WO2023286428A1 - Dispositif de commande de mécanisme de génération de force, et procédé de commande de mécanisme de génération de force - Google Patents

Dispositif de commande de mécanisme de génération de force, et procédé de commande de mécanisme de génération de force Download PDF

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Publication number
WO2023286428A1
WO2023286428A1 PCT/JP2022/019770 JP2022019770W WO2023286428A1 WO 2023286428 A1 WO2023286428 A1 WO 2023286428A1 JP 2022019770 W JP2022019770 W JP 2022019770W WO 2023286428 A1 WO2023286428 A1 WO 2023286428A1
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Prior art keywords
force
vehicle
time
thrust
control device
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PCT/JP2022/019770
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English (en)
Japanese (ja)
Inventor
信治 瀬戸
隆介 平尾
修之 一丸
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日立Astemo株式会社
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Publication of WO2023286428A1 publication Critical patent/WO2023286428A1/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

Definitions

  • the present invention relates to a force generation mechanism control device and a force generation mechanism control method for controlling the ride comfort of a vehicle.
  • vehicles such as automobiles control the force generation mechanism in order to achieve a comfortable ride.
  • Patent Document 1 Japanese Patent Application Publication No. 2010-501387
  • US Pat. No. 5,300,003 describes a wheel spring device installed between the vehicle body and the wheel carrier, the spring force characteristics of which are varied by controlling an actuator and reflecting the shape of the vertical cross-section of the path in front of the vehicle. and an actuator based on the sensed predictor variable such that the spring force characteristic of the wheel spring device is predictively adjusted to the shape of the vertical cross-section of the path ahead of the vehicle. is described (see the abstract of US Pat. No. 5,800,000).
  • Patent Document 1 by controlling the actuator just before the vehicle reaches the bump, the wheels are lifted in the direction of the arrow, and the vehicle rides over the bump while reducing the transmission of the push-up impact. is described (see 0025 of Patent Document 1).
  • Patent Document 1 describes that the wheels are lifted to climb over the bump by controlling the actuator.
  • a vehicle uses a preview sensor installed in front of the vehicle to detect road surface unevenness information, and gives an appropriate thrust command to the force generation mechanism to ensure that the vehicle is comfortable. Make the ride comfortable.
  • Patent Literature 1 does not describe a control device for a force generating mechanism that achieves both the damping properties of the vehicle body and the grounding properties of the wheels.
  • the present invention provides a control device for a force generation mechanism and a control method for a force generation mechanism that achieve both the damping properties of the vehicle body and the grounding properties of the wheels and improve the ride comfort of the vehicle.
  • control device for the force generation mechanism of the present invention is installed between the vehicle body and the wheels based on the detected value of the road surface shape detected by the external recognition means installed in the vehicle.
  • a control device for a force generating mechanism for controlling a force generating mechanism wherein the detected value is a protrusion or depression in the road surface shape, and before the vehicle enters the protrusion or depression, the vertical direction of the vehicle is generated by the protrusion or depression.
  • the force generating mechanism is characterized by generating a force in the same direction as the force.
  • the control method of the force generation mechanism of the present invention provides a force generation mechanism installed between the vehicle body and the wheels based on the detected value of the road surface shape detected by the external world recognition means installed in the vehicle.
  • a force generating mechanism control method for controlling a force generating mechanism wherein the external world recognizing means detects a detection value of a road surface shape that is a protrusion or a depression, and before the vehicle enters the protrusion or depression, the vehicle
  • the force generation mechanism is characterized in that a force in the same direction as the force in the vertical direction generated by the projection or depression is generated in the force generation mechanism.
  • a force generation mechanism control device and a force generation mechanism control method that achieve both the damping property of the vehicle body and the grounding property of the wheels and improve the ride comfort of the vehicle.
  • FIG. 2 is an explanatory diagram illustrating a spring mass model of a vehicle including the force generating mechanism described in Example 1;
  • FIG. 5 is an explanatory diagram for explaining a time history response when the force generating mechanism described in Example 1 is operated; 5 is a flowchart for explaining control when operating the force generating mechanism described in Embodiment 1.
  • FIG. FIG. 11 is an explanatory diagram illustrating a time history response when the force generating mechanism described in Example 2 is operated;
  • FIG. 1 is an explanatory diagram explaining a spring mass model of a vehicle including the force generating mechanism described in the first embodiment.
  • FIG. 1 schematically describes the spring mass model of either the left or right front wheel for convenience of explanation.
  • a vehicle model 1 includes a mass point 3 (hereinafter referred to as a sprung mass 3) composed of the body of a vehicle body, etc., and a mass point 5 composed of wheels (tires) (hereinafter referred to as an unsprung mass 5). ), a suspension spring 4 installed therebetween, and an actuator 9 which is a force generation mechanism (thrust force generation mechanism).
  • the actuator 9 is composed of, for example, a linear motor or the like that generates a thrust force based on a thrust force command using an electromagnetic force.
  • the suspension spring 4 and the actuator 9 apply force to the sprung portion 3 and the unsprung portion 5 .
  • the unsprung portion 5 is grounded with the road surface 8 via the tire spring 6 in the wheel.
  • the vehicle model 1 has a preview sensor (external world recognition means) 2 that detects unevenness information of the road surface 8 (information on protrusions (convex shape) or depressions (concave shape) in the road surface shape) in front of it.
  • the preview sensor 2 is installed in front of the vehicle model 1 and detects unevenness information of the road surface 8 directly under it (detection value of the road surface shape detected by the external world recognition means).
  • the preview sensor 2 is composed of a stereo camera, a sonar sensor, a laser sensor, or the like.
  • the vehicle model 1 may detect the unevenness information of the road surface 8 in advance using cloud information or the like without installing the preview sensor 2 .
  • the vehicle model 1 also has a vehicle speed sensor (not shown) for detecting the time (time) when the wheels reach the uneven shape of the road surface 8 . That is, it is possible to detect the time when the wheels reach the uneven shape of the road surface 8 from the vehicle speed detected by the vehicle speed sensor and the distance from the uneven shape of the road surface 8 to the wheels detected by the preview sensor 2 .
  • the vehicle model 1 preferably has various sensors (acceleration sensor, vehicle height sensor, etc.) that detect the behavior of the sprung mass 3 and unsprung mass 5 .
  • the vehicle model 1 also has a controller 7 (a control device for the force generation mechanism) that calculates the thrust to be generated by the actuator 9 .
  • the controller 7 inputs the information acquired by these sensors, calculates the thrust to be generated by the actuator 9 , and outputs a thrust command to the actuator 9 .
  • Z0 indicates the displacement of the road surface 8 (road surface displacement)
  • Z1 indicates the displacement of the unsprung portion 5 (unsprung displacement)
  • Z2 indicates the displacement of the sprung portion 3 (suprung displacement).
  • FIG. 2 is an explanatory diagram explaining the time history response when the force generating mechanism described in Example 1 is operated.
  • FIG. 2(a) shows the change (vertical axis) of the road surface shape 20 with respect to time (horizontal axis)
  • FIG. 2(c) shows the change (vertical axis) of the sprung acceleration 22 with respect to time (horizontal axis)
  • FIG. 2(d) shows the change (vertical axis) of the unsprung acceleration 23 with respect to time (horizontal axis).
  • FIG. 2(e) shows the change (vertical axis) of the sprung speed 24 with respect to time (horizontal axis)
  • FIG. 2(f) shows the change (vertical axis) of the unsprung speed 25 with respect to time (horizontal axis). each shown.
  • FIG. 2(a) shows a road surface shape 20 (Z0).
  • the road surface shape 20 is a sine wave-like projection (a convex shape) of one wavelength (the phase of the sine wave is shifted by 270 degrees and offset).
  • shaped protrusion That is, when the vehicle passes through this protrusion (the time at which the vehicle starts passing is set to t2 (starting time of passing the protrusion: entering the protrusion), and the time at which the vehicle ends passing is set to t3 (finishing time of passing the protrusion: leaving the protrusion). ), projections on the road surface shape 20 as shown in FIG.
  • t1 projection input time
  • the time at which the preview sensor 2 detects the protrusion of the vehicle is before time t1, and in some cases may be at the same time as time t1.
  • FIG. 2(b) shows a thrust command 21, where the positive side of the thrust command 21 indicates the direction in which the space between the sprung mass 3 and the unsprung mass 5 contracts (contraction direction thrust), and the negative side indicates the Conversely, it indicates the direction in which the space between the sprung mass 3 and the unsprung mass 5 extends (stretching direction thrust).
  • the controller 7 generates the thrust force command 21 at time t1, and outputs the thrust force command 21 to the actuator 9 from time t1.
  • the thrust force command 21 is applied to the actuator 9 so that the thrust in the section between the projection input time t1 and the projection passage start time t2 (projection pre-section) is generally in the direction of contraction, and the projection passage start time In the projection section between t2 and the projection passage end time t3, the thrust is output so as to be a constant extensional thrust.
  • the thrust force command 21 is output so as to produce a thrust force in the general contraction direction.
  • the thrust force command 21 having the first slope is set so that the thrust in the contraction direction increases, and then the command 21 is set to the first slope having a slope smaller than the first slope so that the thrust in the contraction direction gradually increases. 2, and then the thrust force command 21 having a third slope (equivalent in absolute value to the first slope) so that the thrust in the contraction direction decreases and the thrust in the extension direction increases.
  • the thrust force command 21 becomes the thrust force command 21 having the fourth slope (equivalent to the first slope) so that the extension direction thrust is reduced in the interval after time t3.
  • the sprung acceleration 22 is substantially constant in the section between time t1 and time t2, as shown in FIG. 2(c). It becomes negative acceleration (downward acceleration), and in the section between time t2 and time t3, it becomes constant positive acceleration (upward acceleration), and as shown in FIG. In the section between time t1 and time t2, it descends with a constant slope, and in the section between time t2 and time t3, it rises with a constant slope.
  • the actuator 9 is configured such that the sprung mass 3 is accelerated downward in the interval between time t1 and time t2, and accelerated upward in the interval between time t2 and time t3. Operate. Then, the thrust force command 21 is set so that the total of the downward acceleration and the upward acceleration is offset. Specifically, if there is no disturbance other than the road surface shape 20, the thrust force command 21 is set so that the integral of the thrust in the extension direction and the integral of the thrust in the contraction direction match.
  • the thrust force command 21 is calculated in advance based on the frequency (length) and amplitude (height) of the projections, and the magnitude and extension of the thrust force in the contraction direction are calculated according to the frequency (length) and amplitude (height) of the projections.
  • the magnitude of the directional thrust is determined and output as a thrust command 21 .
  • the thrust force command 21 in the section between time t1 and time t2 is set so that the speed of the sprung mass 3 becomes 0 (zero) at time t3.
  • the integral (magnitude, energy) of the thrust in the extension direction in the section between time t2 and time t3 and the integral (magnitude, energy ) and are set to be equivalent.
  • the acceleration 23 of the unsprung mass 5 is temporarily , rises upward (upward to the right), then descends downward (downward to the right) by the force of the tire spring 6, then descends significantly downward due to the thrust in the extension direction, and between time t2 and time t3
  • the upward acceleration changes from small to large to small depending on the road surface shape 20 due to the protrusion, and becomes almost 0 (zero) after time t3.
  • the sprung mass 3 generates speed in response to the thrust force command 21, operates at a downward speed in the negative area in the interval between time t1 and time t2, and operates at a downward speed in the interval between time t2 and time t3. In the section, it operates at an upward speed in the negative area, and at time t3, the speed becomes minimum.
  • the unsprung mass 5 generates a speed according to the thrust force command 21, and in the interval between the time t1 and the time t2, in the positive area, the speed changes from the upward speed to the downward speed, and the projection It operates at a downward velocity in the negative area in front, and in the section between time t2 and time t3, it operates at a negative area, changing from a downward velocity to an upward velocity. It operates by changing from upward speed to downward speed in areas and from downward speed to upward speed in negative areas, and the speed becomes minimum at time t3. In this way, in the section between time t2 and time t3, the road surface speed due to the bump is canceled.
  • the acceleration of the sprung mass 3, the acceleration of the unsprung mass 5, the speed of the sprung mass 3, and the speed of the unsprung mass 5 are all approximately It can be set to 0 (zero) and no residual vibration occurs in the vehicle.
  • the vibration damping property of the vehicle body is improved, and by suppressing the vibration of the unsprung mass 5, the road contact property of the wheel is improved. , and the ride comfort of the vehicle can be improved.
  • the force exerted by the actuator 9 to suppress the unsprung mass 5 is simultaneously transmitted to the sprung mass 3, so that force is input to the sprung mass 3.
  • the force transmitted to the sprung mass 3 is controlled in advance in the section between the time t1 and the time t2 so that the sprung mass 3 can be damped at the time t3.
  • the position of the sprung mass 3 is the integral of the speed 24 of the sprung mass 3, and is located below the position before passing through the protrusion when passing through the protrusion. Then, after passing through the projection, it is necessary to perform an operation to return it to its original position. By returning this slowly, the speed can be reduced, and the acceleration that affects the ride comfort can also be reduced.
  • the actuator 9 since the actuator 9 is operated with the thrust force command 21 set in advance, the speed may not be completely 0 (zero) at time t3. Therefore, after time t3, it is preferable to use skyhook control and/or groundhook control, for example, to execute control to attenuate the position, velocity, and acceleration.
  • the control device for the force generating mechanism described in the first embodiment can perform the following operations based on the road surface shape detection value (unevenness information of the road surface 8) detected by the external world recognition means (preview sensor 2) installed in the vehicle. , a controller 9 that controls a force generating mechanism (actuator 9) installed between the vehicle body (sprung 3) and the wheel (unsprung 5), the detected value being a protrusion (convex shape) on the road surface shape Before the vehicle enters the protrusion, the vehicle causes the force generating mechanism to generate a force in the same direction as the upward force generated by the protrusion (thrust in the contraction direction to the actuator 9).
  • the vehicle causes the force generating mechanism to generate a force in the direction opposite to the upward force generated by the protrusion (an extensional thrust force on the actuator 9).
  • Example 1 an actuator 9 (for example, a linear motor) installed between the sprung portion 3 and the unsprung portion 5 for suspension is used as the force generating mechanism.
  • an actuator 9 for example, a linear motor
  • the force generation mechanism is not limited to this.
  • a brake braking device for braking the vehicle
  • the space between the sprung mass 3 and the unsprung mass 5 of the front wheels shrinks.
  • a braking force is generated in the section between time t1 and time t2 in FIG.
  • an accelerator driving device for driving the vehicle
  • driving force is generated in the section between time t2 and time t3 in FIG.
  • Extensional thrust is generated.
  • control of the actuator 9 and the control of the braking force and driving force may be used together.
  • a plurality of force generating mechanisms can be selected as the control target, and versatility is also increased.
  • the force generation mechanisms complement each other in the event of failure of the force generation mechanisms, for example, and the reliability of control is improved. Also, the thrust required for the actuator 9 can be reduced.
  • FIG. 3 is a flow chart explaining control when operating the force generating mechanism described in the first embodiment.
  • control method of the force generation mechanism has the following procedures.
  • the size (frequency and amplitude) of the protrusion is detected (step 31). Based on the size of the protrusion detected before time t1, the size of the thrust in the contraction direction and the size of the thrust in the extension direction, which are calculated in advance according to the size of the protrusion, are calculated. That is, the thrust force command 21 is calculated based on the size of the protrusion that will pass from now on and the vehicle speed. The thrust force command 21 may be calculated by the vehicle based on the size of the protrusion and the vehicle speed after the size of the protrusion is detected.
  • step 32 it is determined whether or not time t1 (predetermined time before the projection passes) or time t2 has been reached (step 32). If it is time t1 (yes), the process proceeds to step 33, and if it is time t2 (no), the process proceeds to step . Then, in the section between time t1 and time t2, the process proceeds to step 33, and in the section between time t2 and time t3, the process proceeds to step .
  • a thrust command 21 (roughly contraction direction thrust) is output to the actuator 9 at time t1. Before the time t1, the output of the thrust force command 21 is waited. Further, in the section between time t1 and time t2, the thrust force command 21 of approximately the compression direction thrust is output.
  • the actuator 9 generates a thrust in the direction of contraction based on the thrust in the direction of contraction (step 37).
  • step 34 when time t2 has come, it is determined whether or not it is a section between time t2 and time t3 (step 34). If the interval is between time t2 and time t3 (yes), the process proceeds to step 35;
  • a thrust command 21 (stretching direction thrust) is output to the actuator 9 at time t2. Further, the thrust force command 21 for the thrust in the extension direction is also output in the section between time t2 and time t3.
  • the actuator 9 generates thrust in the direction of extension based on the thrust in the direction of extension (step 37).
  • a thrust force command 21 for damping feedback is output. That is, the same thrust force command 21 as before time t1 is output.
  • the actuator 9 operates based on the damping feedback thrust command 21 (step 37).
  • Example 1 the period from time t2 to time t3 is approximately 20 to 50 ms, and the period from time t1 to time t2 is approximately 50 ms. In other words, Example 1 is particularly effective for protrusions with a frequency of about 20 to 50 ms.
  • the control method of the force generating mechanism described in the first embodiment is based on the detected value of the road surface shape (unevenness information of the road surface 8) detected by the external recognition means (preview sensor 2) installed in the vehicle.
  • the vehicle After the vehicle enters the projection, the vehicle generates a force in the direction opposite to the upward force generated by the projection (an extensional thrust force on the actuator 9) in the force generating mechanism.
  • the acceleration of the sprung mass 3, the acceleration of the unsprung mass 5, the speed of the sprung mass 3, and the speed of the unsprung mass 5 are all substantially zero after (immediately after) passing through the projection. (zero), that is, it is possible to suppress the vibration to the vehicle body and wheels to a minimum, to almost eliminate the residual vibration to the vehicle, to achieve both damping performance and grounding performance, and to improve the performance of the vehicle. Ride comfort can be improved.
  • the velocity and acceleration of the sprung mass 3 and the unsprung mass 5 are set to approximately 0 (zero) at time t3, but a time after time t3 (a time until the vibration converges) is allowed. It may be approximately 0 (zero).
  • the thrust required for the actuator 9 can be suppressed, the acceleration of the sprung mass 3 and the unsprung mass 5 can be further reduced, and the ride comfort of the vehicle can be improved.
  • the magnitude of the compression direction thrust can be reduced, and the acceleration of the sprung mass 3 and the unsprung mass 5 in front of the projection can be reduced to It can be further reduced, and the ride comfort of the vehicle can be improved.
  • FIG. 4 is an explanatory diagram explaining the time history response when the force generating mechanism described in Example 2 is operated.
  • the second embodiment differs from the first embodiment in road surface shape. That is, the first embodiment assumes that the road surface shape is a protrusion (convex shape), and the second embodiment assumes that the road surface shape is a depression (concave shape). Also, when describing the second embodiment, differences from the first embodiment will be described.
  • FIG. 4(a) shows the change (vertical axis) of the road surface shape 120 with respect to time (horizontal axis), and FIG. 4(b) shows the change (vertical axis) of the thrust command 121 with respect to time (horizontal axis).
  • 4(c) shows the change (vertical axis) in the sprung acceleration 122 with respect to time (horizontal axis), and FIG. 4(d) shows the change (vertical axis) in the unsprung acceleration 123 with respect to time (horizontal axis).
  • 4(e) shows the change (vertical axis) of the sprung speed 124 with respect to time (horizontal axis)
  • FIG. 4(f) shows the change (vertical axis) of the unsprung speed 125 with respect to time (horizontal axis). each shown.
  • FIG. 4(a) shows a road surface shape 120 (Z0), where the road surface shape 120 is a depression (concave shape) of one sinusoidal wave (the phase of the sinusoidal wave is shifted by 270 degrees and offset). shape depression). That is, when the vehicle passes through the cave-in (the time at which the vehicle starts passing through the cave-in is set to t2 (cavity-passing start time: cave-in entry time), and the time at which the vehicle finishes passing is set to t3 (cavity-passing end time: cave-in exit time). ), the depression in the road surface shape 120 as shown in FIG.
  • t2 cavity-passing start time: cave-in entry time
  • t3 cavity-passing end time: cave-in exit time
  • t1 (cavity input time) be the time at a predetermined interval before the vehicle is inputted with a cave-in.
  • the time at which the preview sensor 2 detects the collapse of the vehicle is before the time t1, and in some cases may be at the same time as the time t1.
  • FIG. 4(b) shows the thrust command 121, where the positive side of the thrust command 121 indicates the direction in which the space between the sprung mass 3 and the unsprung mass 5 contracts (contraction direction thrust), and the negative side indicates the Conversely, it indicates the direction in which the space between the sprung mass 3 and the unsprung mass 5 extends (stretching direction thrust).
  • the controller 7 generates the thrust force command 121 at time t1, and outputs the thrust force command 121 to the actuator 9 from time t1.
  • the thrust force command 121 is applied to the actuator 9 so that the thrust in the section between the collapse input time t1 and the collapse passage start time t2 (pre-collapse section) is generally in the extension direction, In the collapse section between t2 and the collapse passage end time t3, the thrust is output so as to be a constant contraction direction thrust.
  • this thrust force command 121 is in the opposite direction (reverse direction) to the thrust force command 21 shown in FIG.
  • the acceleration 123 of the unsprung mass 5 is temporarily , descends downward (downward to the right), then rises upward (upward to the right) by the force of the tire spring 6, and then rises significantly upward due to the thrust in the contraction direction, and between time t2 and time t3
  • the downward acceleration changes from small to large to small according to the road surface shape 120, and becomes almost 0 (zero) after time t3.
  • sprung acceleration 122, unsprung acceleration 123, sprung velocity 124, and unsprung velocity 125 are generated in directions opposite to those in the first embodiment.
  • the control device for the force generating mechanism described in the second embodiment is based on the road surface shape detection value (unevenness information of the road surface 8) detected by the external recognition means (preview sensor 2) installed in the vehicle.
  • a controller 9 that controls a force generating mechanism (actuator 9) installed between the vehicle body (sprung 3) and the wheel (unsprung 5), and the detected value is a depression (concave shape) in the road surface shape
  • the force generating mechanism Before the vehicle enters the cave-in, the force generating mechanism generates a force in the same direction as the downward force generated by the cave-in (thrust in the extension direction to the actuator 9).
  • the force generating mechanism is caused to generate a force in the direction opposite to the downward force generated by the car cave-in (thrust in the contraction direction to the actuator 9).
  • step 33 becomes the thrust force command 121 in the extension direction
  • step 35 becomes the thrust force command 121 in the contraction direction.
  • the control method of the force generating mechanism described in the second embodiment is based on the road surface shape detection value (unevenness information of the road surface 8) detected by the external world recognition means (preview sensor 2) installed in the vehicle.
  • the force generating mechanism generates a force in the direction opposite to the downward force generated by the car cave-in (thrust in the direction of contraction to the actuator 9).
  • the acceleration of the sprung mass 3, the acceleration of the unsprung mass 5, the speed of the sprung mass 3, and the speed of the unsprung mass 5 are Both can be set to almost 0 (zero), that is, vibrations to the vehicle body and wheels can be suppressed to a minimum, residual vibrations to the vehicle can be almost eliminated, and both damping performance and grounding performance can be achieved. , the ride comfort of the vehicle can be improved.
  • the present invention can combine Example 1 and Example 2.
  • the external world recognizing means detects a protrusion or depression, before the vehicle enters the protrusion or depression, the force generated in the vertical direction applied to the force generating mechanism and the frequency of the protrusion or depression are detected.
  • the force in the same direction when the frequency is relatively small, about 20 to 50 ms or in the opposite direction (when the frequency is relatively large, about 50 to 100 ms) is selected, and the selected force is applied to the force generation mechanism. can occur.
  • part of the configuration of one embodiment can be replaced with part of the configuration of another embodiment.
  • the configuration of another embodiment can be added to the configuration of one embodiment.
  • a part of the configuration of each embodiment can be deleted, a part of another configuration can be added, and a part of another configuration can be substituted.
  • Vehicle model 2 Preview sensor 3 Sprung 4 Suspension spring 5 Unsprung 6 Tire spring 7 Controller 8 Road surface 9 Actuator 20, 120 Road surface shape Time history 21, 121... Time history of thrust command 22, 122... Time history of sprung acceleration 23, 123... Time history of unsprung acceleration 24, 124... Time history of sprung velocity 25, 125... Time history of unsprung speed.

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Abstract

L'invention concerne un dispositif de commande de mécanisme de génération de force au moyen duquel à la fois la performance d'amortissement des vibrations d'une carrosserie de véhicule et la performance de contact au sol d'une roue de véhicule peuvent être obtenues, et le confort de conduite d'un véhicule peut être amélioré. Le présent dispositif de commande de mécanisme de génération de force commande un mécanisme de génération de force installé entre une carrosserie de véhicule et une roue de véhicule sur la base d'une valeur de détection d'une forme de surface de route qui est détectée par un moyen de reconnaissance externe installé dans un véhicule. Le dispositif de commande de mécanisme de génération de force est caractérisé en ce que la valeur de détection correspond à une saillie ou à une dépression de la forme de surface de route, et avant que le véhicule n'avance dans une telle saillie ou dépression, le mécanisme de génération de force est conçu pour générer une force dans la même direction qu'une force dans la direction haut-bas qui est générée par le véhicule en raison de la saillie ou de la dépression.
PCT/JP2022/019770 2021-07-13 2022-05-10 Dispositif de commande de mécanisme de génération de force, et procédé de commande de mécanisme de génération de force WO2023286428A1 (fr)

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