JP2662284B2 - Suspension and brake integrated control device - Google Patents

Suspension and brake integrated control device

Info

Publication number
JP2662284B2
JP2662284B2 JP1270089A JP1270089A JP2662284B2 JP 2662284 B2 JP2662284 B2 JP 2662284B2 JP 1270089 A JP1270089 A JP 1270089A JP 1270089 A JP1270089 A JP 1270089A JP 2662284 B2 JP2662284 B2 JP 2662284B2
Authority
JP
Japan
Prior art keywords
wheel
braking force
suspension
vehicle
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP1270089A
Other languages
Japanese (ja)
Other versions
JPH02193749A (en
Inventor
伸 竹原
俊樹 森田
繁文 平林
敏夫 中島
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Matsuda KK
Original Assignee
Matsuda KK
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Matsuda KK filed Critical Matsuda KK
Priority to JP1270089A priority Critical patent/JP2662284B2/en
Publication of JPH02193749A publication Critical patent/JPH02193749A/en
Application granted granted Critical
Publication of JP2662284B2 publication Critical patent/JP2662284B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B60G17/018—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 use of a specific signal treatment or control method
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Vehicle Body Suspensions (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、車両におけるサスペンションとブレーキの
総合制御装置に関する。Description: TECHNICAL FIELD The present invention relates to an overall control device for a suspension and a brake in a vehicle.

（従来の技術） 従来、車両のサスペンション装置として、サスペンシ
ョン特性を可変に制御するものがある。例えば実公昭58
−45129号公報に開示されるものでは、車両の高速走行
時に前輪側のダンパーの減衰力を後輪側よりも高めるよ
うサスペンション特性を変え、このことにより前輪側の
ロール剛性を後輪側よりも高めてステアリング特性をア
ンダーステアの増大傾向とし、車両の走行安定性を高め
るようにしている。2. Description of the Related Art Conventionally, there is a vehicle suspension device that variably controls suspension characteristics. For example 58
In the vehicle disclosed in JP-45129-A, the suspension characteristics are changed so that the damping force of the front-wheel-side damper is higher than that of the rear-wheel side during high-speed running of the vehicle, thereby making the front-wheel-side roll rigidity higher than that of the rear-wheel side. By increasing the steering characteristics, the tendency of understeer is increased, and the running stability of the vehicle is enhanced.

また、車両のブレーキ装置として、例えば実開昭62−
122765号公報に開示されるように、ブレーキ油圧を制御
して各車輪の制動力を調整することにより、車輪のロッ
クを防止して、車両を安定性良く停車させる，アンチロ
ックブレーキ装置（ABS装置）が知られている。Also, as a vehicle brake device, for example,
As disclosed in Japanese Patent Publication No. 122765, an anti-lock brake device (ABS device) that controls the brake hydraulic pressure to adjust the braking force of each wheel, thereby preventing the wheels from locking and stopping the vehicle with good stability. )It has been known.

（発明が解決しようとする課題） 而して、上記ABS装置又は通常のブレーキ装置のみを
備えた車両に対してサスペンション特性を可変に制御す
る場合、サスペンション特性の可変制御と前後輪の制動
力の作用とは無関係に行われるのが一般的である。(Problems to be Solved by the Invention) When the suspension characteristics are variably controlled with respect to a vehicle equipped with only the above-described ABS device or a normal brake device, the variable control of the suspension characteristics and the braking force of the front and rear wheels are reduced. It is generally performed independently of the action.

本発明は、サスペンション特性と車輪の制動力との間
を特殊に関連付けることにより、車両の安定性の一層の
向上を図ることを目的とする。An object of the present invention is to further improve the stability of a vehicle by specially associating a suspension characteristic with a braking force of a wheel.

つまり、サスペンション特性がステアリングのアンダ
ーステアの減少傾向に変更された場合には、車両の回頭
性は良くなるものの、車両の制動時に後輪がロック傾向
になると、アンダーステアの減少傾向が助長されたり、
顕著な場合にはオーバーステアに転じることから、本発
明では、後輪の制動力を小さく制御して後輪のロック傾
向を抑制し、車両の安定性の一層の向上を図ることとす
る。In other words, if the suspension characteristics are changed to a tendency to decrease the steering understeer, the turning performance of the vehicle is improved, but if the rear wheels tend to lock when the vehicle is braking, the tendency to decrease the understeer is promoted,
In the case of a remarkable situation, the vehicle starts to oversteer. Therefore, in the present invention, the braking force of the rear wheel is controlled to be small to suppress the tendency of the rear wheel to lock, thereby further improving the stability of the vehicle.

（課題を解決するための手段） 上記目的を達成するため、請求項１の発明の解決手段
は、車両の前輪の後輪に対するロール剛性比を変化させ
るようサスペンション特性を可変に制御するサスペンシ
ョン特性可変手段を備えると共に、後輪の制動力を調整
する制動力調整手段を備えたものを対象とする。そし
て、上記サスペンション特性可変手段により、前輪の後
輪に対するロール剛性比を小さく変化させるようサスペ
ンション特性が変更されたとき、後輪にかかる制動力を
上記サスペンション特性の変更前に比べて小さくするよ
う上記制動力調整手段を制御する制動力制御手段を設け
る構成としている。(Means for Solving the Problems) In order to achieve the above object, a solution of the invention according to claim 1 is a suspension characteristic variable which variably controls a suspension characteristic so as to change a roll rigidity ratio with respect to a front wheel and a rear wheel of a vehicle. And a braking force adjusting means for adjusting the braking force of the rear wheel. Then, when the suspension characteristics are changed by the suspension characteristic changing means so as to change the roll rigidity ratio of the front wheels to the rear wheels to be small, the braking force applied to the rear wheels is made smaller than before the suspension characteristics are changed. A configuration is provided in which braking force control means for controlling the braking force adjustment means is provided.

ここで、請求項２の発明では、上記請求項１における
制動力調整手段は、後輪の車輪速を検出する車輪速検出
手段と、車体速に関する値を検出する車体速検出手段
と、上記車輪速検出手段と上記車体速検出手段との検出
結果に基づいて後輪のスリップ率を検出するスリップ率
検出手段とを備え、後輪のスリップ率が予め設定された
目標スリップ率になるように後輪の制動力を調整するも
のであり、制動力制御手段は、前輪の後輪に対するロー
ル剛性比を小さく変化させるようサスペンション特性が
変更されたとき、後輪の目標スリップ率をサスペンショ
ン特性の変更前に比べて小値に変更して後輪の制動力を
小さくするものとしている。Here, in the invention according to claim 2, the braking force adjusting means according to claim 1 includes a wheel speed detecting means for detecting a wheel speed of a rear wheel, a vehicle speed detecting means for detecting a value related to a vehicle speed, and Speed detection means and slip rate detection means for detecting a slip rate of the rear wheel based on a detection result of the vehicle body speed detection means, and a rear wheel slip rate is set so that the rear wheel slip rate becomes a preset target slip rate. When the suspension characteristics are changed so as to reduce the roll rigidity ratio of the front wheels to the rear wheels, the braking force control means adjusts the target slip ratio of the rear wheels before the suspension characteristics are changed. The value is changed to a smaller value to reduce the braking force of the rear wheels.

（作用） 従って、請求項１及び２の発明では、車両のサスペン
ション特性が変更されて前輪の後輪に対するロール剛性
比が小さく変化すると、車両のステアリング特性はアン
ダーステアの減少傾向となる。この場合、車両の制動時
に後輪がロック傾向となる時にはアンダーステアの減少
傾向が助長され、オーバーステアに転じる場合もある。
しかし、この場合には、後輪の制動力が小さくなるよう
制御される。その結果、後輪のロック傾向が抑制され
て、アンダーステアの減少傾向が助長されたり、オーバ
ーステアに転じることが確実に防止されるので、制動時
の車両の安定性の向上が図られる。(Operation) Therefore, according to the first and second aspects of the present invention, when the roll stiffness ratio of the front wheels to the rear wheels is changed to be small, the steering characteristics of the vehicle tend to decrease understeer. In this case, when the rear wheels tend to lock during braking of the vehicle, the tendency of understeer to decrease is promoted, and the vehicle may turn to oversteer.
However, in this case, control is performed so that the braking force of the rear wheels is reduced. As a result, the tendency of the rear wheels to lock is suppressed, and the tendency of understeer to decrease is promoted, and the vehicle is reliably prevented from turning into oversteer, thereby improving the stability of the vehicle during braking.

（発明の効果） 以上説明したように、請求項１及び２の発明に係るサ
スペンションとブレーキの総合制御装置によれば、サス
ペンション特性がステアリングのアンダーステアの減少
傾向に変更されるのに同期して後輪の制動力を小さく補
正したので、後輪のロック傾向に起因するステアリング
のオーバーステア傾向への変化を防止して、制動時の車
両の安定性の向上を図ることができる。(Effects of the Invention) As described above, according to the integrated suspension and brake control apparatus of the first and second aspects of the present invention, the suspension characteristics are changed in synchronization with the tendency of the steering understeer to decrease. Since the braking force of the wheels is corrected to be small, it is possible to prevent the steering from over-steering due to the locking tendency of the rear wheels, and to improve the stability of the vehicle during braking.

（実施例） 以下、本発明の実施例を図面に基いて説明する。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

第１図は車両のサスペンション装置の全体概略構成を
示す。同図において、１は車体、2Fは前輪、2Rは後輪で
あって、車体１と前輪2Fとの間、及び車体１と後輪2Rと
の間には、各々流体シリンダ３が配置されている。該各
流体シリンダ３内は、シリンダ本体3a内に嵌挿されたピ
ストン3bにより液圧室3cが区画形成されている。上記ピ
ストン3bに連結されたロッド3dの上端部は車体１に連結
され、シリンダ本体3aは各々対応する車輪2F,2Rに連結
されている。FIG. 1 shows the overall schematic configuration of a vehicle suspension device. In the figure, 1 is a vehicle body, 2F is a front wheel, 2R is a rear wheel, and fluid cylinders 3 are arranged between the vehicle body 1 and the front wheel 2F and between the vehicle body 1 and the rear wheel 2R, respectively. I have. In each of the fluid cylinders 3, a hydraulic chamber 3c is defined by a piston 3b fitted in the cylinder body 3a. The upper end of the rod 3d connected to the piston 3b is connected to the vehicle body 1, and the cylinder body 3a is connected to the corresponding wheels 2F, 2R.

また、上記各流体シリンダ３の液圧室3cには、各々、
連通路４を介してガスばね５が連通接続されている。該
各ガスばね５は、ダイヤフラム5eによりガス室5fと液圧
室5gとに区画され、該液圧室5gが流体シリンダ３の液圧
室3cに連通している。In the hydraulic chambers 3c of the fluid cylinders 3,
A gas spring 5 is connected through the communication passage 4. Each of the gas springs 5 is partitioned by a diaphragm 5e into a gas chamber 5f and a hydraulic chamber 5g, and the hydraulic chamber 5g communicates with the hydraulic chamber 3c of the fluid cylinder 3.

また、８は油圧ポンプ、9,9は該油圧ポンプ８に液圧
管路10を介して接続された比例流量制御弁であって、各
流体シリンダ３の液圧室3cへの流体の供給及び排出を行
って液圧室3cの流量を調整する機能を有する。Reference numeral 8 denotes a hydraulic pump, and reference numerals 9 and 9 denote proportional flow rate control valves connected to the hydraulic pump 8 via a hydraulic line 10 to supply and discharge fluid to and from the hydraulic chamber 3c of each fluid cylinder 3. To adjust the flow rate of the hydraulic chamber 3c.

さらに、12は油圧ポンプ８の油吐出圧を検出する吐出
圧計、13は各流体シリンダ３の液圧室3cの液圧を検出す
る液圧センサ、14は対応する車輪2F,2Rの車高（シリン
ダストローク量）を検出する車高センサ、15は車両の上
下加速度（車輪2F,2Rのばね上の上下加速度）を検出す
る上下加速度センサであって、車両の略水平面上で左右
の前輪2Fの上方に各々１個ずつ及び後輪2R間の車体左右
方向の中央部に１個の合計３個配置されている。また、
16は車速を検出する車速センサである。而して、上記各
計器及びセンサの検出信号は各々内部にCPU等を有する
サスペンション特性の可変制御用のコントローラ17に入
力されて、サスペンション特性の可変制御に供される。Further, 12 is a discharge pressure gauge for detecting the oil discharge pressure of the hydraulic pump 8, 13 is a hydraulic pressure sensor for detecting the hydraulic pressure of the hydraulic chamber 3c of each fluid cylinder 3, and 14 is the vehicle height of the corresponding wheel 2F, 2R ( vehicle height sensor for detecting the cylinder stroke volume), 15 vertical acceleration (wheels 2F of the vehicle, a vertical acceleration sensor for detecting a vertical acceleration) of the 2R spring, the front wheel 2 F of the left and right on a substantially horizontal surface of the vehicle upward and is one of a total of three arranged at the center of the lateral direction of the vehicle body between one each by and the rear wheels 2 R a. Also,
Reference numeral 16 denotes a vehicle speed sensor that detects a vehicle speed. Thus, the detection signals of the instruments and sensors described above are input to a controller 17 for variable control of suspension characteristics, each of which has a CPU or the like therein, and subjected to variable control of suspension characteristics.

次に、流体シリンダ３の液圧室3cへの油の給排制御用
の油圧回路を第２図に示す。同図において、油圧ポンプ
８は、駆動源20により駆動されるパワーステアリング装
置用の油圧ポンプ21と二連に接続されている。油圧ポン
プ８の吐出管8aには、アキュムレータ22が連通接続さ
れ、その下流側は前輪側配管23F及び後輪側配管23Rが並
列接続され、前輪側配管23Fには左輪側配管23FL及び右
輪側配管23FRが並列接続され、該各配管23FL,23FRには
対応する車輪の流体シリンダ3FL,3FRの液圧室3cが連通
接続されている。同様に、後輪側配管23Rには左輪側及
び右側輪の配管23RL,23RRが並列接続され、該各配管23R
L,23RRには対応する車輪の流体シリンダ3RL,3RRの液圧
室3cが連通接続されている。Next, a hydraulic circuit for controlling the supply and discharge of oil to and from the hydraulic chamber 3c of the fluid cylinder 3 is shown in FIG. In FIG. 1, a hydraulic pump 8 is connected to a hydraulic pump 21 for a power steering device driven by a drive source 20 in a duplex manner. An accumulator 22 is communicatively connected to the discharge pipe 8a of the hydraulic pump 8, and a downstream side pipe 23F and a rear wheel side pipe 23R are connected in parallel, and a left wheel side pipe 23FL and a right wheel side are connected to the front wheel side pipe 23F. The pipes 23FR are connected in parallel, and the hydraulic chambers 3c of the fluid cylinders 3FL, 3FR of the corresponding wheels are connected to the respective pipes 23FL, 23FR. Similarly, the left wheel side pipe 23R and the right wheel side pipe 23RL are connected in parallel to the rear wheel side pipe 23R.
The hydraulic chambers 3c of the fluid cylinders 3RL, 3RR of the corresponding wheels are connected to L and 23RR.

上記各流体シリンダ3FL〜3RRに接続するガスばね5FL
〜5RRは、各々、具体的には複数個（４個）づつ備えら
れ、これ等は対応する流体シリンダ３の液圧室3cに連通
する共通連通路４に対して分岐連通路4a〜4dを介して互
いに並列に接続されている。また、上記各車輪毎の複数
個（第１〜第４）のガスばね5a〜5dは、その分岐連通路
4a〜4dに介設されたオリフィス25a〜25dを備えていて、
その各々の減衰作用と、ガス室5fに封入されたガスの緩
衝作用との双方により、サスペンション装置として基本
的な機能を発揮する。Gas spring 5FL connected to each of the above fluid cylinders 3FL to 3RR
RRs are specifically provided in a plurality (four), and these diverge communication passages 4a to 4d with respect to the common communication passage 4 communicating with the hydraulic chamber 3c of the corresponding fluid cylinder 3. Are connected to each other in parallel. A plurality of (first to fourth) gas springs 5a to 5d for each of the wheels are connected to the branch communication passage.
It has orifices 25a to 25d interposed in 4a to 4d,
Both of the damping action and the buffer action of the gas sealed in the gas chamber 5f exhibit a basic function as a suspension device.

而して、各車輪のガスばね5FF〜5RRでは、各々、第１
ばね5aと第２ばね5bとの間の連通路に該連通路の通路面
積を調整する減衰力切換バルブ26が介設されている。該
切換バルブ26は、連通路を開く開位置と、その通路面積
を絞る絞位置との二位置を有する。而して、車両の旋回
走行時には絞位置に切換えて、第２及び第３ばね5b,5c
の各液圧室5gに対する油の流入，流出を抑制し、このこ
とにより車両旋回時での流体シリンダ３の液圧室3cに対
する油の必要給排量を少なく制限して、その制御の応答
性の向上を図るようにしている。Thus, in the gas springs 5FF to 5RR of each wheel, the first
A damping force switching valve 26 for adjusting the passage area of the communication passage is provided in the communication passage between the spring 5a and the second spring 5b. The switching valve 26 has two positions, an open position for opening the communication passage and a throttle position for reducing the passage area. When the vehicle is turning, the throttle position is switched to the throttle position, and the second and third springs 5b and 5c are switched.
Of the oil in and out of each hydraulic chamber 5g of the hydraulic cylinder 3 during the turning of the vehicle, thereby restricting the required supply and discharge of the oil to the hydraulic chamber 3c of the fluid cylinder 3 and controlling the response. To improve.

また、油圧ポンプ８の吐出管8aには、アキュムレータ
22近傍にてアンロードリリーフ弁28が接続されている。
該リリーフ弁28は、開位置と閉位置とを有し、吐出圧計
12で計測した油吐出圧が上限設定値以上の場合に開位置
に切換制御されて油圧ポンプ８の油をリザーブタンク29
に戻し、アキュムレータ22の油の蓄圧値を設定値に保持
制御する機能を有する。而して、各流体シリンダ３への
油の供給はアキュムレータ22の蓄油でもって行う。The discharge pipe 8a of the hydraulic pump 8 has an accumulator
An unload relief valve 28 is connected near 22.
The relief valve 28 has an open position and a closed position,
When the oil discharge pressure measured in step 12 is equal to or higher than the upper limit set value, the open position is switched and the oil of the hydraulic pump 8 is controlled to the reserve tank 29.
And a function of holding and controlling the accumulated pressure value of the oil in the accumulator 22 to the set value. Thus, the supply of oil to each fluid cylinder 3 is performed by the oil storage of the accumulator 22.

以下、左前輪、右前輪、左後輪、右後輪の構成は同一
であるので、左前輪側のみを説明し、他はその説明を省
略する。つまり、左前輪側配管23FLには上記比例流量制
御弁９が介設されている。該比例流量制御弁９は、全ポ
ートを閉じる停止位置と、左前輪側配管23FLを開く供給
位置と、左前輪側配管23FLの流体シリンダ３側をリター
ン配管32に連通する排出位置との三位置を有すると共
に、圧力補償弁9aを内蔵し、該圧力補償弁9aにより上記
供給位置及び排出位置の二位置にて流体シリンダ３の液
圧室3c内の液圧を所定値に保持する。Hereinafter, since the configuration of the front left wheel, front right wheel, rear left wheel, and rear right wheel is the same, only the front left wheel will be described, and the description of the other will be omitted. That is, the proportional flow control valve 9 is interposed in the left front wheel side pipe 23FL. The proportional flow control valve 9 has three positions: a stop position for closing all ports, a supply position for opening the left front wheel side pipe 23FL, and a discharge position for communicating the fluid cylinder 3 side of the left front wheel side pipe 23FL to the return pipe 32. And a pressure compensating valve 9a is built-in, and the pressure compensating valve 9a maintains the fluid pressure in the fluid pressure chamber 3c of the fluid cylinder 3 at a predetermined value at the two positions of the supply position and the discharge position.

加えて、上記比例流量制御弁９の流体シリンダ３側に
は、左前輪側配管23FLを開閉するパイロット圧応動型の
開閉弁33が介設されている。該開閉弁33は、比例流量制
御弁９の油ポンプ８側の左前輪側配管23FLの液圧を導く
電磁弁34の開時にその液圧がパイロット圧として導入さ
れ、このパイロット圧が所定値以上の時に開作動して左
前輪側配管23FLを開き、比例流量制御弁９による流体シ
リンダ３への流量の制御を可能とすると共に、その閉時
に前輪側配管23FLを液密的に閉じて、液圧シリンダ３の
液圧室3cの油の漏れを確実に防止する機能を有する。In addition, a pilot pressure responsive on-off valve 33 for opening and closing the left front wheel side pipe 23FL is provided on the fluid cylinder 3 side of the proportional flow control valve 9. When the solenoid valve 34 for guiding the hydraulic pressure of the left front wheel side pipe 23FL on the oil pump 8 side of the proportional flow control valve 9 is opened, the opening / closing valve 33 introduces the hydraulic pressure as pilot pressure. To open the left front wheel side pipe 23FL to allow the proportional flow control valve 9 to control the flow rate to the fluid cylinder 3, and to close the front wheel side pipe 23FL in a liquid-tight manner when the valve is closed. It has a function of reliably preventing oil from leaking from the hydraulic chamber 3c of the pressure cylinder 3.

尚、図中、35は流体シリンダ３の液圧室3cの液圧の異
常上昇時に開作動してその油をリターン配管32に戻すリ
リーフ弁である。また、36は油圧ポンプ８の吐出管8aの
アキュムレータ22近傍に接続されたイグニッションキー
連動弁であって、イグニッションオフ後に開制御されて
アキュムレータ22の蓄油をタンク29に戻し、高圧状態を
解除する機能を有する。37は油タンク８の油吐出圧の異
常上昇時にその油をタンク29に戻して降圧するポンプ内
リリーフ弁、38はリターン配管32に接続されたリターン
アキュムレータであって、流体シリンダ３からの油の排
出時に蓄圧作用を行うものである。In the figure, reference numeral 35 denotes a relief valve which opens when the hydraulic pressure of the hydraulic pressure chamber 3c of the fluid cylinder 3 rises abnormally and returns the oil to the return pipe 32. Reference numeral 36 denotes an ignition key interlocking valve connected to the vicinity of the accumulator 22 of the discharge pipe 8a of the hydraulic pump 8, which is opened after the ignition is turned off, returns the oil stored in the accumulator 22 to the tank 29, and releases the high pressure state. Has functions. Reference numeral 37 denotes a relief valve in the pump for returning the oil to the tank 29 and reducing the pressure when the oil discharge pressure of the oil tank 8 rises abnormally. Reference numeral 38 denotes a return accumulator connected to the return pipe 32, It performs a pressure accumulation function when discharging.

次に、コントローラ17によるサスペンション特性の可
変制御、つまり各流体シリンダ３の流量制御を第３図に
基いて説明する。Next, variable control of suspension characteristics by the controller 17, that is, flow rate control of each fluid cylinder 3 will be described with reference to FIG.

同図では、基本的に、各車輪の車高センサ14の検出信
号に基いて車高を目標車高に（シリンダストローク量を
目標量に）制御する制御系Ａと、３個の上下加速度セン
サ15の検出信号に基いて車両の上下振動の低減を図る制
御系Ｂと、各車輪の液圧センサ13の検出信号に基いて前
輪側及び後輪側で各々左右の車輪間の支持荷重の均一化
を図る制御系Ｃとを有する。In the figure, basically, a control system A for controlling the vehicle height to a target vehicle height (a cylinder stroke amount to a target amount) based on a detection signal of a vehicle height sensor 14 for each wheel, and three vertical acceleration sensors A control system B for reducing the vertical vibration of the vehicle based on the detection signal of No. 15, and a uniform support load between the left and right wheels on the front wheel side and the rear wheel side based on the detection signal of the hydraulic pressure sensor 13 of each wheel. And a control system C for realizing.

而して、制御系Ａにおいて、40は車高センサ14のう
ち、左右の前輪2F側の出力ＸFR,XFLを合計すると共に左
右の後輪2R側の出力ＸRR,XRLを合計して、車両のバウン
ス成分を演算するバウンス成分演算部である。また、41
は左右の前輪2F側の出力ＸFR,XFLの合計値から、左右の
後輪2R側の出力ＸRR,XRLの合計値を減算して、車両のピ
ッチ成分を演算するピッチ成分演算部、42は左右の前輪
2F側の出力の差分ＸFR−ＸFLと、左右の後輪2R側の出力
の差分ＸRR−ＸRLとを加算して、車両のロール成分を演
算するロール成分演算部である。Thus, in the control system A, the vehicle height sensor 14 sums the outputs XFR and XFL of the left and right front wheels 2F and sums the outputs XRR and XRL of the left and right rear wheels 2R of the vehicle height sensor 14, and It is a bounce component calculation unit that calculates a bounce component. Also, 41
Is a pitch component calculator that subtracts the sum of the outputs XRR and XRL of the left and right rear wheels 2R from the sum of the outputs XFR and XFL of the left and right front wheels 2F and calculates the pitch component of the vehicle. Front wheel
A roll component calculation unit that calculates the roll component of the vehicle by adding the output difference XFR-XFL on the 2F side and the output difference XRR-XRL on the left and right rear wheels 2R.

また、43は上記バウンス成分演算部40で演算した車両
のバウンス成分を入力して下記のPD制御（比例−微分制
御）式 KB1＋｛TB2・S/（１＋TB2・Ｓ）｝・KB2 に基いてバウンス制御での各車輪の比例流量制御弁９に
対する制御量を演算するバウンス制御部である。また、
44はピッチ成分演算部41で演算した車両のピッチ成分を
入力して上記と同様の比例−微分制御式に基いてピッチ
制御での各比例流量制御弁９の制御量を演算するピッチ
制御部、同様に45はロール成分演算部42で演算した車両
のロール成分、及び車両の目標ロール角ＴROLL（後述）
を入力して上記と同様の比例−微分制御式に基いて、目
標ロール角ＴROLLに傾斜した車高にするよう、ロール制
御での各比例流量制御弁９の制御量を演算するロール制
御部である。Reference numeral 43 denotes a bounce component of the vehicle calculated by the bounce component calculation unit 40, and the following PD control (proportional-differential control) formula K B1 + {T B2 · S / (1 + T B2 · S)} · K A bounce control unit that calculates a control amount of each wheel for the proportional flow control valve 9 in the bounce control based on B2 . Also,
44 is a pitch control unit that inputs the vehicle pitch component calculated by the pitch component calculation unit 41 and calculates the control amount of each proportional flow control valve 9 in pitch control based on the same proportional-differential control equation as described above; Similarly, reference numeral 45 denotes a vehicle roll component calculated by the roll component calculation unit 42 and a target roll angle TROLL (described later) of the vehicle.
And a roll control unit that calculates the control amount of each proportional flow control valve 9 in the roll control so that the vehicle height is inclined to the target roll angle TROLL based on the same proportional-differential control equation as described above. is there.

而して、車高を目標車高に制御すべく、上記各制御部
43〜45で演算した各制御量を各車輪毎で反転（車高セン
サ14の信号入力の正負方向とは逆方向に反転）させた
後、各車輪に対するバウンス、ピッチ、ロールの各制御
量を加算して対応する比例流量制御弁９の制御量ＱFR,Q
FL,QRR,QRLとする。In order to control the vehicle height to the target vehicle height,
After inverting each control amount calculated in 43 to 45 for each wheel (inverting in the opposite direction to the positive and negative directions of the signal input of the vehicle height sensor 14), the bounce, pitch, and roll control amounts for each wheel are calculated. The control amount QFR, Q of the proportional flow control valve 9 corresponding to the addition
FL, QRR, QRL.

また、制御系Ｂにおいて、50は３個の上下加速度セン
サ15の出力ＧFR,GFL,GRを合計して車両のバウンス成分
を演算するバウンス成分演算部、51は３個の上下加速度
センサ15のうち、左右の前輪2F側の出力ＧFR,GFLの各半
分値の合計値から後輪2R側の出力ＧRを減算して、車両
のピッチ成分を演算するピッチ成分演算部、52は右側前
輪2F側の出力ＧFRから、左側前輪2F側の出力ＧFLを減算
して、車両のロール成分を演算するロール成分演算部で
ある。In the control system B, reference numeral 50 denotes a bounce component calculation unit that calculates the bounce component of the vehicle by summing the outputs GFR, GFL, GR of the three vertical acceleration sensors 15, and 51 denotes a bounce component of the three vertical acceleration sensors 15. A pitch component calculator for subtracting the output GR of the rear wheel 2R from the sum of the half values of the outputs GFR and GFL of the left and right front wheels 2F to calculate the pitch component of the vehicle; This is a roll component calculation unit that calculates the roll component of the vehicle by subtracting the output GFL of the left front wheel 2F from the output GFR.

加えて、53は上記バウンス成分演算部50で演算した車
両のバウンス成分を入力して下記のIPD制御（積分−比
例−微分制御）式 ｛TB3/（１＋TB3・Ｓ）｝・KB3 ＋KB4＋｛TB5・S/（１＋TB5・Ｓ）｝・KB5 に基いてバウンス制御での各車輪の比例流量制御弁９に
対する制御量を演算するバウンス制御部である。また、
54はピッチ成分演算部51で演算した車両のピッチ成分を
入力して上記と同様の積分−比例−微分制御式に基いて
ピッチ制御での各比例流量制御弁９の制御量を演算する
ピッチ制御部、同様に55はロール成分演算部52で演算し
た車両のロール成分を入力して上記と同様の積分−比例
−微分制御式に基いてロール制御での各比例流量制御弁
９の制御量を演算するロール制御部である。In addition, 53 receives the bounce component of the vehicle calculated by the bounce component calculation unit 50 and inputs the following IPD control (integral-proportional-differential control) formula {T B3 / (1 + T B3 · S)} · K B3 + K A bounce control unit that calculates a control amount of the proportional flow control valve 9 for each wheel in the bounce control based on B4 + {T B5 .S / (1 + T B5 .S )}. K B5 . Also,
Reference numeral 54 denotes a pitch control for inputting the vehicle pitch component calculated by the pitch component calculation unit 51 and calculating the control amount of each proportional flow control valve 9 in the pitch control based on the same integral-proportional-differential control equation as described above. Similarly, 55 is input with the roll component of the vehicle calculated by the roll component calculation unit 52 and calculates the control amount of each proportional flow control valve 9 in the roll control based on the same integral-proportional-differential control equation as described above. This is a roll control unit for calculating.

そして、車両の上下振動をバウンス成分、ピッチ成
分、ロール成分で抑えるべく、上記各制御部53〜55で演
算した各制御量を各車輪毎で上記と同様に反転させた
後、各車輪に対するバウンス、ピッチ、ロールの各制御
量を加算して、対応する流体シリンダ３の制御量ＱFR,Q
FL,QRR,QRLとする。尚、各制御部53〜55で演算した車輪
毎の制御量は、前後輪の分担荷重が異なる関係上、前輪
側の制御量を重み付け係数ｋ（ｋ＝1.08）で大値に補正
している。Then, in order to suppress the vertical vibration of the vehicle with the bounce component, the pitch component, and the roll component, the control amounts calculated by the control units 53 to 55 are inverted for each wheel in the same manner as described above, and then the bounce for each wheel is performed. , Pitch, and roll control amounts are added, and the corresponding control amounts QFR, Q
FL, QRR, QRL. Note that the control amount for each wheel calculated by each of the control units 53 to 55 is corrected to a large value by the weighting coefficient k (k = 1.08) due to the difference in the load shared between the front and rear wheels, due to the difference. .

さらに、制御系Ｃにおいて、60は、前輪側の２個の液
圧センサ13の液圧ＰFR,PFL信号を入力し、前輪側の合計
液圧に対する左右輪の液圧差（ＰFR−ＰFL）の比（荷重
移動比）を演算する前輪側の荷重移動比演算部60aと、
後輪側で同様の荷重移動比を演算する後輪側の荷重移動
比演算部60bとからなるウォープ制御部である。而し
て、後輪側の荷重移動比を係数Wrで所定倍した後、前輪
側の荷重移動比からこれを減算し、その結果を係数WAで
所定倍すると共に前輪側で重み付けし、その後、各車輪
に対する制御量を左右輪間で均一化すべく反転して、対
応する比例流量制御弁９の制御量ＱFR,QFL,QRR,QRLとす
る。Further, in the control system C, 60 receives the hydraulic pressure PFR and PFL signals of the two hydraulic sensors 13 on the front wheel side, and calculates the ratio of the hydraulic pressure difference (PFR-PFL) between the left and right wheels to the total hydraulic pressure on the front wheel side. A front wheel-side load transfer ratio calculator 60a for calculating (load transfer ratio);
This is a warp control unit including a rear wheel side load transfer ratio calculation unit 60b that calculates a similar load transfer ratio on the rear wheel side. And Thus, after the load transfer ratio of the rear wheel by a predetermined magnification by a factor Wr, it subtracts this from the load transfer ratio of the front wheel side, weighted by the front wheel side as well as a predetermined multiple of the result by a factor W A, then Then, the control amounts for the respective wheels are inverted so as to be uniform between the left and right wheels, and the control amounts QFR, QFL, QRR, QRL of the corresponding proportional flow control valve 9 are obtained.

而して、上記ウォーブ制御での係数Wrは、車速センサ
16で検出する車速に応じて異なる値に変更され、車速Ｖ
が設定車速V0に対して、Ｖ≧V0の高車速時には係数Wr＝
1.5に設定され、Ｖ＜V0の低車速時には係数Wr＝1.0に設
定されている。よって、Ｖ≧V0の高車速時には、係数Wr
＝1.5の設定により前輪側の荷重移動比を後輪側よりも
大きくして前輪側のロール剛性を後輪側よりも高め、こ
のことによりサスペンション特性をアンダーステアの増
大傾向に変更する一方、Ｖ＜V0の低車速時には、係数Wr
＝1.0の設定により前輪側の荷重移動比を後輪側と一致
させて前輪側のロール剛性を後輪側と等しくし、サスペ
ンション特性を通常の弱アンダーステア傾向に変更し
て、前輪の後輪に対するロール剛性比（つまり前輪のロ
ール剛性／後輪のロール剛性）を変化させるようサスペ
ンション特性を可変に制御するサスペンション特性可変
手段62を構成している。Thus, the coefficient Wr in the wobble control is a vehicle speed sensor.
The value is changed to a different value according to the vehicle speed detected in step 16, and the vehicle speed V
There set with respect to the vehicle speed V 0, the high vehicle speed when the coefficient of V ≧ V 0 Wr =
The coefficient Wr is set to 1.5 and the coefficient Wr is set to 1.0 at a low vehicle speed of V <V 0 . Therefore, at a high vehicle speed of V ≧ V 0 , the coefficient Wr
By setting = 1.5, the load transfer ratio on the front wheel side is made larger than that on the rear wheel side to increase the roll stiffness on the front wheel side than on the rear wheel side, thereby changing the suspension characteristics to an increasing tendency of understeer, while V < at the time of low vehicle speed of V 0, coefficient Wr
With the setting of = 1.0, the load transfer ratio on the front wheel side is matched with that on the rear wheel side, the roll rigidity on the front wheel side is equal to that on the rear wheel side, and the suspension characteristics are changed to a normal weak understeer tendency, A suspension characteristic varying means 62 for variably controlling the suspension characteristic so as to change the roll rigidity ratio (that is, the roll rigidity of the front wheel / the roll rigidity of the rear wheel) is configured.

加えて、同図においては、車両の旋回時で各流体シリ
ンダ３の流量制御の応答性を高めるべく、制御系Ｄで各
種の切換制御が行われる。In addition, in the figure, various switching controls are performed by the control system D in order to increase the responsiveness of the flow rate control of each fluid cylinder 3 when the vehicle turns.

つまり、制御系Ｄでは、ステアリングの舵角速度Ｍ
と車速Ｖとを乗算し、その結果Ｍ・Ｖから基準値G1を
減算した値S1を旋回判定部65に入力する。また、車両の
現在の横加速度GSから基準値G2を減算した値S2を旋回判
定部65に入力する。そして、旋回判定部65にて、入力S1
又はS2≧０の場合には、車両の旋回時と判断して、サス
ペンション特性のハード化信号Saを出力して、各流体シ
リンダ３に対する流量制御の追随性を向上すべく、減衰
力切換バルブ26をON制御して絞り位置に切換えると共
に、上記各比例定数Ki（ｉ＝B1〜B5、P1〜P5、R1〜R5）
を各々大値KHardに設定し、また目標ロール角ＴROLLを
予め記憶するマップGmap（Gs）（横加速度Gsの増大に応
じて大値になり、所定値Gs1でＴROLL＝０、Gs1未満で負
値、Gs1を越える領域で正値のマップ）から、その時の
横加速度Gsに対応する値に設定する。That is, in the control system D, the steering angular velocity M
Is multiplied by the vehicle speed V, and as a result, a value S 1 obtained by subtracting the reference value G 1 from MV is input to the turning determination unit 65. Also inputs the value S 2 to the reference value G 2 is subtracted from the current lateral acceleration G S of the vehicle in the turning decision unit 65. Then, in the turning determination unit 65, the input S 1
Alternatively, when S 2 ≧ 0, it is determined that the vehicle is turning, and a hardening signal Sa of suspension characteristics is output, and a damping force switching valve is provided to improve the followability of the flow control to each fluid cylinder 3. 26 is turned on to switch to the aperture position, and the above proportional constants Ki (i = B1 to B5 , P1 to P5 , R1 to R5 )
Is set to a large value KHard, and a map Gmap (Gs) in which the target roll angle TROLL is stored in advance (the value becomes large according to the increase of the lateral acceleration Gs, TROLL = 0 at a predetermined value Gs1, and a negative value at less than Gs1) , And a value corresponding to the lateral acceleration Gs at that time from a map having positive values in a region exceeding Gs1.

一方、旋回判定部65で入力S1及びS2＜０の場合には、
直進時と判断して、サスペンション特性のソフト化信号
Sbを出力して、減衰力切換バルブ26をOFF制御して開位
置に切換えると共に、比例定数Kiを各々通常値KSoftに
設定し、また目標ロール角ＴROLL＝０に設定する。On the other hand, when the inputs S 1 and S 2 <0 in the turning determination unit 65,
Judging that the vehicle is going straight ahead, softening signal of suspension characteristics
Sb is output to control the damping force switching valve 26 to OFF to switch to the open position, set the proportional constants Ki to the normal value KSoft, and set the target roll angle TROLL = 0.

また、第４図はアンチロックブレーキ装置の全体構成
を示す。同図において、80FL及び80FRは前輪2FL,2FRの
ブレーキ油圧を調整するブレーキ装置、81RL及び81RRは
同様に後輪2RL,2RRのブレーキ油圧を調整する制動力調
整手段としてのブレーキ装置である。83…は各車輪の回
転速度を検出する車輪速度センサ、84は車体速度を検出
するＧセンサであって、これらセンサ83,84の検出信号
は、上記ブレーキ装置80FL〜81RRのブレーキ油圧を制御
するコントローラ87に入力される。このコントローラ87
によるブレーキ油圧の制御は、前輪用ブレーキ装置2FL,
2FRのブレーキ油圧を左右独立的に、後輪用ブレーキ装
置2RL,2RRのブレーキ油圧を一体的に制御するいわゆる
３チャンネル制御方式が採られている。また、コントロ
ーラ87によるブレーキ油圧の制御は、基本的に、各車輪
速度センサ83で検出した車輪速度と、Ｇセンサ84で検出
した車体速度との偏差から、各車輪のスリップ率λを演
算し、この各車輪のスリップ率λが、第５図に示すスリ
ップ率λ−制動力特性にて最大制動力を取る目標スリッ
プ率λ１になるよう、車輪のブレーキ装置2FL〜2RRのブ
レーキ油圧を制御する機能を有する。FIG. 4 shows the overall configuration of the antilock brake device. In the figure, 80FL and 80FR are brake devices for adjusting the brake oil pressure of the front wheels 2FL and 2FR, and 81RL and 81RR are brake devices as braking force adjusting means for adjusting the brake oil pressure of the rear wheels 2RL and 2RR. 83 is a wheel speed sensor for detecting the rotational speed of each wheel, 84 is a G sensor for detecting the vehicle speed, and the detection signals of these sensors 83 and 84 control the brake oil pressure of the brake devices 80FL to 81RR. Input to the controller 87. This controller 87
Control of the brake hydraulic pressure by the front wheel brake device 2FL,
A so-called three-channel control system is adopted in which the brake oil pressure of the 2FR is independently controlled left and right independently and the brake oil pressure of the rear wheel brake devices 2RL and 2RR is integrally controlled. The control of the brake oil pressure by the controller 87 basically calculates the slip ratio λ of each wheel from the deviation between the wheel speed detected by each wheel speed sensor 83 and the vehicle speed detected by the G sensor 84, slip rate of each wheel lambda is, so that the target slip ratio lambda 1 having the maximum braking force at the slip ratio λ- braking force characteristic shown in FIG. 5, to control the brake hydraulic pressure of the brake device 2FL~2RR wheel Has functions.

さらに、上記ブレーキ油圧制御用のコントローラ87
は、サスペンション特性の可変制御用のコントローラ17
から、第３図の制御系Ｃのウォープ制御での係数Wrの変
更信号を受信して、Wr＝1.5の変更信号又はWr＝1.0の変
更信号の受信に応じて次表の如く目標スリップ率λ１を
前輪と後輪で各々変更する。Further, a controller 87 for controlling the brake hydraulic pressure is provided.
Is a controller 17 for variable control of suspension characteristics.
, A change signal of the coefficient Wr in the warp control of the control system C in FIG. 3 is received, and in response to the reception of the change signal of Wr = 1.5 or the change signal of Wr = 1.0, the target slip ratio λ is obtained as shown in the following table. 1 is changed for the front wheel and the rear wheel.

ここで、目標スリップ率λ２は、第５図に示す如く、
目標スリップ率λ１よりも小値であり、それ故、後輪を
この目標スリップ率λ２に制御する際には、制動力は目
標スリップ率λ１の場合よりも小値になるととともに、
コーナリングフォースは同図に示すスリップ率−コーナ
リングフォースから判るように、目標スリップ率λ１の
場合よりも大値になる。 Here, the target slip ratio λ 2 is, as shown in FIG.
Is a small value less than the target slip ratio lambda 1, and therefore, in controlling the rear wheel to the target slip ratio lambda 2 is the braking force becomes a small value than when the target slip ratio lambda 1 with,
Cornering force is slip ratio shown in the drawing - as seen from the cornering force becomes larger than the case of the target slip ratio lambda 1.

よって、上記表の制御により、Ｖ＜V0の低車速時に、
ウォープ制御の係数Wr＝1.5からWr＝1.0の小値への設定
に基づいて前輪のロール剛性を低くして、前輪の後輪に
対するロール剛性比を小さく変化させ、このことにより
サスペンション特性がステアリングのアンダーステアの
減少傾向に変更されたときには、後輪の目標スリップ率
を第５図のλ１からλ２に小値に変更して、後輪の制動
力を小値にすることにより、後輪のブレーキの油圧の低
減量を大きくするよう後輪側の制動力調整手段81RL,81R
Rを制御する制動力制御手段88を構成している。Therefore, according to the control of the above table, when the vehicle speed is low and V <V 0 ,
Based on the setting of the warp control coefficient Wr = 1.5 to a small value of Wr = 1.0, the roll stiffness of the front wheel is reduced, and the roll stiffness ratio of the front wheel to the rear wheel is changed to a small value. when it is changed to decrease the understeer, the target slip ratio of the rear wheels is changed to a small value from lambda 1 to lambda 2 of FIG. 5, by the braking force of the rear wheel to a small value, the rear wheel Rear wheel side braking force adjusting means 81RL, 81R to increase the amount of reduction in brake oil pressure
The braking force control means 88 for controlling R is constituted.

したがって、上記実施例においては、上記表の如くＶ
＜V0の低車速時には、第３図の制御系Ｃのウォーブ制御
の係数WrがWr＝1.5からWr＝1.0に変更されて、前輪側で
の左右輪間の荷重移動比が後輪側と一致する。このこと
により、前輪側のロール剛性が低くなって後輪側のロー
ル剛性と等しくなり、その結果、サスペンション特性が
ステアリングのアンダーステアの減少傾向に変更され
て、車両は旋回時の回頭性が良好になる。Therefore, in the above embodiment, V
<During low vehicle speed V 0, the coefficient Wr of Wobu control of the control system C of FIG. 3 is changed from Wr = 1.5 to Wr = 1.0, and load displacement ratio rear wheels between the left and right wheels on the front wheel side Matches. As a result, the roll stiffness on the front wheel side is reduced to be equal to the roll stiffness on the rear wheel side, and as a result, the suspension characteristics are changed to a tendency to reduce steering understeer, and the vehicle has a good turning performance when turning. Become.

また、その際には、サスペンション特性の変更に同期
して、後輪の目標スリップ率がλ１からλ２に小値に変
更されるので、後輪の制動力が第５図の如く小さくて済
み、その分、後輪側のブレーキ装置81RL,81RRのブレー
キ油圧の低減量が増大する。この時、後輪のコーナリン
グフォースは、第５図から判るように目標スリップ率λ
１の場合よりも増大するので、ステアリング特性は所期
のアンダーステアの減少傾向に保持されて、その減少傾
向が助長されたり、オーバーステアに転じることがな
く、制動時の車両の安定性の向上を図ることができる。Also, at that time, in synchronization with the change of the suspension characteristics, since the target slip ratio of the rear wheels is changed to a small value to lambda 2 from lambda 1, smaller as the braking force of the rear wheels of the Figure 5 As a result, the amount of reduction in the brake hydraulic pressure of the rear-wheel-side brake devices 81RL and 81RR increases accordingly. At this time, the cornering force of the rear wheel is set at the target slip ratio λ as can be seen from FIG.
1 , the steering characteristic is maintained at the expected understeer decreasing tendency, and the decreasing tendency is not promoted or oversteered, and the vehicle stability during braking is improved. Can be planned.

尚、上記実施例では、アンチロックブレーキ装置を備
えた車両に対して適用したが、本発明は、通常のブレー
キ装置のみを備えた車両に対しても同様に適用できる。
この場合には、ブレーキ装置において、後輪のブレーキ
油圧の上昇率を前輪に対して減じるプロポーショニング
バルブの作動開始点（折れ点）を早目に変更すればよ
い。In the above embodiment, the present invention is applied to a vehicle provided with an anti-lock brake device. However, the present invention can be similarly applied to a vehicle provided with only a normal brake device.
In this case, in the brake device, the operation start point (break point) of the proportioning valve that reduces the rate of increase in the brake oil pressure of the rear wheel relative to the front wheel may be changed earlier.

また、上記実施例では、ガスばね５を備えたサスペン
ション装置に適用したが、本発明はその他、ガスばねを
備えず、液体シリンダ３のみを備えてサスペンション特
性を可変にするサスペンション装置にも同様に適用でき
るのは勿論である。Further, in the above embodiment, the present invention is applied to the suspension device provided with the gas spring 5, but the present invention is similarly applied to a suspension device provided with only the liquid cylinder 3 without the gas spring and having variable suspension characteristics. Of course, it can be applied.

【図面の簡単な説明】[Brief description of the drawings]

図面は本発明の実施例を示し、第１図はサスペンション
装置の全体概略構成図、第２図は同油圧回路図、第３図
はコントローラによるサスペンション特性の可変制御を
示す制御ブロック図、第４図はアンチロックブレーキ装
置の全体構成図、第５図は車輪のスリップ率に対する制
動力及びコーナリングフォース特性を示す図である。 3FF〜3RR……流体シリンダ、９……比例流量制御弁、17
……サスペンション特性可変用コントローラ、62……サ
スペンション特性可変手段、81RL,81RR……ブレーキ装
置（制動力調整手段）、87……ブレーキ油圧制御用コン
トローラ、88……制動力制御手段。FIG. 1 shows an embodiment of the present invention, FIG. 1 is an overall schematic configuration diagram of a suspension device, FIG. 2 is a hydraulic circuit diagram, FIG. 3 is a control block diagram showing variable control of suspension characteristics by a controller, FIG. FIG. 5 is a diagram showing the overall configuration of the antilock brake device, and FIG. 5 is a diagram showing the braking force and the cornering force characteristics with respect to the slip ratio of the wheels. 3FF-3RR …… Fluid cylinder, 9… Proportional flow control valve, 17
…………………………………………………………………………………………………………………………………………………………………………………………………………………]

───────────────────────────────────────────────────── フロントページの続き (72)発明者 中島 敏夫 広島県安芸郡府中町新地３番１号 マツ ダ株式会社内 (56)参考文献 実開 昭62−166163（ＪＰ，Ｕ) 実開 昭60−49005（ＪＰ，Ｕ) ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Toshio Nakajima 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. −49005 (JP, U)

Claims (2)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】車両の前輪の後輪に対するロール剛性比を
変化させるようサスペンション特性を可変に制御するサ
スペンション特性可変手段を備えると共に、後輪の制動
力を調整する制動力調整手段を備え、さらに上記サスペ
ンション特性可変手段により前輪の後輪に対するロール
剛性比を小さく変化させるようサスペンション特性が変
更されたとき、後輪にかかる制動力を上記サスペンショ
ン特性の変更前に比べて小さくするよう上記制動力調整
手段を制御する制動力制御手段を備えたことを特徴とす
るサスペンションとブレーキの総合制御装置。A suspension characteristic varying means for variably controlling a suspension characteristic so as to change a roll rigidity ratio of a front wheel to a rear wheel with respect to a front wheel; and a braking force adjusting means for adjusting a braking force of a rear wheel. When the suspension characteristics are changed by the suspension characteristics changing means so as to decrease the roll rigidity ratio of the front wheels to the rear wheels, the braking force is adjusted so that the braking force applied to the rear wheels becomes smaller than before the suspension characteristics were changed. A total control device for a suspension and a brake, comprising braking force control means for controlling the means. 【請求項２】制動力調整手段は、後輪の車輪速を検出す
る車輪速検出手段と、車体速に関する値を検出する車体
速検出手段と、上記車輪速検出手段と上記車体速検出手
段との検出結果に基づいて後輪のスリップ率を検出する
スリップ率検出手段とを備え、後輪のスリップ率が予め
設定された目標スリップ率になるように後輪の制動力を
調整するものであり、 制動力制御手段は、前輪の後輪に対するロール剛性比を
小さく変化させるようサスペンション特性が変更された
とき、後輪の目標スリップ率をサスペンション特性の変
更前に比べて小値に変更して後輪の制動力を小さくする
ものである請求項１記載のサスペンションとブレーキの
総合制御装置。2. A braking force adjusting means comprising: a wheel speed detecting means for detecting a wheel speed of a rear wheel; a vehicle speed detecting means for detecting a value relating to a vehicle speed; the wheel speed detecting means and the vehicle speed detecting means; And a slip ratio detecting means for detecting a slip ratio of the rear wheel based on a detection result of the rear wheel, and adjusting a braking force of the rear wheel such that the slip ratio of the rear wheel becomes a preset target slip ratio. When the suspension characteristics are changed so as to reduce the roll rigidity ratio of the front wheels to the rear wheels to a small value, the braking force control means changes the target slip ratio of the rear wheels to a smaller value compared to before the suspension characteristics were changed. The suspension and brake integrated control device according to claim 1, wherein the braking force of the wheel is reduced.
JP1270089A 1989-01-20 1989-01-20 Suspension and brake integrated control device Expired - Fee Related JP2662284B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1270089A JP2662284B2 (en) 1989-01-20 1989-01-20 Suspension and brake integrated control device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1270089A JP2662284B2 (en) 1989-01-20 1989-01-20 Suspension and brake integrated control device

Publications (2)

Publication Number Publication Date
JPH02193749A JPH02193749A (en) 1990-07-31
JP2662284B2 true JP2662284B2 (en) 1997-10-08

Family

ID=11812669

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1270089A Expired - Fee Related JP2662284B2 (en) 1989-01-20 1989-01-20 Suspension and brake integrated control device

Country Status (1)

Country Link
JP (1) JP2662284B2 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3546830B2 (en) 2000-10-05 2004-07-28 トヨタ自動車株式会社 Vehicle roll behavior control device
JP4333660B2 (en) 2005-10-07 2009-09-16 トヨタ自動車株式会社 Vehicle that combines roll angle control and roll rigidity front / rear distribution ratio control

Also Published As

Publication number Publication date
JPH02193749A (en) 1990-07-31

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