JPH1111128A - Ground load controlling device - Google Patents

Ground load controlling device

Info

Publication number
JPH1111128A
JPH1111128A JP16372697A JP16372697A JPH1111128A JP H1111128 A JPH1111128 A JP H1111128A JP 16372697 A JP16372697 A JP 16372697A JP 16372697 A JP16372697 A JP 16372697A JP H1111128 A JPH1111128 A JP H1111128A
Authority
JP
Japan
Prior art keywords
tire
actuator
vehicle
load
collision
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.)
Pending
Application number
JP16372697A
Other languages
Japanese (ja)
Inventor
Masaki Izawa
正樹 伊沢
Kei Oshida
圭 忍田
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.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP16372697A priority Critical patent/JPH1111128A/en
Publication of JPH1111128A publication Critical patent/JPH1111128A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/41—Fluid actuator
    • B60G2202/413—Hydraulic actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/41—Fluid actuator
    • B60G2202/414—Fluid actuator using electrohydraulic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/11—Mounting of sensors thereon
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/208—Speed of wheel rotation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/256—Stroke; Height; Displacement horizontal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/256—Stroke; Height; Displacement horizontal
    • B60G2400/258—Stroke; Height; Displacement horizontal longitudinal with regard to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/61—Load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/823—Obstacle sensing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/182—Active control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1875—Other parameter or state estimation methods not involving the mathematical modelling of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/21—Traction, slip, skid or slide control
    • B60G2800/214—Traction, slip, skid or slide control by varying the load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/22—Braking, stopping
    • B60G2800/222—Braking, stopping during collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/914—Height Control System

Landscapes

  • Vehicle Body Suspensions (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a tire with gripping force which temporarily exceeds vehicle weight, by generating vertical acceleration on a linking actuator which connects a car body with the tire to temporarily increase the apparent wheel weight when the car detects collision from behind during its parking. SOLUTION: When a collision sensor 28 built in a rear bumper or others detects collision from behind, a target load processor 24 outputs good appropriate fixed target load which is predetermined according to capacity of a linking actuator 5. By providing this for a servo valve driver 19 and driving a servo valve 10 to stroke the actuator 5, vertical acceleration for increasing tire ground load is generated on at least one of spring upper mass and spring lower mass. Therefore, the gripping force of the tire temporally increases, and therefore, distance where your car moves ahead due to collision impact can be reduced.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、ばね上質量とばね
下質量との少なくともいずれか一方に加速度を発生させ
て接地荷重を一時的に変化させることのできる接地荷重
制御装置に関し、特に停車中に後方から追突された際の
自車の移動の抑制に寄与し得る接地荷重制御装置に関す
るものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ground load control device capable of temporarily changing a ground load by generating acceleration in at least one of a sprung mass and an unsprung mass. The present invention relates to a contact load control device that can contribute to suppressing the movement of the vehicle when the vehicle is hit from behind.

【０００２】[0002]

【従来の技術】停車中に後方から追突された際に車両が
前方へ移動することを抑制するために、停車中はブレー
キをかけたり、ＡＴ車ではＰレンジにセレクタをセット
したりしている。2. Description of the Related Art In order to prevent a vehicle from moving forward when a rear-end collision occurs while the vehicle is stopped, a brake is applied while the vehicle is stopped, and a selector is set to a P range in an AT vehicle. .

【０００３】[0003]

【発明が解決しようとする課題】しかるに、タイヤのグ
リップ力Ｆは、タイヤと路面との間の摩擦係数μとタイ
ヤの接地面に加わる垂直荷重Ｗとの積（Ｆ＝μＷ）で与
えられるので、制動力の限界は、本質的にその車両の輪
重で定まってしまう。すなわち、停車中にタイヤがロッ
クしていたとしても、Ｆ＝μＷで定まる以上の車体固定
力は発生し得ず、それ以上の運動エネルギを持つ車両に
追突された際には、車体が前方へ移動することを防ぐ手
だては皆無であった。However, the grip force F of the tire is given by the product (F = μW) of the coefficient of friction μ between the tire and the road surface and the vertical load W applied to the contact surface of the tire. The limit of the braking force is essentially determined by the wheel load of the vehicle. That is, even if the tires are locked while the vehicle is stopped, the vehicle body fixing force exceeding the value determined by F = μW cannot be generated, and when the vehicle is hit by a vehicle having a kinetic energy higher than that, the vehicle body moves forward. There was no way to prevent them from moving.

【０００４】本発明は、このような従来技術の問題点を
解消するべく案出されたものであり、その主な目的は、
一時的に車両重量を超えるグリップ力をタイヤに発生さ
せることのできる接地荷重制御装置を提供することにあ
る。[0004] The present invention has been devised to solve such problems of the prior art, and its main objects are as follows.
An object of the present invention is to provide a contact load control device capable of temporarily generating a grip force exceeding a vehicle weight on a tire.

【０００５】[0005]

【課題を解決するための手段】このような目的を果たす
ために、本発明においては、停車中に後方からの追突を
察知すると、車体とタイヤとの間を連結する懸架アクチ
ュエータに上下方向加速度を発生させ、その時のばね上
質量あるいはばね下質量の慣性力の反力により、見掛け
上の輪重を一時的に増大させるものとした。これによ
り、タイヤのグリップ力が増大するので、より大きな制
動力を加えることができることとなり、追突された時の
前方への移動距離の短縮化が可能となる。特に、自動的
に車輪をロックさせる制動アクチュエータを併用すると
良い。In order to achieve the above object, according to the present invention, when a rear-end collision is detected while the vehicle is stopped, a vertical acceleration is applied to a suspension actuator connecting the vehicle body and the tire. The apparent wheel load is temporarily increased by the reaction force of the inertial force of the sprung mass or the unsprung mass at that time. As a result, the grip force of the tire is increased, so that a larger braking force can be applied, and the forward moving distance when a rear-end collision occurs can be reduced. In particular, it is preferable to use a braking actuator that automatically locks the wheels.

【０００６】[0006]

【発明の実施の形態】以下に添付の図面を参照して本発
明の構成について詳細に説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of the present invention will be described below in detail with reference to the accompanying drawings.

【０００７】図１は、本発明が適用される能動型懸架装
置の要部の概略構成を模式的に示している。タイヤ１
は、上下のサスペンションアーム２・３により、車体４
に対して上下動可能に支持されている。そして下サスペ
ンションアーム３と車体４との間には、油圧駆動による
懸架アクチュエータ５が設けられている。FIG. 1 schematically shows a schematic structure of a main part of an active suspension system to which the present invention is applied. Tire 1
The upper and lower suspension arms 2 and 3
It is supported so that it can move up and down. A suspension actuator 5 driven by hydraulic pressure is provided between the lower suspension arm 3 and the vehicle body 4.

【０００８】懸架アクチュエータ５は、直線摺動型シリ
ンダ／ピストン式のものであり、シリンダ内に挿入され
たピストン６の上下の油室７・８に可変容量型油圧ポン
プ９から供給される作動油圧をサーボ弁１０で制御する
ことにより、ピストンロッド１１に上下方向の推力を発
生させ、これによってタイヤ１の中心（車軸）と車体４
との間の相対距離を自由に変化させることができるよう
になっている。The suspension actuator 5 is of a linear sliding cylinder / piston type, and has a hydraulic pressure supplied from a variable displacement hydraulic pump 9 to oil chambers 7 and 8 above and below a piston 6 inserted into the cylinder. Is controlled by the servo valve 10 to generate a vertical thrust on the piston rod 11, whereby the center (axle) of the tire 1 and the body 4
And the relative distance between them can be freely changed.

【０００９】ポンプ９からの吐出油は、ポンプ脈動の除
去および過渡状態での油量を確保するためのアキュムレ
ータ１２に蓄えられた上で、各輪に設けられた懸架アク
チュエータ５に対し、各懸架アクチュエータ５に個々に
設けられたサーボ弁１０を介して供給される。The oil discharged from the pump 9 is stored in an accumulator 12 for removing the pump pulsation and ensuring the oil amount in a transient state, and is then applied to a suspension actuator 5 provided for each wheel. It is supplied via a servo valve 10 provided individually to the actuator 5.

【００１０】この油圧回路には、公知の能動型懸架装置
と同様に、アンロード弁１３、オイルフィルタ１４、逆
止弁１５、圧力調整弁１６、およびオイルクーラ１７な
どが接続されている。An unload valve 13, an oil filter 14, a check valve 15, a pressure regulating valve 16, an oil cooler 17, and the like are connected to the hydraulic circuit, as in a known active suspension system.

【００１１】サーボ弁１０は、電子制御ユニット（ＥＣ
Ｕ）１８から発せられる制御信号をサーボ弁ドライバ１
９を介してソレノイド１０ａに与えることにより、懸架
アクチュエータ５に与える油圧と方向とを連続的に制御
するためのものであり、車体４とピストンロッド１１と
の接続部に設けられた荷重センサ２０、車体４と下サス
ペンションアーム３との間に設けられたストロークセン
サ２１、車体側の上下加速度を検出するばね上加速度セ
ンサ２２、およびタイヤ側の上下加速度を検出するばね
下加速度センサ２３の信号をＥＣＵ１８で処理した信号
に基づいて制御される。The servo valve 10 is provided with an electronic control unit (EC
U) The control signal issued from 18 is transmitted to the servo valve driver 1
9 for continuously controlling the hydraulic pressure and direction applied to the suspension actuator 5 by applying the force to the solenoid 10 a through the load 9, and a load sensor 20 provided at a connection portion between the vehicle body 4 and the piston rod 11. The ECU 18 sends signals from a stroke sensor 21 provided between the vehicle body 4 and the lower suspension arm 3, a sprung acceleration sensor 22 for detecting a vertical acceleration on the vehicle body side, and a unsprung acceleration sensor 23 for detecting a vertical acceleration on the tire side. Is controlled based on the signal processed by

【００１２】次に本発明装置の制御アルゴリズムについ
て図２を参照して説明する。先ず、後方から他車が接近
してくることを検知する他車接近検知センサ２７の信号
を追突懸念度演算部２９に入力し（ステップ１）、停車
中の自車と後車との距離を演算し、かつ追突の可能性の
有無を判断する（ステップ２）。ここで追突懸念度大と
判断された場合は、フートブレーキ或いはパーキングブ
レーキの状態に関わりなく全車輪のブレーキに制動油圧
を加えるための制動アクチュエータ３０を作動させる
（ステップ３）。これと同時に、変位制限比較演算部２
６でストロークセンサ２１の信号を参照し、懸架アクチ
ュエータ５が接地荷重の増大制御を行い得るように初期
ストロークを調節する（ステップ４）。この状態でリア
バンパなどに組み込まれた追突センサ２８にて後車の追
突を検知したならば（ステップ５）、懸架アクチュエー
タ５の能力に応じて予め定めた適宜な固定値であって良
い目標荷重を目標荷重演算部２４で発生させ、これをサ
ーボ弁ドライバ１９に与えてサーボ弁１０を駆動してア
クチュエータ５をストロークさせることにより、タイヤ
接地荷重を増大させる向きの上下加速度を、ばね上質量
とばね下質量との少なくともいずれか一方に発生させる
（ステップ６）。これにより、タイヤのグリップ力が一
時的に増大するので（図３参照）、衝突衝撃で自車が前
方へ移動する距離が短縮される。Next, a control algorithm of the apparatus of the present invention will be described with reference to FIG. First, a signal of the other vehicle approach detection sensor 27 for detecting that another vehicle is approaching from behind is input to the rear-end collision degree calculation unit 29 (step 1), and the distance between the stopped own vehicle and the rear vehicle is determined. Calculation is performed, and it is determined whether there is a possibility of a rear-end collision (step 2). If it is determined that the rear-end collision is high, the brake actuator 30 for applying the brake hydraulic pressure to the brakes of all the wheels is operated regardless of the state of the foot brake or the parking brake (step 3). At the same time, the displacement limit comparison operation unit 2
In step 6, referring to the signal of the stroke sensor 21, the initial stroke is adjusted so that the suspension actuator 5 can perform the control to increase the contact load (step 4). In this state, if the rear-end collision of the rear vehicle is detected by the rear-end collision sensor 28 incorporated in the rear bumper or the like (Step 5), the target load which may be an appropriate fixed value predetermined in accordance with the capability of the suspension actuator 5 is set. The vertical acceleration in the direction to increase the tire contact load is generated by the target load calculation unit 24, which is supplied to the servo valve driver 19 to drive the servo valve 10 to cause the actuator 5 to stroke. It is generated in at least one of the lower mass (step 6). As a result, the grip force of the tire temporarily increases (see FIG. 3), and the distance that the vehicle moves forward due to a collision impact is reduced.

【００１３】ここで図３は、タイヤの接地荷重（＝グリ
ップ力）分布を概念的に示し、静荷重の範囲での接地荷
重を実線の円で表し、アクチュエータ５のストローク制
御で増大した接地荷重を二点鎖線の円で表している。FIG. 3 conceptually shows the distribution of the contact load (= grip force) of the tire. The contact load in the range of the static load is represented by a solid circle, and the contact load increased by the stroke control of the actuator 5. Is represented by a two-dot chain line circle.

【００１４】なお、本発明装置は、走行中の接地荷重を
も連続的に可変制御し得るようにするために、ばね上加
速度センサ２２とばね下加速度センサ２３との入力信号
を参照して目標荷重演算部２４で定めた仮の目標荷重値
と、荷重センサ２０の信号、つまり実荷重との偏差を安
定化演算部２５で処理した値に基づき、ストロークセン
サ２１の入力信号を参照して変位制限比較演算部２６で
定めた可能ストロークの範囲内でアクチュエータ５に発
生させる力をフィードバック制御する機能を備えている
が、これについては本発明の本質から外れるので、ここ
では説明を省略する。The apparatus of the present invention refers to the input signals of the sprung acceleration sensor 22 and the unsprung acceleration sensor 23 so that the target load can be continuously and variably controlled even during the running. Displacement is performed with reference to the input signal of the stroke sensor 21 based on a value obtained by processing the deviation between the provisional target load value determined by the load calculation unit 24 and the signal of the load sensor 20, that is, the actual load, by the stabilization calculation unit 25. A function of feedback-controlling the force generated by the actuator 5 within the range of the possible stroke determined by the limit comparison operation unit 26 is provided. However, since this is out of the essence of the present invention, its description is omitted here.

【００１５】次に本発明の原理について説明する。図４
のモデルにおいて、 Ｍ2：ばね上質量 Ｍ1：ばね下質量 Ｚ2：ばね上座標 Ｚ1：ばね下座標 Ｋt：タイヤのばね定数 Ｆz：アクチュエータ推力 とし、下向きを正方向とすると、ばね上質量Ｍ2並びに
ばね下質量Ｍ1の運動方程式は、それぞれ次式で与えら
れる。ただし式中の＊マークは一階微分を表し、＊＊マ
ークは二階微分を表す。 Ｍ2・Ｚ2**＝−Ｆz Ｍ1・Ｚ1**＋Ｋt・Ｚ1＝ＦzNext, the principle of the present invention will be described. FIG.
M2: sprung mass M1: unsprung mass Z2: sprung coordinates Z1: unsprung coordinate Kt: tire spring constant Fz: actuator thrust, and if the downward direction is the positive direction, the sprung mass M2 and the unsprung mass The equations of motion of the mass M1 are given by the following equations, respectively. However, the * mark in the equation represents the first derivative, and the ** mark represents the second derivative. M2 · Z2 ** =-Fz M1 · Z1 ** + Kt · Z1 = Fz

【００１６】従って、タイヤ接地荷重Ｗは次式で与えら
れる。 Ｗ＝−Ｋt・Ｚ1＝−Ｆz＋Ｍ1・Ｚ1**＝Ｍ2・Ｚ2**＋Ｍ1
・Ｚ1** Accordingly, the tire contact load W is given by the following equation. W = −Kt · Z1 = −Fz + M1 · Z1 ** = M2 · Z2 ** + M1
・ Z1 **

【００１７】つまり接地荷重Ｗは、ばね上慣性力とばね
下慣性力との和となるので、アクチュエータ５の伸縮加
速度を制御してばね上質量とばね下質量との少なくとも
いずれか一方の慣性力を変化させることにより、接地荷
重Ｗを変化させることができる。従って、アクチュエー
タ５の伸張加速度を制御することにより、接地荷重Ｗを
タイヤ毎に一時的に増大させることが可能となる。な
お、サスペンションストロークを２００mmとしてアクチ
ュエータ５に１トンの推力を発生させた場合、約０．２
秒間作動させることができる。That is, since the ground contact load W is the sum of the sprung inertia force and the unsprung inertial force, the expansion / contraction acceleration of the actuator 5 is controlled to control the at least one of the sprung mass and the unsprung mass. Is changed, the contact load W can be changed. Therefore, by controlling the extension acceleration of the actuator 5, it is possible to temporarily increase the contact load W for each tire. When a 1-ton thrust is generated in the actuator 5 with a suspension stroke of 200 mm, about 0.2
Can be activated for seconds.

【００１８】一般的には、アクチュエータの消費エネル
ギを節約するために車両重量を支持する懸架スプリング
と減衰力発生用ダンパとを併用するが（図５参照）、そ
の場合は、 Ｋs：懸架スプリングのばね定数 Ｃ：ダンパの減衰係数 とすると、ばね上質量Ｍ2並びにばね下質量Ｍ1の運動方
程式は、それぞれ次式で与えられる。 Ｍ2・Ｚ2**＋Ｃ・（Ｚ2*−Ｚ1*）＋Ｋs・（Ｚ2−Ｚ1）
＝−ＦzＭ1・Ｚ1**＋Ｃ・（Ｚ1*−Ｚ2*）＋Ｋs・（Ｚ1
−Ｚ2）＋Ｋt・Ｚ1＝ＦzIn general, a suspension spring for supporting the vehicle weight and a damper for generating a damping force are used in combination in order to save the energy consumption of the actuator (see FIG. 5). Spring constant C: damping coefficient of damper Assuming that, the equations of motion of the sprung mass M2 and the unsprung mass M1 are given by the following equations, respectively. M2 · Z2 ** + C · (Z2 * −Z1 * ) + Ks · (Z2-Z1)
= −FzM1 · Z1 ** + C · (Z1 * −Z2 * ) + Ks · (Z1
−Z2) + Kt · Z1 = Fz

【００１９】従って、タイヤ接地荷重Ｗは次式で与えら
れる。 Ｗ＝−Ｋt・Ｚ1＝−Ｆz＋Ｍ1・Ｚ1**＋Ｃ・（Ｚ1*−Ｚ2
*）＋Ｋs・（Ｚ1−Ｚ2）＝Ｍ2・Ｚ2**＋Ｍ1・Ｚ1** Accordingly, the tire contact load W is given by the following equation. W = −Kt · Z1 = −Fz + M1 · Z1 ** + C · (Z1 * −Z2
* ) + Ks. (Z1-Z2) = M2.Z2 ** + M1.Z1 **

【００２０】つまり接地荷重Ｗは、上記と同様に、アク
チュエータの伸縮加速度を制御することによって変化さ
せることができることが分かる。That is, it is understood that the ground load W can be changed by controlling the expansion and contraction acceleration of the actuator in the same manner as described above.

【００２１】なお、上記実施例においては、アクチュエ
ータとして油圧駆動のシリンダ装置を用いるものを示し
たが、これはリニアモータ或いはボイスコイルなどの如
きその他の電気式の推力発生手段を用いても、あるいは
カム機構やばね手段を用いて加速度を発生させても、同
様の効果を得ることができる。In the above embodiment, the actuator using a hydraulically driven cylinder device as the actuator has been described, but this may be achieved by using other electric thrust generating means such as a linear motor or a voice coil, or The same effect can be obtained even if acceleration is generated using a cam mechanism or spring means.

【００２２】これに加えて、本発明の要旨を逸脱しない
範囲で使用センサを簡略化することができる。例えば、
ばね下、ばね上両加速度センサの出力差を二階積分する
ことでも位置検出信号を得ることができるので、ストロ
ークセンサを廃止することができるし、ばね上、ばね下
両重量の実測値と、ばね下、ばね上両加速度センサの出
力値とを演算することでアクチュエータが発生する力を
求めることができるので、荷重センサを廃止することも
できる。さらに、荷重センサと変位センサとの信号に基
づいて状態推定器を構成し、ばね下、ばね上両加速度を
間接的に求めることもできる。また、ＥＣＵについて
も、ディジタル、アナログ、並びにハイブリッドのいず
れでも実現可能なことは言うまでもない。In addition, the sensors used can be simplified without departing from the scope of the present invention. For example,
The position detection signal can also be obtained by integrating the output difference of the unsprung and unsprung acceleration sensors into the second order, so that the stroke sensor can be eliminated. Since the force generated by the actuator can be obtained by calculating the output values of the lower and sprung acceleration sensors, the load sensor can be eliminated. Furthermore, a state estimator can be configured based on signals from the load sensor and the displacement sensor, and both unsprung and sprung accelerations can be obtained indirectly. It goes without saying that the ECU can be implemented by any of digital, analog, and hybrid.

【００２３】[0023]

【発明の効果】このように本発明によれば、接地荷重を
動的に増大させることでタイヤのグリップ力の発生限界
を高めることができるので、追突された際の前方への移
動距離の短縮化に大きな効果をもたらすことができる。As described above, according to the present invention, it is possible to increase the generation limit of the grip force of the tire by dynamically increasing the contact load, so that the forward moving distance in the event of a collision is shortened. It can bring a great effect on the conversion.

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

【図１】本発明が適用される能動型懸架装置の概略シス
テム構成図。FIG. 1 is a schematic system configuration diagram of an active suspension device to which the present invention is applied.

【図２】本発明の制御フロー図。FIG. 2 is a control flowchart of the present invention.

【図３】急制動時の概念的な接地荷重分布図。FIG. 3 is a conceptual ground load distribution diagram at the time of sudden braking.

【図４】本発明の原理を説明するためのモデル図。FIG. 4 is a model diagram for explaining the principle of the present invention.

【図５】一般的な能動型懸架装置のモデル図。FIG. 5 is a model diagram of a general active suspension device.

【符号の説明】[Explanation of symbols]

１ タイヤ ２ 上サスペンションアーム ３ 下サスペンションアーム ４ 車体 ５ アクチュエータ ６ ピストン ７・８ 油室 ９ 油圧ポンプ １０ サーボ弁 １１ ピストンロッド １２ アキュムレータ １３ アンロード弁 １４ オイルフィルタ １５ 逆止弁 １６ 圧力調整弁 １７ オイルクーラ １８ 電子制御ユニット（ＥＣＵ） １９ サーボ弁ドライバ ２０ 荷重センサ ２１ ストロークセンサ ２２ ばね上加速度センサ ２３ ばね下加速度センサ ２４ 目標荷重演算部 ２５ 安定化演算部 ２６ 変位制限比較演算部 ２７ 他車接近検知センサ ２８ 追突センサ ２９ 追突懸念度演算部 ３０ 制動アクチュエータ DESCRIPTION OF SYMBOLS 1 Tire 2 Upper suspension arm 3 Lower suspension arm 4 Body 5 Actuator 6 Piston 7.8 Oil chamber 9 Hydraulic pump 10 Servo valve 11 Piston rod 12 Accumulator 13 Unload valve 14 Oil filter 15 Check valve 16 Pressure control valve 17 Oil cooler Reference Signs List 18 electronic control unit (ECU) 19 servo valve driver 20 load sensor 21 stroke sensor 22 sprung acceleration sensor 23 unsprung acceleration sensor 24 target load calculation unit 25 stabilization calculation unit 26 displacement limit comparison calculation unit 27 other vehicle approach detection sensor 28 Rear-end collision sensor 29 Rear-end collision degree calculation unit 30 Braking actuator

Claims (2)

【特許請求の範囲】[Claims] 【請求項１】 車体と車軸との間の上下方向相対距離を
能動的に変化させる懸架アクチュエータと、該懸架アク
チュエータの推力でばね上質量とばね下質量との少なく
ともいずれか一方に発生させた加速度に基づくばね上質
量とばね下質量との少なくともいずれか一方の慣性力の
反力をタイヤの接地荷重に加える接地荷重制御手段と、
後方からの他車の追突を検知する他車追突検知手段とを
有し、 前記他車追突検知手段の信号に応じて接地荷重の増大制
御を行うことを特徴とする接地荷重制御装置。1. A suspension actuator for actively changing a vertical relative distance between a vehicle body and an axle, and an acceleration generated on at least one of a sprung mass and a unsprung mass by a thrust of the suspension actuator. Ground load control means for adding a reaction force of inertial force of at least one of a sprung mass and a unsprung mass based on a ground load of the tire,
A ground contact load control device, comprising: another vehicle rear collision detection means for detecting a rear collision of another vehicle from behind, and performing increase control of a ground load in accordance with a signal from the other vehicle collision detection means. 【請求項２】 後方からの他車の接近を検知する他車接
近検知手段と、車輪に設けられた制動装置を前記他車接
近検知手段の信号に応じて自動的に作動させる制動アク
チュエータとを有することを特徴とする請求項１に記載
の接地荷重制御装置。And a brake actuator for automatically operating a braking device provided on the wheel in response to a signal from the other vehicle approach detecting means. The ground contact load control device according to claim 1, further comprising:
JP16372697A 1997-06-20 1997-06-20 Ground load controlling device Pending JPH1111128A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP16372697A JPH1111128A (en) 1997-06-20 1997-06-20 Ground load controlling device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP16372697A JPH1111128A (en) 1997-06-20 1997-06-20 Ground load controlling device

Publications (1)

Publication Number Publication Date
JPH1111128A true JPH1111128A (en) 1999-01-19

Family

ID=15779506

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16372697A Pending JPH1111128A (en) 1997-06-20 1997-06-20 Ground load controlling device

Country Status (1)

Country Link
JP (1) JPH1111128A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112569598A (en) * 2020-12-22 2021-03-30 上海幻电信息科技有限公司 Target object control method and device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112569598A (en) * 2020-12-22 2021-03-30 上海幻电信息科技有限公司 Target object control method and device

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