the driver's line-of-sight change due to the roll mode.
  • the highest priority is to secure the damping force distribution ratio.
  • the sky vehicle body posture can be maintained by selecting Skyhook control with select high.
  • FIG. 23 is a flowchart illustrating attenuation coefficient arbitration processing in the comfort mode according to the first embodiment.
  • step S30 it is determined whether or not the frequency sensitive damping coefficient k3 is larger than the unsprung damping damping coefficient k4. If it is determined that the frequency sensitive damping coefficient k3 is larger, the process proceeds to step S32 and the frequency sensitive damping coefficient k3 is set. On the other hand, if it is determined that the frequency sensitive damping coefficient k3 is equal to or less than the unsprung damping damping coefficient k4, the process proceeds to step S32 to set the unsprung damping damping coefficient k4.
  • the comfort mode priority is given to unsprung resonance control that basically suppresses unsprung resonance.
  • frequency sensitive control was performed as sprung mass damping control, and the optimum damping coefficient was set according to the road surface condition, so it was possible to achieve control that ensured riding comfort and lack of grounding feeling due to fluttering under the spring. Can be avoided by unsprung vibration suppression control.
  • the attenuation coefficient may be switched according to the bull ratio of the frequency scalar quantity. As a result, the ride comfort can be further ensured in the super comfort mode.
  • FIG. 24 is a flowchart illustrating attenuation coefficient arbitration processing in the highway mode according to the first embodiment. Since steps S11 to S18 are the same as the arbitration process in the sport mode, the description thereof is omitted.
  • step S40 the S / A attitude attenuation coefficient k2 by the skyhook control is added to the first attenuation coefficient k that has been adjusted up to step S18, and is output.
  • FIG. 25 is a time chart showing a change in attenuation coefficient when traveling on a wavy road surface and an uneven road surface.
  • the first damping coefficient k is always set as in the highway mode, a certain amount of damping force is always secured, and the vehicle body fluctuates even when the damping coefficient by the skyhook control is small. Such movement can be suppressed. Further, since it is not necessary to increase the skyhook control gain, it is possible to appropriately deal with road surface irregularities by using a normal control gain. In addition, since the skyhook control is performed with the first damping coefficient k set, unlike the damping coefficient limit, the damping coefficient decreasing process can be performed in the semi-active control region, and at the time of high-speed traveling It is possible to ensure a stable vehicle posture.
  • FIG. 26 is a flowchart illustrating a mode selection process based on the running state in the attenuation coefficient arbitration unit of the first embodiment.
  • step S50 it is determined whether or not the vehicle is in the straight traveling state based on the value of the steering angle sensor 7. If it is determined that the vehicle is traveling straight, the process proceeds to step S51. If it is determined that the vehicle is turning, the process proceeds to step S54. move on.
  • step S51 it is determined based on the value of the vehicle speed sensor 8 whether or not the vehicle speed is equal to or higher than a predetermined vehicle speed VSP1 representing a high vehicle speed state.
  • step S52 If it is determined that the vehicle speed is VSP1 or higher, the process proceeds to step S52 and the standard mode is selected. On the other hand, if it is determined that it is less than VSP1, the process proceeds to step S53 and the comfort mode is selected. In step S54, based on the value of the vehicle speed sensor 8, it is determined whether or not the vehicle speed is equal to or higher than a predetermined vehicle speed VSP1 representing a high vehicle speed state. If it is determined that the vehicle speed is VSP1 or higher, the process proceeds to step S55 and the highway mode is selected. On the other hand, if it is determined that it is less than VSP1, the process proceeds to step S56 to select the sport mode.
  • the standard mode when driving at a high vehicle speed in a straight running state, the standard mode is selected to stabilize the vehicle body posture by skyhook control and to suppress the high frequency vibration such as leopard and bull. In addition, unsprung resonance can be suppressed. Further, when traveling at a low vehicle speed, by selecting the comfort mode, it is possible to suppress unsprung resonance while suppressing the input of vibrations such as leopard and bull to the occupant as much as possible.
  • the highway mode is selected, so that it is controlled by the value obtained by adding the damping coefficient, so that basically a high damping force can be obtained.
  • the sport mode is selected, so that the vehicle posture during turning is positively secured by driver input control, and unsprung resonance is suppressed while skyhook control is performed as appropriate. Can travel in a stable vehicle posture.
  • the control example in which the driving state is detected and automatically switched is shown in the first embodiment.
  • a changeover switch that can be operated by the driver is provided to select the driving mode. You may control to. As a result, ride comfort and turning performance according to the driving intention of the driver can be obtained.
  • the damping force control unit 35 (damping force control means) that controls the damping force of the S / A 3 (damping force variable shock absorber) and the pitch rate (body posture) detected by the wheel speed sensor 5 are flattened.
  • a shock absorber posture control amount calculation unit 336 (shock absorber posture control amount calculation means) that calculates a shock absorber posture control amount to be a posture (target posture) and outputs it to the damping force control unit 35, and a damping force variable shock absorber
  • the magnitude of the amplitude of an arbitrary frequency band of the stroke speed detected by the running state estimating unit 32 and the running state estimating unit 32 is set as the frequency scalar quantity, the low frequency
  • the frequency scalar amount in the high frequency band is large relative to the frequency scalar amount in the side frequency band (the ratio of Saku) I see by the damping force control unit 35 to reduce the shock absorber attitude control amount S /
  • a attitude control amount distribution unit 336b (the frequency response distribution means), with a.
  • the shock absorber attitude control amount can be reduced, the deterioration of the high-frequency vibration characteristic can be suppressed, and a smooth riding comfort can be obtained.
  • the wheel speed sensor 5 is used as the traveling state detection means.
  • the traveling state may be detected by employing a stroke sensor, a sprung vertical acceleration sensor, or the like.
  • the vehicle body attitude control is performed by the skyhook control.
  • the vehicle body attitude control may be achieved by another vehicle body attitude control.
  • the pitch rate is controlled, but bounce rate or the like may be controlled.
  • the target posture is a flat posture, but for example, a nose dive-like vehicle body posture may be set as the target posture from the viewpoint of securing the driver's view during turning.
  • An engine control unit 1a (power source control means) that controls torque output from the engine 1 (vehicle power source), and an engine posture in which the pitch rate (body posture) is a flat posture (target posture).
  • a control amount (power source posture control amount) is calculated and output to the engine control unit 1a.
  • the engine posture control amount calculation unit 332 (power source posture control means) and the stroke speed detected by the traveling state estimation unit 32 are calculated.
  • An engine attitude control amount distribution unit 332b (frequency sensitive distribution means) that increases an engine attitude control amount by the control unit 1a. As a result, it is possible to compensate for the shock absorber posture control amount that becomes smaller when the ratio of the high frequency component is large, and to achieve the posture control amount.
  • Brake control unit 2a for controlling the braking torque output from the brake 2 (vehicle friction brake), and a brake with a pitch rate (body posture) being a flat posture (target posture)
  • the posture control amount (friction brake posture control amount) is calculated and output to the brake control unit 2a.
  • the brake posture control amount calculation unit 334 (friction brake posture control means) and the stroke speed detected by the state estimation unit 32 are calculated.
  • Brake posture control amount distribution unit 334b (frequency sensitive distribution means) for increasing the brake posture control amount by the control unit 2a , With. As a result, it is possible to compensate for the shock absorber posture control amount that becomes smaller when the ratio of the high frequency component is large, and to achieve the posture control amount.
  • the friction brake posture control means uses the pitch rate with the posture of the vehicle body as the target posture.
  • the bounce control by the brake 20 generates braking force at the same time for the four wheels. Therefore, despite the low control priority, the deceleration effect is strong for the difficulty of obtaining the control effect, and the driver tends to feel uncomfortable. there were. Therefore, the brake 20 has a configuration specialized for pitch control.
  • the pitch rate Vp is positive, that is, when the braking force is applied when the front wheel side is depressed, the front wheel side is further depressed and the pitch motion is promoted. In this case, the braking force is not applied.
  • the braking pitch moment gives a braking force to suppress the front wheel side lift. This contributes to improving the sense of security and flatness by ensuring the driver's field of view and making it easier to see the front. Further, since the braking torque is generated only when the vehicle body is lifted on the front side, the generated deceleration can be reduced as compared with the case where the braking torque is generated for both lifting and sinking. Moreover, since the actuator operation frequency is only half, a low-cost actuator can be employed.
  • the traveling state estimation unit 32 estimates the stroke speed based on the change in wheel speed. Thereby, it is not necessary to provide an expensive sensor such as a sprung vertical acceleration sensor or a stroke sensor. Generally, by estimating all the states from the wheel speed sensor 5 mounted on any vehicle, the number of parts can be reduced. Reduction and cost reduction can be achieved, and vehicle mountability can be improved.
  • the skyhook control unit 33a calculates a shock absorber attitude control amount for setting the pitch rate (the attitude of the vehicle body) to a flat attitude (target attitude),
  • a shock absorber attitude control amount for setting the pitch rate (the attitude of the vehicle body) to a flat attitude (target attitude)
  • the amplitude of an arbitrary frequency band of the stroke speed of S / A3 (variable damping force shock absorber) is defined as a frequency scalar quantity
  • the frequency of the high frequency side frequency band relative to the frequency scalar quantity of the low frequency side frequency band
  • S / A3 variable damping force shock absorber
  • the second embodiment is different from the first embodiment in the contents of frequency sensitive distribution control. Specifically, the setting methods of the engine attitude control amount gain Ka, the brake attitude control amount gain Kb, and the shock absorber attitude control amount gain Kc are different.
  • the engine attitude control amount gain Ka, the brake attitude control amount gain Kb, and the shock absorber attitude control amount gain Kc are set according to the ratio of the frequency components.
  • the engine posture control amount gain Ka, the brake posture control amount gain Kb, and the shock absorber posture control amount gain Kc are set according to the stroke speed of each wheel.
  • FIG. 27 is a characteristic diagram showing the relationship of the control force with respect to the stroke speed.
  • the horizontal axis is the stroke speed
  • the vertical axis is the control force.
  • the control force is a value proportional to the damping force. If the damping force is increased, the control force for performing posture control is increased accordingly. If the damping force is small, the control force for performing posture control is decreased accordingly.
  • S / A3 has only a passive function that changes the damping force by changing the orifice diameter of the orifice provided in the piston, and does not have an active function that positively strokes the piston. Absent. Therefore, as shown in the characteristic diagram of FIG. 27, since the first quadrant (I) and the third quadrant (III) are regions where a damping force can be applied in a direction to suppress the stroke speed, S / A3 can be controlled.
  • the second quadrant (II) and the fourth quadrant (IV) are areas where it is necessary to output a force in the direction in which the stroke speed is generated, and thus cannot be controlled by S / A3.
  • the low stroke speed range ⁇ S1 is a frequency range that brings up and down movement that can be followed by the entire body of the occupant, and is not up and down until the mass of the human body follows.
  • the frequency component corresponding to 6 to 23 Hz which is a frequency range in which vibration is transmitted to a small portion, is a stroke speed region that is relatively large. .
  • the sprung is transitioned to an elevated state, that is, transition from the first quadrant (I) to the second quadrant (II).
  • S / A3 has only a passive function, a request for switching to 0, that is, a small damping force is output as a control amount from a state in which a large damping force is set by the Skyhook control law.
  • the spring force accumulated in S / A3 is changed to a small damping force so that it is released all at once, the stroke speed is reversed in the extension direction, and the transition to the first quadrant (I) is performed again.
  • a state where the operation is repeated may occur. That is, not only may the self-excited vibration be caused by a large change in the damping force within an extremely short time, which may cause abnormal noise, but this self-excited vibration may also induce unsprung resonance. There is a risk of deteriorating sex and riding comfort.
  • the shock absorber posture control amount gain Kc in the S / A posture control amount distribution unit 336b is set smaller when the stroke speed is low than when the stroke speed is high. Further, in order to compensate for the shock absorber posture control amount that becomes smaller when the stroke speed is low, the engine posture control amount gain Ka in the engine posture control distribution unit 332b and the brake posture control amount gain in the brake posture control distribution unit 334b are reduced as the stroke speed is low. Increased Kb. This suppresses the deterioration of the high-frequency vibration characteristics by reducing the damping force at a low stroke speed.
  • damping force suppression control a restriction is applied so that the shock absorber posture control amount gain Kc is less than or equal to a predetermined damping force in the range of, for example, ⁇ 0.1 [m / s], which is the low stroke speed range ⁇ S1.
  • a shape function is set, and a value that limits the stroke speed to, for example, the characteristic indicated by the thick solid line in FIG. 27 is output.
  • the low stroke speed range ⁇ S1 it is close to the attenuation characteristic that is the soft characteristic, and when the stroke speed is increased from that, the controllable region gradually increases to near the attenuation characteristic that becomes the hard characteristic.
  • the damping force is controlled to be small in the region where the vibration transmission efficiency to the vehicle body side is assumed to be high, and the damping force can be increased in the other regions.
  • the stroke speed is in the low stroke speed range ⁇ S1
  • the low stroke speed range ⁇ S1 is a region in which the sprung state can be stabilized particularly by the active control by the engine attitude control. . Therefore, even if the damping force control amount by S / A3 is reduced, stable sprung posture control can be achieved as a whole vehicle.
  • the S / A posture control amount distribution unit 336b sets the shock absorber posture control amount when the stroke speed detected by the traveling state estimation unit 32 is low compared to when the stroke speed is high. I tried to make it smaller. As a result, when the high-frequency component is larger than the low-frequency component in the input vibration, the shock absorber attitude control amount can be lowered at the low stroke speed, and the deterioration of the high-frequency vibration characteristics can be suppressed, and a smooth riding comfort can be obtained. Can do.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Vehicle Body Suspensions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un système de commande de véhicule qui comprend : une unité de commande de force d'amortissement (35) (un moyen de commande de force d'amortissement) qui commande la force d'amortissement de S/A3 (un amortisseur de chocs à force d'amortissement variable) ; une unité de calcul de quantité de commande de posture d'amortisseur de chocs (336) (un moyen de calcul de quantité de commande de posture d'amortisseur de chocs) qui calcule une quantité de commande de posture d'amortisseur de chocs, qui définit une vitesse de tangage (une posture de véhicule) détectée par un capteur de vitesse de roue (5) en tant que posture plate (une posture cible), et qui fournit la quantité de commande de posture d'amortisseur de chocs à l'unité de commande de force d'amortissement (35) ; une unité d'estimation d'état de déplacement (32) (un moyen de détection de vitesse de course) qui détecte la vitesse de course de l'amortisseur de chocs à force d'amortissement variable ; et une unité de distribution de quantité de commande de posture S/A (336b) (un moyen de distribution sensible à la fréquence) qui, lorsque les grandeurs des amplitudes de bandes de fréquences définies de façon arbitraire de la vitesse de course détectée par l'unité d'estimation d'état de déplacement (32) sont traitées en tant que quantités scalaires de fréquence, réduit la quantité de commande de posture d'amortisseur de chocs par l'unité de commande de force d'amortissement (35) à mesure que la quantité scalaire de fréquence de la bande de fréquence sur le côté haute fréquence augmente par rapport à la quantité scalaire de fréquence de la bandes de fréquence sur le côté basse fréquence (c'est-à-dire, à mesure que le rapport de régions de "flottement" baisse).
PCT/JP2012/083815 2012-01-25 2012-12-27 Système et procédé de commande de véhicule WO2013111501A1 (fr)

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58211044A (ja) * 1982-05-31 1983-12-08 Kayaba Ind Co Ltd シヨツクアブソ−バ及びその減衰力制御方法
JPH05229328A (ja) * 1991-06-10 1993-09-07 Nippondenso Co Ltd サスペンション制御装置
JPH06143965A (ja) * 1992-01-14 1994-05-24 Nippondenso Co Ltd 車両のアブソーバ減衰力制御装置
JPH0939761A (ja) * 1995-08-01 1997-02-10 Toyota Motor Corp 車両の挙動制御装置
JPH09109921A (ja) * 1995-10-24 1997-04-28 Nissan Diesel Motor Co Ltd キャブエアサスペンション装置
JPH1120443A (ja) * 1997-06-27 1999-01-26 Mitsubishi Motors Corp 車両用サスペンション制御装置
JP2007112207A (ja) * 2005-10-18 2007-05-10 Toyota Motor Corp 車両の制駆動力制御装置
JP2007118898A (ja) * 2005-10-31 2007-05-17 Toyota Motor Corp 車両の制駆動力制御装置

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58211044A (ja) * 1982-05-31 1983-12-08 Kayaba Ind Co Ltd シヨツクアブソ−バ及びその減衰力制御方法
JPH05229328A (ja) * 1991-06-10 1993-09-07 Nippondenso Co Ltd サスペンション制御装置
JPH06143965A (ja) * 1992-01-14 1994-05-24 Nippondenso Co Ltd 車両のアブソーバ減衰力制御装置
JPH0939761A (ja) * 1995-08-01 1997-02-10 Toyota Motor Corp 車両の挙動制御装置
JPH09109921A (ja) * 1995-10-24 1997-04-28 Nissan Diesel Motor Co Ltd キャブエアサスペンション装置
JPH1120443A (ja) * 1997-06-27 1999-01-26 Mitsubishi Motors Corp 車両用サスペンション制御装置
JP2007112207A (ja) * 2005-10-18 2007-05-10 Toyota Motor Corp 車両の制駆動力制御装置
JP2007118898A (ja) * 2005-10-31 2007-05-17 Toyota Motor Corp 車両の制駆動力制御装置

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