JP3002782B2 - Active suspension - Google Patents
Active suspensionInfo
- Publication number
- JP3002782B2 JP3002782B2 JP1067942A JP6794289A JP3002782B2 JP 3002782 B2 JP3002782 B2 JP 3002782B2 JP 1067942 A JP1067942 A JP 1067942A JP 6794289 A JP6794289 A JP 6794289A JP 3002782 B2 JP3002782 B2 JP 3002782B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle height
- supply
- pressure
- cylinders
- vehicle
- 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
Links
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- 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、自動車等の車両の姿勢制御を行なうための
アクティブサスペンションに関する。Description: TECHNICAL FIELD The present invention relates to an active suspension for controlling the attitude of a vehicle such as an automobile.
（従来の技術） 車高調整機能を有する自動車等では、車体と各車輪
（４輪）との間に、圧力流体の給排により伸縮するシリ
ンダが介装されており、このシリンダにより車高の調整
が行なわれるが、四輪で独立に支持しているため、車体
が水平状態であっても、車体から各シリンダを介して車
輪に加わる車両の荷重が均一に配分されない場合が生
じ、走行時、特に旋回時などには左右に回転方向で走行
特性が変わってしまい、走行性能を悪化させる虞れがあ
った（４輪不静定）。(Prior Art) In an automobile or the like having a vehicle height adjusting function, a cylinder that expands and contracts by supplying and discharging a pressurized fluid is interposed between a vehicle body and each wheel (four wheels). Adjustment is performed, but since the vehicle is independently supported by four wheels, even when the vehicle is in a horizontal state, the load on the wheels applied to the wheels from the vehicle via the cylinders may not be evenly distributed. In particular, when the vehicle is turning, the running characteristics may change in the left and right directions of rotation, and the running performance may be degraded (four-wheel instability).
そこで、従来、実開昭61−155213号公報で開示されて
いるように、後輪側の左右のシリンダ同士を連通弁を介
して連通させて左右のシリンダ内の圧力を同一とし、左
右の後輪に加わる荷重を同じにすることにより、見掛け
上後輪側を１輪とみなし、車体を３輪で支持するように
することによって、上記問題を解消し走行性能を向上さ
せたものがある（以下、これを３輪支持制御という）。
なお、車両の旋回時には、連通弁により左右のシリンダ
の連通を遮断することにより、ロール角を増大させない
ようにしている。Therefore, conventionally, as disclosed in Japanese Utility Model Laid-Open Publication No. 61-155213, the left and right cylinders on the rear wheel side are communicated via a communication valve to equalize the pressure in the left and right cylinders, and By making the load applied to the wheels the same, the rear wheel side is apparently regarded as one wheel, and the vehicle body is supported by three wheels, thereby solving the above problem and improving running performance. Hereinafter, this is referred to as three-wheel support control.)
During turning of the vehicle, the communication valve shuts off the communication between the left and right cylinders so that the roll angle is not increased.
（発明が解決しようとする課題） ところで、上記３輪支持制御をアクティブサスペンシ
ョンに適用しようとすると、次のような問題点があっ
た。(Problems to be Solved by the Invention) By the way, when the above-mentioned three-wheel support control is applied to an active suspension, there are the following problems.
直進走行時には、後輪側の左右のシリンダを連通させ
るように制御すれば、左右のシリンダ内が同圧となるた
め、後輪側が１つの車輪とみなせて見掛け上３輪で走行
することとなり、走行性能を向上させることができる。During straight running, if the left and right cylinders on the rear wheel side are controlled to communicate with each other, the left and right cylinders have the same pressure, so the rear wheel side can be regarded as one wheel and the vehicle runs on three wheels apparently. The running performance can be improved.
ところが、車両の旋回時において、後輪側の左右のシ
リンダを連通させた状態ではローリングを増長させるた
め、連通を遮断しなければならないが、この連通が遮断
された状態でもアクティブサスペンションでは車高調整
などによる給排操作が続いている。そして、車両の旋回
状態が長く続きその間姿勢制御を行うために、給排操作
を繰り返すと、圧力流体の給排操作毎に生じる給排量の
誤差が蓄積されて左右のシリンダ内の圧力差が設定され
た所定の値から大幅にずれてしまい、走行性能を悪化さ
せるという問題点が生じた。However, when turning the vehicle, if the left and right cylinders on the rear wheel side are in communication, the rolling must be increased to increase the rolling, but the communication must be cut off. The supply / discharge operation is continued. When the supply / discharge operation is repeated in order to perform the posture control while the turning state of the vehicle continues for a long time, an error of the supply / discharge amount generated at each supply / discharge operation of the pressure fluid is accumulated, and the pressure difference between the left and right cylinders is reduced. This greatly deviates from the set predetermined value, causing a problem of deteriorating traveling performance.
このように、車両の旋回中は連通を遮断するという従
来の３輪支持制御をそのままアクティブサスペンション
に適用すると、４輪不静定が問題となってしまう。As described above, if the conventional three-wheel support control of interrupting the communication during the turning of the vehicle is applied to the active suspension as it is, the four-wheel instability becomes a problem.
本発明は、以上の問題点に鑑みてなされたもので、そ
の目的とするところは、３輪支持制御を適用して走行性
能を向上させたアクティブサスペンションを提供するこ
とにある。The present invention has been made in view of the above problems, and an object of the present invention is to provide an active suspension in which running performance is improved by applying three-wheel support control.
（課題を解決するための手段） 本発明のアクティブサスペンションは、車体側と前後
左右の各車輪側との間に介装され、圧力流体の給排によ
り車高調整をする複数のシリンダと、 前記各シリンダに圧力流体を給排する給排手段と、 車体と車輪の相対変位から車高を検出する車高センサ
と、 前記給排手段を制御する制御装置とを備え、 当該車両の走行状態および前記車高センサの検出に基
づいて、前後左右の各車輪の各シリンダへの圧力流体の
給排を独立して制御することによって車体の姿勢を制御
するアクティブサスペンションであって、 車体の左右方向に生じる左右加速度を検出する左右加
速度検出手段（14）と、 前輪側または後輪側のいずれか一方のみについて左右
の各シリンダ内の圧力を検出する圧力センサとが設けら
れ、 前記制御装置には、前記車高センサにより検出された
前記一方の車輪側の左右の車高の平均車高が所望の目標
車高となるように前記給排手段を制御して前記左右の各
シリンダに圧力流体を給排させる車高調整部（F1）と、
前記左右加速度検出手段で検出された左右加速度に応じ
て前記一方の車輪側の左右のシリンダの差圧目標値を設
定し、該左右のシリンダの圧力差が差圧目標値となるよ
うに、前記給排手段を制御して前記左右の各シリンダの
圧力流体を給排させる差圧制御部（F2）とが設けられて
いることを特徴とするものである。(Means for Solving the Problems) An active suspension according to the present invention is provided between a vehicle body side and front, rear, left and right wheel sides, and a plurality of cylinders for adjusting a vehicle height by supplying and discharging pressure fluid; Supply and discharge means for supplying and discharging pressure fluid to and from each cylinder, a vehicle height sensor for detecting a vehicle height from a relative displacement between a vehicle body and wheels, and a control device for controlling the supply and discharge means, An active suspension that controls the posture of the vehicle body by independently controlling the supply and discharge of pressure fluid to and from each cylinder of each of the front, rear, left, and right wheels based on the detection of the vehicle height sensor. A left / right acceleration detecting means (14) for detecting a generated left / right acceleration; and a pressure sensor for detecting a pressure in each of the left and right cylinders on only one of the front wheel side and the rear wheel side. The control device controls the supply / discharge means so that the average vehicle height of the left and right vehicle heights on the one wheel side detected by the vehicle height sensor becomes a desired target vehicle height, and controls the left and right cylinders. Height adjustment unit (F1) that supplies and discharges pressure fluid to the
The differential pressure target value of the left and right cylinders on the one wheel side is set according to the lateral acceleration detected by the lateral acceleration detection means, and the pressure difference between the left and right cylinders becomes the differential pressure target value. A differential pressure control unit (F2) for controlling the supply / discharge means to supply / discharge the pressure fluid of each of the left and right cylinders is provided.
（作用） 以上の構成とすると、車高センサ、左右加速度検出手
段、圧力センサからの検出信号が制御装置に入力され、
制御装置の差圧制御部により、前輪側または後輪側の一
方の左右の車高の平均車高が目標車高に維持されるよう
に、かつ、差圧制御部により、左右のシリンダの圧力差
が左右加速度に応じて設定される差圧目標値に維持され
るように、シリンダ内に圧力流体を給排する給排手段を
制御する。これにより、車両の旋回時にロール制御を行
なっているときでも、前輪側または後輪側の一方が見掛
け上１輪と見なせることができ、アクティブサスペンシ
ョンにおいても３輪支持制御が行なえる。(Operation) With the above configuration, detection signals from the vehicle height sensor, the lateral acceleration detection means, and the pressure sensor are input to the control device,
The differential pressure control unit of the control device maintains the average vehicle height of one of the left and right vehicle heights on the front wheel side or the rear wheel side at the target vehicle height, and the differential pressure control unit controls the pressure of the left and right cylinders. A supply / discharge unit that supplies / discharges the pressure fluid to / from the cylinder is controlled such that the difference is maintained at a differential pressure target value set according to the lateral acceleration. As a result, even when the roll control is performed when the vehicle turns, one of the front wheel side and the rear wheel side can be apparently regarded as one wheel, and the three-wheel support control can be performed even in the active suspension.
（実施例） つぎに、本発明の一実施例を図面に基づいて説明す
る。なお、第１図は本実施例の後輪側の構成を示す図、
第２図は本実施例の制御装置の制御回路ブロック線図で
ある。Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing the configuration of the rear wheel side of the present embodiment,
FIG. 2 is a control circuit block diagram of the control device of the present embodiment.
まず、第１図により車両の後輪側の構成を説明する。 First, the configuration on the rear wheel side of the vehicle will be described with reference to FIG.
車体１と各後輪2a,2bの車軸3a,3bの間には、車高調整
用のシリンダ4a,4bが介装されており、各シリンダ4a,4b
内はしぼり5a,5bを介してガスばねとしてのアキュムレ
ータ6a,6bに連通させている。Cylinders 4a, 4b for adjusting the vehicle height are interposed between the body 1 and the axles 3a, 3b of the rear wheels 2a, 2b.
The inside is communicated with accumulators 6a and 6b as gas springs through throttles 5a and 5b.
また、各シリンダ4a,4bは、油液である圧力流体の給
排を行なう給排手段７に接続されており、この給排手段
７は、圧力流体を貯留するリザーバタンク８と、リザー
バタンク８内の圧力流体を圧送するポンプ９と、ポンプ
９から圧送された圧力流体を一定圧力で保持するアキュ
ムレータ10と、各シリンダ4a,4bとポンプ９との接続経
路途中に配設された比例流量制御弁11a,11bとから構成
されている。なお、この給排手段７には、図示はしない
が、アキュムレータ10側の圧力が常に所定値となるよう
にポンプ９の動作を制御する制御手段が設けられてい
る。Each of the cylinders 4a and 4b is connected to a supply / discharge unit 7 for supplying / discharging a pressure fluid which is an oil liquid. The supply / discharge unit 7 includes a reservoir tank 8 for storing the pressure fluid, and a reservoir tank 8 for storing the pressure fluid. Pump 9 for pumping the pressure fluid in the pump, accumulator 10 for holding the pressure fluid pumped from the pump 9 at a constant pressure, and proportional flow rate control provided in the connection path between each cylinder 4a, 4b and the pump 9. It is composed of valves 11a and 11b. Although not shown, the supply / discharge means 7 is provided with a control means for controlling the operation of the pump 9 so that the pressure on the accumulator 10 side always becomes a predetermined value.
車体１と前記車軸3a,3bとの間には、車高センサ12a,1
2bが介装されており、車体１と各後輪2a,2bとの相対変
位から各車輪2a,2bの位置における車高を検出してい
る。A vehicle height sensor 12a, 1 is provided between the vehicle body 1 and the axles 3a, 3b.
The vehicle height at the position of each wheel 2a, 2b is detected from the relative displacement between the vehicle body 1 and each rear wheel 2a, 2b.
シリンダ4a,4bと前記比例流量制御弁11a,11bの接続経
路途中には圧力センサ13a,13bが接続されていて、シリ
ンダ4a,4b内の圧力流体の圧力を検出している。Pressure sensors 13a and 13b are connected in the connection path between the cylinders 4a and 4b and the proportional flow control valves 11a and 11b, respectively, and detect the pressure of the pressure fluid in the cylinders 4a and 4b.
車体１には、旋回時などに生じる左右方向の加速度
（左右加速度）を検出する左右加速度検出手段としての
加速度センサ14が取付けられている。The vehicle body 1 is provided with an acceleration sensor 14 as left / right acceleration detection means for detecting left / right acceleration (left / right acceleration) generated during a turn or the like.
第１図中15は、前記車高センサ12a,12b、圧力センサ1
3a,13b、加速度センサ14からの検出信号が入力され、そ
れに基づいて後述する差圧制御を行なう差圧制御手段を
有する制御装置を示す。In FIG. 1, reference numeral 15 denotes the vehicle height sensors 12a and 12b,
3a and 13b show a control device having differential pressure control means for receiving a detection signal from the acceleration sensor 14 and performing a differential pressure control described later based on the detection signal.
つぎに、第２図の制御回路ブロック図を用いて、本実
施例の制御装置15の制御回路16を説明する。なお、以下
の説明において、車高は、目標車高を０とし、高い場合
には正（＋）、低い場合には負（−）とし、また、左右
加速度は、加速度方向が右方向の場合には正（＋）、左
方向の場合には負（−）とする。Next, the control circuit 16 of the control device 15 of this embodiment will be described with reference to the control circuit block diagram of FIG. In the following description, the vehicle height is assumed to be 0 for the target vehicle height, positive (+) for a high vehicle, negative (-) for a low vehicle, and left-right acceleration when the acceleration direction is rightward. Is positive (+) and negative (-) in the left direction.
まず、アクティブサスペンションのロール制御機能を
果たす回路を説明する。First, a circuit that performs the roll control function of the active suspension will be described.
加速度センサ14により検出された左右加速度αの信号
はB1で微分され、さらに、B2,B3ではゲインK4Rが掛けら
れ、B4,B5ではゲインK4Fが掛けられてB2〜B5から瞬時流
量qXX（XXはFR,FL,RR,RL）の信号が出力される。この瞬
時流量qXXは、所定の時間内で車両の姿勢制御を行なう
ために各シリンダ4a,4bに必要な圧力流体の給排量（目
標給排量）を達成する値であり、この瞬時流量qXXの信
号がB6〜B9に入力されて、B6〜B9において後輪側の比例
流量制御弁11a,11bおよび前輪側の比例流量制御弁11c,1
1dの特性に応じて目標給排量を達成するために比例流量
制御弁11a,11b,11c,11dに供給する電流値IP又はIrが設
定され、その電流値IP,IRに基づいて各比例流量制御弁1
1a,11b,11c,11dに電流が供給される（B6〜B9内の図は比
例流量制御弁11a,11b,11c,11dの特性を示す）。The signal of the lateral acceleration α detected by the acceleration sensor 14 is differentiated by B1, further multiplied by a gain K 4R in B2 and B3, multiplied by a gain K 4F in B4 and B5, and instantaneous flow rate q XX from B2 to B5. ( XX is FR , FL , RR , RL ). The instantaneous flow rate qXX is a value that achieves the supply / discharge amount (target supply / discharge amount) of the pressure fluid required for each of the cylinders 4a and 4b in order to perform the attitude control of the vehicle within a predetermined time. q The signal of XX is input to B6 to B9, and in B6 to B9, the rear-wheel-side proportional flow control valves 11a and 11b and the front-wheel-side proportional flow control valves 11c and 1
Proportional flow control valves 11a to achieve the target supply and discharge amount depending on the characteristics of 1d, 11b, 11c, the current value I P or I r supplied to 11d are set, based on the current value I P, the I R Each proportional flow control valve 1
Current is supplied to 1a, 11b, 11c, and 11d (the figures in B6 to B9 show the characteristics of the proportional flow control valves 11a, 11b, 11c, and 11d).
ここで、瞬時流量qXXの設定において、左右加速度α
の信号を微分するのは、 α∝FXX∝QXX （XXはFR,FL,RR,RL） F:各サスペンションに必要とされる力 Q:加圧流体の目標給排量 が成り立ち、 QXX＝∫qXXdt qXX:瞬時流量 であるため、左右加速度αの微分は ∝qXX という関係になり、これから、左右加速度αを微分した
ものから目標給排量QXXを達成するためのqXXが求められ
るからである。Here, in setting the instantaneous flow rate q XX , the lateral acceleration α
Is to differentiate the signal, ααF XX αQ XX (XX is FR, FL, RR, RL) F: force required for each suspension Q: holds the target supply and discharge of pressurized fluid, Q XX = ∫q XX dt q XX: for an instantaneous flow rate, the differential of the lateral acceleration α becomes relationship .alpha.q XX, now, to achieve the target supply and discharge amount Q XX from a differentiated lateral acceleration α This is because q XX is required.
つぎに、差圧制御を行なう差圧制御手段の回路を説明
する。Next, the circuit of the differential pressure control means for performing the differential pressure control will be described.
差圧制御手段の回路は、車高調整部F1と差圧制御部F2
とから構成され、まず、車高調整部F1を説明すると、後
輪2a,2b側の右側車高センサ12aと左側車高センサ12bか
ら信号を加え合わせ、B10でその信号に1/2を掛けること
により、左右の車輪の平均車高を求める。そして、B10
からの信号にB11でゲイン−K1を掛けることにより、平
均車高が目標車高となるようにシリンダ4a,4bへの圧力
流体の給排量を求める。ここで、B11からは、平均車高
を目標車高にするために必要な瞬時流量qYY1（YYはRR,
RL）の信号が出力される。The circuit of the differential pressure control means includes a vehicle height adjusting section F1 and a differential pressure control section F2.
First, the vehicle height adjusting unit F1 will be described.Additionally, signals are added from the right vehicle height sensor 12a and the left vehicle height sensor 12b on the rear wheels 2a, 2b side, and the signal is multiplied by 1/2 at B10. Thus, the average vehicle height of the left and right wheels is obtained. And B10
Signal at B11 of by multiplying the gain -K 1 from the cylinder 4a as the average vehicle height becomes equal to the target vehicle height, determining the supply and discharge of pressure fluid to 4b. Here, from B11, the instantaneous flow rate q YY1 ( YY is RR ,
RL ) is output.
差圧制御部F2は、後輪2a,2bの右側のシリンダ4bの圧
力センサ13bからの圧力検出値に、左側のシリンダ4aの
圧力センサ13aからの圧力検出値に負の符号を付けて加
え合わせることにより、左右のシリンダ4a,4bの実際の
圧力差の信号が出力される。また、加速度センサ14から
検出された左右加速度αの信号にB12でゲインK2を掛け
て、左右のシリンダ4a,4bに生じさせる差圧目標値を求
める。そして、この左右差圧目標値に、実際の差圧差に
負の符号を付したものを加え合わせて差圧偏差の信号を
出力させ、この差圧偏差の信号にB13でゲインK3を掛け
て、左右のシリンダ4a,4bの圧力差が差圧目標値となる
ために左右のシリンダ4a,4bへ給排する圧力流体の量を
求める。ここで、B13からは、実際の圧力差を差圧目標
値にするために必要な瞬時流量qYY2（YYはRR,RL）の信
号が出力される。The differential pressure control unit F2 adds a negative sign to the pressure detection value from the pressure sensor 13a of the left cylinder 4a to the pressure detection value from the pressure sensor 13b of the right cylinder 4b of the rear wheels 2a, 2b. Thus, a signal of the actual pressure difference between the left and right cylinders 4a, 4b is output. Moreover, in B12 to the signal of the left and right acceleration α detected by the acceleration sensor 14 is multiplied by a gain K 2, the left and right cylinder 4a, obtaining the differential pressure target value causing the 4b. Then, the left and right differential pressure target value, the combined addition of those given a negative sign to the actual difference pressure difference to output signals of the differential pressure deviation, at B13 in the signal of the difference pressure deviation is multiplied by a gain K 3 Then, the amount of pressure fluid supplied and discharged to the left and right cylinders 4a and 4b is determined so that the pressure difference between the left and right cylinders 4a and 4b becomes the differential pressure target value. Here, a signal of the instantaneous flow rate qYY2 ( YY is RR , RL ) necessary to make the actual pressure difference the target differential pressure value is output from B13.
なお、差圧目標値は、自由に設定できるが、左右加速
度αによる車体１に生じるローリングモーメントに打ち
勝てるモーメントを左右のサスペンションから生じさせ
るための大きさで、左右加速度に比例した値とすると、
より効果的である。Note that the differential pressure target value can be freely set, but is a magnitude for generating a moment that can overcome the rolling moment generated in the vehicle body 1 due to the lateral acceleration α from the left and right suspensions, and is a value proportional to the lateral acceleration.
More effective.
そして、B11から出力された給排量（qYY1）の一方の
信号（B6に出力される信号）と、B13から出力された給
排量（qYY2）の信号とを加え合わせ、また、B11から出
力された給排量（qYY1）の他方の信号（B7に出力される
信号）と、B13から出力された給排量（qYY2）の信号に
負を付したものとを加え合わせる。そして、後輪2a,2b
即の平均車高を目標車高に維持するため、かつ、後輪2
a,2b側の左右のシリンダ4a,4bの圧力差を左右加速度α
によって決まる所定値に常に一定に維持するために、各
シリンダ4a,4bへ給排する圧力流体の量を達成するため
の合成された瞬時流量qYY3の信号がB6,B7に出力され
る。Then, the supply and discharge amount outputted from the B11 (signal output to B6) one signal (q YY1), added together and a signal of the supply and discharge amount outputted from the B13 (q YY2), also, B11 and supply and discharge amounts output (signal output to B7) other signal (q YY1) from summing and those given the negative signal of the supply and discharge amount outputted from the B13 (q YY2). And the rear wheels 2a, 2b
To maintain the immediate average vehicle height at the target vehicle height, and
The pressure difference between the left and right cylinders 4a, 4b on the
In order to always maintain a predetermined value determined by the above, a signal of the combined instantaneous flow rate qYY3 for achieving the amount of the pressure fluid supplied to and discharged from each of the cylinders 4a and 4b is output to B6 and B7.
そして、B6〜B9において比例流量制御弁11a,11bの特
性に応じて上記給排量（qYY3）を達成するために比例流
量制御弁11a,11bに供給する電流値IP又はIRが設定さ
れ、その電流値IP,IRに基づいて各比例流量制御弁11a,1
1bに電流が供給される。The proportion in order to achieve the supply and discharge amount (q YY3) flow control valve 11a, the current value I P or I R supplied to 11b set according to the characteristics of the proportional flow control valves 11a, 11b in B6~B9 is, the current value I P, the proportional flow control valve 11a based on the I R, 1
Current is supplied to 1b.
なお、第２図中F3,F4は各前輪（図示せず）の車高調
整部であり、前輪側の車高センサ12c,12dから各車高が
入力されて、B14,B15でゲイン−K1が掛けられて、目標
車高となるために必要な圧力流体の給排量が求められ
て、その信号がB8,B9に出力される。これにより、フィ
ードバック制御が行なわれ、前輪の車高が目標車高とな
るように補正される。In FIG. 2, F3 and F4 are vehicle height adjustment units for each front wheel (not shown). The vehicle heights are input from the front wheel side vehicle height sensors 12c and 12d, and gains -K are obtained at B14 and B15. By multiplying by 1, the supply and discharge amount of the pressure fluid required to reach the target vehicle height is obtained, and the signal is output to B8 and B9. As a result, feedback control is performed, and the vehicle height of the front wheels is corrected so as to become the target vehicle height.
つづいて、上記構成のアクティブサスペンションの作
用を具体的に説明する。Subsequently, the operation of the active suspension having the above configuration will be specifically described.
車両が直進走行する場合には、左右加速度が０である
ためロール制御は行なわれず、さらに、差圧目標値の信
号も０であり、制御は左右圧力を同一とするように、ま
た、平均車高が目標車高と一致するように行なわれる。
このため、車高調整の給排が繰り返されても、給排誤差
の蓄積による差圧の増大はなく、見掛け上後輪2a,2b側
が１輪とみなされて３輪支持制御が行なわれ走行性能の
向上が図られる。When the vehicle travels straight, the roll control is not performed because the left-right acceleration is 0, and the signal of the differential pressure target value is also 0. The height is adjusted so as to match the target vehicle height.
Therefore, even if the supply / discharge of the vehicle height adjustment is repeated, the differential pressure does not increase due to the accumulation of supply / discharge errors, and the rear wheels 2a and 2b are apparently regarded as one wheel, and the three-wheel support control is performed to drive the vehicle. The performance is improved.
つぎに、車両を左右いずれかに旋回させた場合には、
車体１にはローリングを生じさせようとする力が発生す
るが、左右加速度αに基づいてロール制御が行なわれ
る。これは、上記第２図のブロック線図で説明したよう
に、左右加速度センサ14から検出された左右加速度αに
基づいて、B1〜B9により比例流量制御弁11a,11b,11c,11
dを制御し、車体１の姿勢を安定させるために必要とさ
れる圧力流体の給排量が各シリンダ4a,4b等に適宜給排
されて行なわれる。Next, when the vehicle is turned left or right,
Although a force that causes rolling is generated in the vehicle body 1, roll control is performed based on the lateral acceleration α. As described in the block diagram of FIG. 2, this is based on the lateral acceleration α detected from the lateral acceleration sensor 14 and the proportional flow control valves 11a, 11b, 11c, 11 based on B1 to B9.
The amount of pressure fluid required to control d and stabilize the posture of the vehicle body 1 is supplied to and discharged from the cylinders 4a, 4b and the like as appropriate.
このとき、平均車高が目標車高からずれた場合、また
は、左右の圧力差が左右加速度αに対して設定した目標
差圧からずれた場合は、後輪2a,2b側の平均車高が目標
車高となるように、かつ、左右のシリンダ4a,4bと圧力
差が差圧目標値となるように差圧制御が行なわれる。こ
れは、上記第２図のブロック線図で説明したように、２
つの給排量（qYY1,qYY2）すなわち後輪2a,2b側の各車高
センサ12a,12bから検出された車高に基づく平均車高が
目標車高と一致させるための圧力流体の給排量（qYY1）
と、後輪2a,2b側のシリンダ4a,4bの実際の圧力差と左右
加速度αにより設定された所定の差圧目標値との比較か
ら求められた左右のシリンダ4a,4bの圧力差を差圧目標
値に一致させるための圧力流体の給排量（qYY2）とが加
算されて後輪2a,2b側のシリンダ4a,4bに供給されること
により行なわれる。At this time, if the average vehicle height deviates from the target vehicle height, or if the pressure difference between the left and right deviates from the target differential pressure set for the lateral acceleration α, the average vehicle height on the rear wheels 2a, 2b side becomes Differential pressure control is performed so that the target vehicle height is achieved and the pressure difference between the left and right cylinders 4a and 4b is equal to the differential pressure target value. This is, as described in the block diagram of FIG.
One of the supply and discharge amount (q YY1, q YY2) i.e. the rear wheels 2a, the pressure fluid for each car height sensors 12a and 2b side, the average vehicle height based on the detected vehicle height from 12b is to match the target vehicle height feed Displacement (q YY1 )
And the pressure difference between the left and right cylinders 4a, 4b obtained by comparing the actual pressure difference between the cylinders 4a, 4b on the rear wheel 2a, 2b side and a predetermined differential pressure target value set by the lateral acceleration α. This is performed by adding the supply / discharge amount (q YY2 ) of the pressure fluid for making it equal to the pressure target value and supplying the same to the cylinders 4a and 4b on the rear wheels 2a and 2b side.
これにより、後輪2a,2b側の平均車高は目標車高と一
致して維持され、後輪2a,2b側の左右のシリンダ4a,4bの
圧力差は左右加速度αに応じた差圧目標値と一致して維
持されるため、旋回時においても、見掛け上後輪2a,2b
側を１輪とみなすことができて、３輪支持制御が行なわ
れ走行性能の向上が図れる。As a result, the average vehicle height on the rear wheels 2a, 2b side is maintained in accordance with the target vehicle height, and the pressure difference between the left and right cylinders 4a, 4b on the rear wheel 2a, 2b side is set to a differential pressure target corresponding to the lateral acceleration α. The value is maintained in agreement with the value, so even when turning, apparently the rear wheels 2a, 2b
The side can be regarded as one wheel, and three-wheel support control is performed, so that traveling performance can be improved.
以上の制御では、前輪２輪と後輪１輪（見掛け上）で
ロール制御を行なうことになるが、ロール制御に寄与す
る割合は、適宜設定することができる。すなわち、差圧
制御における、B12のK2の大きさ（およびロール制御に
おけるB2,B3のK4Rの大きさと）を大きくすれば、後輪2
a,2b側が大きな荷重を支えるため前輪側が支える荷重を
小さくすることができ、K2（およびK4R）を小さくすれ
ばその逆となる。In the above control, roll control is performed for two front wheels and one rear wheel (apparently), but the ratio contributing to roll control can be set as appropriate. That is, the differential pressure control, if the size of the K 2 of B12 (and the size of the B2, B3 of K 4R in roll control) increases, the rear wheels 2
Since the a and 2b sides support a large load, the load supported by the front wheel side can be reduced, and conversely if K 2 (and K 4R ) is reduced.
なお、本実施例では、後輪2a,2b側を見掛け上１輪と
みなす３輪支持制御について説明したが、本発明は、前
輪側を１輪とみなした３輪支持制御を行なうようにして
もよい。In this embodiment, the three-wheel support control in which the rear wheels 2a and 2b are apparently regarded as one wheel has been described. However, the present invention performs the three-wheel support control in which the front wheel is regarded as one wheel. Is also good.
本実施例では、各後輪2a,2bの車高を検出するための
車高センサ12a,12bをそれぞれ設けて、その車高センサ1
2a,12bからの検出信号から平均車高を算出したが、左右
の車輪間に平均車高を検出する個所があれば、１つの車
高センサで平均車高を検出するようにしてもよい。In this embodiment, vehicle height sensors 12a and 12b for detecting vehicle heights of the rear wheels 2a and 2b are provided, respectively, and the vehicle height sensors 1a and 12b are provided.
Although the average vehicle height is calculated from the detection signals from 2a and 12b, if there is a location between the left and right wheels for detecting the average vehicle height, one vehicle height sensor may be used to detect the average vehicle height.
また、本実施例では、直進時における左右シリンダ4
a,4b内を同圧（差圧目標値０）にする制御も電気的に行
なっているが、従来のように左右のシリンダ4a,4bを連
通弁を介して連通させ、直進時にのみ連通弁を開弁させ
て、直接左右のシリンダ4a,4bを連通させ同圧にする方
法を併用してもよい。このようにすれば、圧力センサ13
a,13bの故障時にフェイルセーフとなる。In this embodiment, the left and right cylinders 4 when traveling straight
The control to make the inside of a and 4b the same pressure (differential pressure target value 0) is also performed electrically, but the left and right cylinders 4a and 4b are communicated via the communication valve as in the past, and the communication valve is , The left and right cylinders 4a, 4b may be communicated directly to have the same pressure. By doing so, the pressure sensor 13
It becomes fail safe when a or 13b fails.
さらに、本実施例では、左右加速度検出手段として加
速度センサ14を用いて左右加速度αを直接検出している
が、左右加速度が操舵角に比例し、かつ、車速の２乗に
比例することから、左右加速度検出手段として操舵角セ
ンサと車速センサとを取付けて、各センサからの検出信
号により速度推定手段で左右加速度を推定し、この推定
左右加速度αを用いて制御するようにしてもよい。Further, in this embodiment, the lateral acceleration α is directly detected using the acceleration sensor 14 as the lateral acceleration detecting means. However, since the lateral acceleration is proportional to the steering angle and proportional to the square of the vehicle speed, A steering angle sensor and a vehicle speed sensor may be attached as the lateral acceleration detecting means, the lateral acceleration may be estimated by the speed estimating means based on a detection signal from each sensor, and control may be performed using the estimated lateral acceleration α.
（発明の効果） 以上詳細に説明したように本発明は、差圧制御手段に
より、前輪側または後輪側の一方の左右の車高の平均車
高が目標車高となるように、かつ、左右のシリンダ内の
圧力差が左右加速度に応じて設定される差圧目標値に維
持されるように制御したので、アクティブサスペンショ
ンにおいても３輪支持制御が適用でき、車両の旋回時の
ロール制御時にも走行性能の向上が図れる。(Effects of the Invention) As described in detail above, the present invention uses the differential pressure control means such that the average vehicle height of one of the right and left vehicle heights on the front wheel side or the rear wheel side becomes the target vehicle height, and Since the pressure difference between the left and right cylinders is controlled to be maintained at the differential pressure target value set in accordance with the left and right accelerations, the three-wheel support control can be applied to the active suspension. The driving performance can also be improved.
第１図は、本発明の一実施例の後輪側の構成を示す図、 第２図は本実施例の制御装置の制御回路ブロック線図で
ある。 １……車体 2a,2b……後輪 4a,4b……シリンダ ７……給排手段 12a,12b……車高センサ 13a,13b……圧力センサ 14……加速度センサ（左右加速度検出手段） 15……制御装置 F1……車高調整部（差圧制御手段） F2……差圧制御部（差圧制御手段）FIG. 1 is a diagram showing a configuration of a rear wheel side of one embodiment of the present invention, and FIG. 2 is a control circuit block diagram of a control device of the present embodiment. 1 Body 2a, 2b Rear wheel 4a, 4b Cylinder 7 Supply / discharge means 12a, 12b Vehicle height sensor 13a, 13b Pressure sensor 14 Acceleration sensor (lateral acceleration detection means) 15 …… Control device F1 …… Vehicle height adjustment unit (differential pressure control means) F2 …… Differential pressure control unit (differential pressure control means)
Claims (1)
2c,2d）側との間に介装され、圧力流体の給排により車
高調整をする複数のシリンダと、 前記各シリンダに圧力流体を給排する給排手段（７）
と、 車体と車輪の相対変位から車高を検出する車高センサ
（12a,12b）と、 前記給排手段を制御する制御装置（15）とを備え、 当該車両の走行状態および前記車高センサの検出に基づ
いて、前後左右の各車輪（2a,2b,2c,2d）の各シリンダ
への圧力流体の給排を独立して制御することによって車
体の姿勢を制御するアクティブサスペンションであっ
て、 車体の左右方向に生じる左右加速度を検出する左右加速
度検出手段（14）と、 前輪側または後輪側のいずれか一方のみについて左右の
各シリンダ内の圧力を検出する圧力センサ（13a,13b）
とが設けられ、 前記制御装置には、前記車高センサにより検出された前
記一方の車輪側の左右の車高の平均車高が所望の目標車
高となるように前記給排手段を制御して前記左右の各シ
リンダに圧力流体を給排させる車高調整部（F1）と、前
記左右加速度検出手段で検出された左右加速度に応じて
前記一方の車輪側の左右のシリンダの差圧目標値を設定
し、該左右のシリンダの圧力差が差圧目標値となるよう
に、前記給排手段を制御して前記左右の各シリンダの圧
力流体を給排させる差圧制御部（F2）とが設けられてい
ることを特徴とするアクティブサスペンション。1. A vehicle body (1) side and front, rear, left and right wheels (2a, 2b,
A plurality of cylinders interposed between the cylinders 2c and 2d) for adjusting the vehicle height by supplying and discharging pressure fluid, and supply and discharge means (7) for supplying and discharging pressure fluid to and from each of the cylinders
A vehicle height sensor (12a, 12b) for detecting a vehicle height based on a relative displacement between a vehicle body and wheels; and a control device (15) for controlling the supply / discharge means. An active suspension that controls the posture of the vehicle body by independently controlling the supply and discharge of pressure fluid to and from each cylinder of each of the front, rear, left and right wheels (2a, 2b, 2c, 2d) based on the detection of Lateral acceleration detecting means (14) for detecting lateral acceleration occurring in the lateral direction of the vehicle body, and pressure sensors (13a, 13b) for detecting the pressure in each of the left and right cylinders for only one of the front wheel side and the rear wheel side
The control device controls the supply / discharge means so that an average vehicle height of the left and right vehicle heights of the one wheel side detected by the vehicle height sensor becomes a desired target vehicle height. A vehicle height adjusting unit (F1) for supplying and discharging the pressurized fluid to and from the left and right cylinders; And a differential pressure control unit (F2) for controlling the supply / discharge means to supply / discharge the pressure fluid of each of the left and right cylinders so that the pressure difference between the left and right cylinders becomes the differential pressure target value. An active suspension characterized by being provided.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1067942A JP3002782B2 (en) | 1989-03-20 | 1989-03-20 | Active suspension |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1067942A JP3002782B2 (en) | 1989-03-20 | 1989-03-20 | Active suspension |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02246816A JPH02246816A (en) | 1990-10-02 |
| JP3002782B2 true JP3002782B2 (en) | 2000-01-24 |
Family
ID=13359491
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1067942A Expired - Fee Related JP3002782B2 (en) | 1989-03-20 | 1989-03-20 | Active suspension |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3002782B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04292206A (en) * | 1991-03-20 | 1992-10-16 | Tokico Ltd | Suspension device |
| DE102011002341A1 (en) * | 2011-04-29 | 2012-10-31 | Benteler Automobiltechnik Gmbh | Method for regulating and controlling twisting moment of semi-active stabilizer of motor vehicle e.g. off-road vehicle, involves controlling and regulating control valve in dependence of accelerations and/or velocity and/or steering angle |
-
1989
- 1989-03-20 JP JP1067942A patent/JP3002782B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02246816A (en) | 1990-10-02 |
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