WO2011070634A1 - 車両制御装置 - Google Patents
車両制御装置 Download PDFInfo
- Publication number
- WO2011070634A1 WO2011070634A1 PCT/JP2009/006823 JP2009006823W WO2011070634A1 WO 2011070634 A1 WO2011070634 A1 WO 2011070634A1 JP 2009006823 W JP2009006823 W JP 2009006823W WO 2011070634 A1 WO2011070634 A1 WO 2011070634A1
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- Prior art keywords
- vehicle
- tire
- control device
- gear ratio
- steering gear
- Prior art date
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- 238000001514 detection method Methods 0.000 claims abstract description 73
- 239000000725 suspension Substances 0.000 claims abstract description 53
- 230000005484 gravity Effects 0.000 claims description 13
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- 238000006073 displacement reaction Methods 0.000 description 23
- 230000007423 decrease Effects 0.000 description 18
- 238000013016 damping Methods 0.000 description 7
- 230000001133 acceleration Effects 0.000 description 6
- 230000035939 shock Effects 0.000 description 5
- 230000003321 amplification Effects 0.000 description 4
- 238000003199 nucleic acid amplification method Methods 0.000 description 4
- 239000006096 absorbing agent Substances 0.000 description 3
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- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000002457 bidirectional effect Effects 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000013598 vector Substances 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—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 mainly during a motion involving steering operation, e.g. cornering, overtaking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/0195—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/008—Changing the transfer ratio between the steering wheel and the steering gear by variable supply of energy, e.g. by using a superposition gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
- B62D6/006—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels using a measured or estimated road friction coefficient
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- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
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- B60G2400/52—Pressure in tyre
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- 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
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- B60G2800/162—Reducing road induced vibrations
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- B60G2800/212—Transversal; Side-slip during cornering
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- B60G2800/21—Traction, slip, skid or slide control
- B60G2800/214—Traction, slip, skid or slide control by varying the load distribution
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- 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
- B60G2800/24—Steering, cornering
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
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- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
- B60G2800/916—Body Vibration Control
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- 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
- B60G2800/93—Skid or slide control [ASR]
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- 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
- B60G2800/96—ASC - Assisted or power Steering control
Definitions
- the present invention relates to a vehicle control device that controls the behavior of a vehicle, particularly a vehicle body.
- Patent Document 1 discloses that a spring top is obtained from the relationship between the damping coefficient of the shock absorber and the vertical acceleration on the spring, and the relationship between the damping coefficient of the shock absorber and the longitudinal acceleration on the spring.
- a specific damping coefficient Ct that minimizes the sum of the vectors of vertical acceleration and sprung longitudinal acceleration is calculated and stored in advance.
- a damping force control device is described that sets the damping coefficient of a shock absorber to a specific damping coefficient Ct when vibration in the unsprung resonance frequency band exceeds a threshold value.
- Patent Document 1 in addition to vertical vibration, vibration in the front-rear direction (direction parallel to the traveling direction) can also be suppressed. However, vibrations also occur in the left-right direction (the direction orthogonal to the traveling direction). There is also a problem that the ride comfort is deteriorated when vibration in the left-right direction occurs.
- the present invention has been made in view of the above, and an object of the present invention is to provide a vehicle control device capable of improving the riding comfort of a vehicle.
- the present invention provides a vehicle control device that controls the operation of a vehicle including a vehicle body and a tire that supports the vehicle body and contacts a grounding surface, Based on the detection result of the driving condition detecting means for detecting the driving condition that affects the left and right vibration of the vehicle body, the suspension geometry adjusting means for adjusting the suspension geometry of the vehicle, and the detection result of the driving condition detecting means Control means for controlling the operation of the means.
- the suspension geometry adjusting means is preferably vehicle height adjusting means for adjusting the height between the vehicle body and the tire.
- control means stores a relationship between the control amount of the suspension geometry calculated in advance and the detection result, and calculates the control amount based on the relationship and the detection result.
- the control means cancels the lateral force applied to the center of gravity of the vehicle body tire and the lateral force applied to the contact point with the ground contact surface of the tire.
- the suspension geometry condition is stored, and based on the detection result of the driving condition detecting means, the lateral force applied to the center of gravity of the vehicle body tire and the contact point between the tire and the ground contact surface It is preferable to control the operation of the suspension geometry adjusting means so as to satisfy the suspension geometry condition of the vehicle body that cancels the force of the vehicle.
- the present invention provides a vehicle control device that controls the operation of a vehicle including a vehicle body and a tire that supports the vehicle body and contacts a grounding surface, Based on the detection result of the driving condition detecting means for detecting the driving condition affecting the left and right vibration of the vehicle body, the steering gear ratio adjusting means for adjusting the steering gear ratio of the vehicle, and the detection result of the driving condition detecting means, Control means for controlling the operation of the ratio adjusting means.
- control means stores a relationship between a control amount of a steering gear ratio calculated in advance and a detection result, and calculates the control amount based on the relationship and the detection result.
- control means for each of the driving conditions, the steering gear ratio that cancels the lateral force applied to the center of gravity of the vehicle body tire and the lateral force applied to the contact point with the ground contact surface of the tire And a left-right force applied to the center of gravity of the vehicle body tire and a left-right force applied to the contact point of the tire with the ground contact surface based on the detection result of the driving condition detecting means. It is preferable to control the operation of the steering gear ratio adjusting means so that the steering gear ratio of the vehicle body cancels out.
- the driving condition detecting means is means for detecting a vehicle speed.
- the operating condition detecting means is preferably means for detecting a resonance frequency in the vertical direction.
- the driving condition detecting means is means for detecting the state of the traveling road surface.
- the left and right vibrations of the vehicle body are vibrations generated due to a force acting on the tire from the road surface.
- the vehicle control device can suppress the vibration of the vehicle body, and has the effect of improving riding comfort.
- FIG. 1 is a perspective view showing a schematic configuration of an embodiment of a vehicle having a vehicle control device.
- FIG. 2 is a plan view showing the schematic configuration of the vehicle shown in FIG. 1 in more detail.
- FIG. 3 is an explanatory diagram for explaining the force acting on the tire contact surface and the force acting on the center of gravity.
- FIG. 4 is an explanatory diagram showing the relationship between the position of the tire and the angle.
- FIG. 5 is a graph showing the relationship between the force acting in the left-right direction and the vehicle speed.
- FIG. 6 is a graph showing the relationship between the angle and the vehicle height.
- FIG. 7 is a graph showing the result of calculating the relationship between the vehicle height and the vehicle speed.
- FIG. 8 is a graph showing the results of measuring the relationship between vehicle height and vibration.
- FIG. 1 is a perspective view showing a schematic configuration of an embodiment of a vehicle having a vehicle control device.
- FIG. 2 is a plan view showing the schematic configuration of the vehicle shown in FIG. 1
- FIG. 9 is a graph showing the relationship between the force acting in the left-right direction and the unsprung vertical resonance frequency.
- FIG. 10 is a graph showing the result of calculating the relationship between the vehicle height and the unsprung vertical resonance frequency.
- FIG. 11 is a graph showing the relationship between the force acting in the left-right direction and the tire cornering power.
- FIG. 12 is a graph showing the result of calculating the relationship between the vehicle height and the tire cornering power.
- FIG. 13 is a graph showing the relationship between the force acting in the left-right direction and the vehicle speed.
- FIG. 14 is a graph showing the relationship between the angle and the steering gear ratio.
- FIG. 15 is a graph showing the result of calculating the relationship between the steering gear ratio and the vehicle speed.
- FIG. 16 is a graph showing the relationship between the force acting in the left-right direction and the unsprung vertical resonance frequency.
- FIG. 17 is a graph showing the result of calculating the relationship between the steering gear ratio and the unsprung vertical resonance frequency.
- FIG. 18 is a graph showing the relationship between the force acting in the left-right direction and the tire cornering power.
- FIG. 19 is a graph showing the result of calculating the relationship between the steering gear ratio and the tire cornering power.
- FIG. 1 is a perspective view showing a schematic configuration of an embodiment of a vehicle having a vehicle control device according to this embodiment
- FIG. 2 is a plan view showing the schematic configuration of the vehicle shown in FIG. 1 in more detail.
- the vehicle 1 includes two tires 2, two tires 3, a steering wheel 4, an ECU 5, a vehicle body 9, and a vehicle control device 10.
- the vehicle control apparatus 10 includes a control unit 30, suspensions 31, 32, 33, 34, an air compressor 35, a steering gear ratio adjusting unit (hereinafter simply referred to as “gear ratio adjusting unit”) 36, and a resolver. 40R, 40L, 41R, 41L, a vehicle speed detection sensor 42, and a road surface state detection sensor 43.
- the vehicle 1 is provided with various components required for vehicles, such as a drive source, a brake, an accelerator, a seat, in addition to the said component.
- the tire 2 is two tires serving as front wheels.
- One tire 2 is connected to the vehicle body 9 via a suspension 31, and the other tire 2 is connected to a vehicle body 9 via a suspension 32.
- the tire 3 is two tires that serve as rear wheels.
- One tire 3 is connected to the vehicle body 9 via a suspension 33 and the other tire 3 is connected to a vehicle body 9 via a suspension 34.
- the vehicle 1 has at least one of the tire 2 and the tire 3 connected to a drive source, and travels on the road surface by rotating the tire with the drive source.
- Steering 4 is an operation unit that operates the traveling direction by an operator, and the operation of the steering 4 is transmitted to the tire 2. Specifically, when the steering 4 is rotated, the angle of the tire 2 changes, and the traveling direction of the vehicle 1 is switched.
- the gear ratio adjusting unit 36 is disposed between the steering 4 and the tire 2, and the force and the rotation angle input from the steering 4 are amplified by the gear ratio adjusting unit 36, so that the tire 2 is a power steering mechanism that transmits the power to 2.
- the gear ratio adjusting unit 36 will be described later.
- the ECU 5 is an electronic control unit that controls the operation of each part of the vehicle, and includes a control means 30 of the vehicle control device 10 described later.
- the ECU 5 includes a microcomputer having a CPU, a ROM, a RAM, and an input / output port device and a driving circuit which are connected to each other by a bidirectional common bus in a normal format.
- the vehicle body 9 is a so-called body on which an operator and passengers sit, and is supported by the tires 2 and 3 via suspensions 31, 32, 33, and 34 of the vehicle control means 10.
- the control means 30 is built in the ECU 5, and based on the detection results of the resolvers 40R, 40L, 41R, 41L, the vehicle speed detection sensor 42, and the road surface state detection sensor 43, the suspensions 31, 32, 33, 34, the air compressor 35, controlling the operation of the gear ratio adjusting means 36.
- the suspensions 31, 32, 33, and 34 have the same basic configuration except that the arrangement positions and the connected tires are different. Therefore, the configuration of the suspension 31 will be described as a representative.
- the suspension 31 includes an elastic body (for example, a spring) and damping force generation means (for example, a damper).
- the suspension 31 is attached between the tire 2 and the vehicle body 9, and from the road surface that is input to the vehicle body 9 via the tire 2. Shock shock.
- the air compressor 35 is connected to the suspensions 31, 32, 33, and 34, and supplies air into the suspensions 31, 32, 33, and 34.
- a valve V1 is disposed in a pipe connecting the air compressor 35 and the suspension 31
- a valve V2 is disposed in a pipe connecting the air compressor 35 and the suspension 32.
- a valve V3 is disposed on the pipe connecting the suspension 33
- a valve V4 is disposed on the pipe connecting the air compressor 35 and the suspension 34.
- the air pressure supplied to the suspensions 31, 32, 33, 34 can be adjusted by adjusting the opening / closing of the valves V1, V2, V3, V4.
- the suspension 31, 32, 33, 34, the air compressor 35, and the valves V1, V2, V3, V4 constitute vehicle height adjusting means. Accordingly, the vehicle height of the vehicle body 9 can be adjusted by changing the total length of the suspensions 31, 32, 33, 34 by adjusting the air pressure supplied to the suspensions 31, 32, 33, 34 by the control means 30. it can.
- the gear ratio adjusting means 36 is a mechanism for adjusting the gear ratio for transmitting the force input to the steering 4 to the tire 2.
- the gear ratio adjusting means 36 is configured by combining a motor and a speed reducer, and uses a power steering mechanism of a so-called variable gear ratio steering (VGRS) method that can change the gear ratio linearly. ing.
- VGRS variable gear ratio steering
- Resolvers 40R, 40L, 41R, and 41L are sensors that measure the rotational speed of tires (wheels).
- the resolver 40R measures the rotational speed of one tire 2
- the resolver 40L measures the rotational speed of the other tire 2
- the resolver 41R measures the rotational speed of one tire 3
- the rotational speed of the tire 3 is measured.
- the resolvers 40R, 40L, 41R, 41L send the measurement results to the control means 30.
- the control means 30 determines whether the vehicle body 9 is vibrating based on the detection results of the resolvers 40R, 40L, 41R, and 41L. It is possible to detect whether vibration is occurring.
- the left-right direction is a direction parallel to a straight line connecting one tire 2 and the other tire 3, and is a direction parallel to the road surface and perpendicular to the traveling direction of the vehicle. Further, left and right vibrations of the vehicle body are generated due to a force acting on the tire from the road surface (that is, road surface input) or the like during traveling.
- control means 30 calculates the unsprung resonance frequency based on the measurement result of the tire rotational speed detected by the resolver. That is, in the vehicle control device 10, a combination of the resolvers 40R, 40L, 41R, 41L and the calculation function of the control means 30 becomes an unsprung resonance frequency detection sensor.
- the unsprung resonance frequency is a resonance frequency of vibration generated between the tire (wheel) and the vehicle body, and the resonance frequency of vibration in the vertical direction is detected.
- the vehicle speed detection sensor 42 is a sensor that detects the traveling speed of the vehicle 1.
- the vehicle speed detection sensor 42 may be provided with a sensor that detects the vehicle speed independently, but may be provided with a sensor that detects the traveling speed of the vehicle 1 based on the detection values of the resolvers 40R, 40L, 41R, and 41L. Good. That is, an arithmetic device that detects the traveling speed based on the measurement result of the resolver may be provided as a sensor.
- the road surface state detection sensor 43 is a detection sensor that detects the state of the road surface on which the vehicle 1 is traveling.
- the road surface state detection sensor 43 includes a sensor that determines whether or not it is raining. Specifically, a sensor that detects whether the wiper is operating can be used.
- the road surface state detection sensor 43 may be any sensor that can detect or estimate the friction coefficient between the road surface and the tire, and various sensors can be used.
- the vehicle control device 10 is configured as described above.
- FIG. 3 is an explanatory view for explaining the force acting on the tire contact surface and the force acting on the center of gravity
- FIG. 4 is an explanatory view showing the relationship between the position of the tire and the angle.
- the horizontal axis is the length from the support point
- the vertical axis is the height difference from the reference point.
- the support point is the distance from the point supporting the tire.
- one tire 2 will be described as an example.
- the force acting when the tire 2 is supported by the suspension 31 and the tire 2 is divided into a force acting by contacting the grounding surface 62.
- the tire 2 is the force acting by being supported by the force F I by the suspension 31, the force acting between the tire 2 and the ground plane 62 and the force F J.
- the force F I may be replaced by a force acting on the center of gravity of the tire 2.
- a force proportional to the unsprung mass and vibration acts on the center of gravity 60 (point I), and a side slip force is generated at the contact point (contact point, point J) with the contact surface 62.
- (Friction force) specifically, a tire lateral spring and a cornering force act. Further, these forces act in a direction inclined by a certain angle from a direction perpendicular to the ground contact surface 62.
- the action point of F I, angle gamma and I tilted, the point of action of F J are the angle gamma J inclination.
- the angle ⁇ I and the angle ⁇ J vary depending on the vehicle height. Specifically, the vehicle height increases, i.e.
- suspension gap between the tire and the vehicle body is wider elongation (which moves in the negative direction in FIG. 4), the angle gamma I and the angle gamma J is increased. Further, it the vehicle height is low, i.e. suspension shrinks, the interval between the tire and the vehicle body is narrowed (the movement in a positive direction in FIG. 4), the angle gamma I and the angle gamma J is reduced.
- the unsprung mass is m
- the tire lateral spring constant is K
- the cornering power is P
- the vehicle speed is U
- the lateral angular velocity is ⁇ (frequency ⁇ 2 ⁇ )
- the reference point is the reference.
- the angle ⁇ I and the angle ⁇ J at the vehicle height Z A can be expressed as the following Expression 2.
- Equation 4 Equation 4 below.
- FIG. 5 is a graph showing the relationship between the force acting in the left-right direction and the vehicle speed
- FIG. 6 is a graph showing the relationship between the angle and the vehicle height
- FIG. 7 is a graph showing the relationship between the vehicle height and the vehicle speed. It is a graph which shows the result.
- FIG. 5 and FIG. 6 are relationships derived in advance by experiments, measurements, and calculations.
- the left / right force is a force acting in the left / right direction at points J and I
- the left / right displacement is the amount of displacement in the left / right direction at points J and I.
- the horizontal axis is the vehicle speed (km / h)
- the vertical axis is the left / right force / left / right displacement (N / mm) and the I point left / right force / J point left / right force
- the height (mm) was taken, and the vertical axis was the angle and ⁇ J / ⁇ I.
- the vehicle height was the difference from the reference height.
- the left / right force / left / right displacement at point I and the left / right force / left / right displacement at point J vary depending on the vehicle speed.
- the I point left / right force / J point left / right force also changes depending on the vehicle speed.
- the angle ⁇ I and the angle ⁇ J vary with the vehicle height
- the angle ⁇ J / angle ⁇ I also varies with the vehicle height.
- FIG. 7 is a graph showing the result of calculating the relationship between the vehicle height and the vehicle speed.
- the horizontal axis is the vehicle speed (km / h)
- the vertical axis is the vehicle height (mm).
- the control means 30 stores the relationship shown in FIG. 7 as a graph and a map, calculates an appropriate vehicle height from the stored vehicle speed detected by the vehicle speed detection sensor 42, and becomes the calculated vehicle height.
- the suspension 31, 32, 33, 34 is controlled by switching the air pressure supplied from the air compressor 35 and the opening / closing of the valves V 1, V 2, V 3, V 4.
- the vehicle control apparatus 10 decreases the vehicle height. That is, if the vehicle speed is higher than the vehicle speed at the time when the condition was detected immediately before, an appropriate vehicle height is calculated from the map corresponding to the speed change, and the vehicle height is calculated. Thus, based on the relationship shown in FIG. 7, the vehicle control device 10 lowers the vehicle height as the speed increases, and increases the vehicle height as the speed decreases.
- the vehicle control device 10 may adjust the vehicle height based on the detection result of the vehicle speed detection sensor 42 at regular time intervals or constantly, or when the vehicle speed changes more than a certain value. Also good.
- the vehicle 1 can be set to an appropriate vehicle height, vibration in the left-right direction can be suppressed, and so-called left-right bobble vibration can be reduced.
- the bobble vibration By suppressing the bobble vibration, the ride comfort of the vehicle can be made more comfortable.
- FIG. 8 is a graph showing the results of measuring the relationship between vehicle height and vibration.
- the horizontal axis represents frequency (Hz) and the vertical axis represents lateral acceleration ((m / s 2 ) 2 / Hz).
- the graph shown in FIG. 8 is a calculation result obtained by measuring vibration and analyzing the frequency of vibration for two different vehicle heights.
- the two different vehicle heights are a vehicle height when the vehicle height is controlled by the vehicle control device 10 of the present embodiment and a vehicle height that is not controlled.
- the vehicle 1 can reduce the acceleration in the left-right direction by about 10 dB by changing the magnitude of vibration greatly depending on the vehicle height and setting the vehicle to an appropriate vehicle height.
- vehicle height was adjusted based on the vehicle speed, it is not limited to this, You may adjust vehicle height based on the other parameter which comprises Formula 5.
- the vehicle control device 10 is provided with a vehicle height sensor that detects the vehicle height, detects how many centimeters the vehicle height is, the vehicle height set to the vehicle height, and the like, and based on the detection result. It is preferable to adjust the vehicle height. Thus, by providing the vehicle height sensor and adjusting the vehicle height based on the detection result, the vehicle height can be controlled more appropriately.
- the suspension height is changed by air pressure to adjust the vehicle height.
- the present invention is not limited to this. It is good also as an apparatus which changes the height of a suspension with oil pressure.
- a mechanism for adjusting the vehicle height by a mechanism other than the suspension can also be used.
- Example 2 will be described with reference to FIGS. 9 and 10.
- the second embodiment is an example in which the vehicle height is adjusted based on the measurement result of the unsprung resonance frequency.
- FIG. 9 is a graph showing the relationship between the force acting in the left-right direction and the unsprung vertical resonance frequency
- FIG. 10 calculates the relationship between the vehicle height and the unsprung vertical resonance frequency. It is a graph which shows the result.
- the horizontal axis is the unsprung resonance frequency (Hz)
- the vertical axis is the left / right force / left / right displacement (N / mm) and the I point left / right force / J point left / right force
- the vertical axis is the vehicle height (mm).
- the left / right force / left / right displacement at point I and the left / right force / left / right displacement at point J also vary depending on the unsprung resonance frequency.
- the I-point left / right force / J-point left / right force also changes depending on the unsprung resonance frequency.
- the greater the unsprung resonance frequency the greater the I point left / right force / J point left / right force.
- control means 30 stores the relationship shown in FIG. 10 as a graph and a map. From the relationship stored with the unsprung resonance frequency calculated based on the detection result of the resolver, an appropriate vehicle height is stored. And the air pressure supplied from the air compressor 35 and the opening and closing of the valves V1, V2, V3, and V4 are switched to control the suspensions 31, 32, 33, and 34 so that the calculated vehicle height is obtained.
- the vehicle control device 10 when the vehicle control device 10 detects that the unsprung resonance frequency is increasing, the vehicle control device 10 decreases the vehicle height. In other words, if the frequency is higher than the unsprung resonance frequency when the condition was detected immediately before, an appropriate vehicle height is calculated from the map corresponding to the frequency change, and the vehicle height is calculated as the vehicle height. . Thus, based on the relationship shown in FIG. 10, the vehicle control device 10 decreases the vehicle height as the unsprung resonance frequency increases, and increases the vehicle height as the unsprung resonance frequency decreases. Note that the vehicle control device 10 performs the adjustment of the vehicle height based on the detection result of the unsprung resonance frequency at regular intervals or when the unsprung resonance frequency changes more than a certain value. You may do it.
- the vehicle 1 can be adjusted to an appropriate vehicle height by adjusting the vehicle height based on the detection result of the unsprung resonance frequency, so that vibration in the left-right direction can be suppressed. It is possible to reduce the buzzing vibration. By suppressing the bobble vibration, the ride comfort of the vehicle can be made more comfortable.
- the method for detecting the unsprung resonance frequency is not limited to the present embodiment, and may be detected from measurement results other than the wheel speed detected by the resolver.
- a sensor that directly detects unsprung vibration may be provided, and the unsprung resonance frequency may be detected from the detection result.
- conditions such as tire pressure and suspension elastic force
- the unsprung resonance frequency may be detected based on the conditions.
- Example 3 is an example in which the vehicle height is adjusted based on the measurement result of tire cornering power (hereinafter also referred to as “tire CP”).
- tire CP tire cornering power
- FIG. 11 is a graph showing the relationship between the force acting in the left-right direction and the tire cornering power
- FIG. 12 is a graph showing the result of calculating the relationship between the vehicle height and the tire cornering power.
- the horizontal axis is the tire CP
- the vertical axis is the left / right force / left / right displacement (N / mm) and the I point left / right force / J point left / right force
- FIG. The vertical axis is the vehicle height (mm).
- the left / right force / left / right displacement at point I and the left / right force / left / right displacement at point J also vary depending on the tire CP.
- the I point left / right force / J point left / right force also changes depending on the tire CP.
- the larger the tire CP the smaller the I point left / right force / J point left / right force.
- control means 30 stores the relationship shown in FIG. 12 as a graph and a map, calculates the tire CP from the road surface state detected by the road surface state detection sensor, and stores the calculated result and the relationship.
- the suspension 31, 32, 33, 34 is controlled by calculating an appropriate vehicle height and switching the air pressure supplied from the air compressor 35 and the opening / closing of the valves V 1, V 2, V 3, V 4 so that the calculated vehicle height is obtained. To do.
- the vehicle control device 10 increases the vehicle height when detecting that the tire CP is rising. That is, if the tire CP is higher than the tire CP when the condition was detected immediately before, an appropriate vehicle height is calculated from the map corresponding to the change in the tire CP, and the vehicle height calculated To do. Thus, based on the relationship shown in FIG. 12, the vehicle control device 10 increases the vehicle height as the tire CP increases, and decreases the vehicle height as the tire CP decreases. Note that the vehicle control device 10 may adjust the vehicle height based on the detection result of the tire CP at regular time intervals, always, or when the tire CP changes more than a certain level. Good.
- the vehicle 1 can be set to an appropriate vehicle height, and vibration in the left-right direction can be suppressed. Vibration can be reduced. By suppressing the bobble vibration, the ride comfort of the vehicle can be made more comfortable.
- the tire CP corresponding to each detection result may be set in advance, and the vehicle height calculated based on the tire CP may be adjusted.
- the vehicle height control is not limited to linearly changing in accordance with the detection result.
- the vehicle height value may be set for each fixed range of the detection result numerical value. That is, the vehicle height may be adjusted in stages.
- Example 4 will be described with reference to FIGS.
- the vehicle height is adjusted based on the measurement result of the vehicle speed
- the steering gear ratio is adjusted based on the measurement result of the vehicle speed.
- Equation 6 N is the steering gear ratio
- P is the cornering power
- P 0 is the cornering power of the tire alone
- K ⁇ is the torsional rigidity of the steering
- L is the caster It is the sum of a trail and a pneumatic trail.
- the vehicle control apparatus 10 controls the steering gear ratio so as to satisfy the above expression 8 based on the detection result.
- FIGS. 13 is a graph showing the relationship between the force acting in the left-right direction and the vehicle speed
- FIG. 14 is a graph showing the relationship between the angle and the steering gear ratio
- FIG. 15 is the relationship between the steering gear ratio and the vehicle speed. It is a graph which shows the result of having calculated.
- FIGS. 13 to 15 show relationships derived in advance by experiments, measurements, and calculations. 13
- the horizontal axis is the vehicle speed (km / h)
- the vertical axis is the left / right force / left / right displacement (N / mm) and the ideal CP gain
- FIG. 14 is the horizontal axis is the steering gear ratio
- the vertical axis is CP amplification factor was used.
- the horizontal axis is the vehicle speed (km / h)
- the vertical axis is the steering gear ratio.
- the lateral force / lateral displacement at point I and the lateral force / lateral displacement at point J vary with vehicle speed.
- the ideal left / right force / left / right displacement at the point J also changes depending on the vehicle speed.
- the ideal CP amplification factor also changes depending on the vehicle speed.
- the ideal CP gain is a CP gain that can appropriately suppress vibration in the left-right direction.
- the ideal CP gain increases as the vehicle speed increases.
- the CP amplification factor varies depending on the steering gear ratio. Specifically, as the steering gear ratio increases, the CP gain increases, and as the steering gear ratio decreases, the CP gain decreases.
- the control means 30 stores the relationship shown in FIG. 15 as a graph and a map, calculates an appropriate steering gear ratio from the stored vehicle speed detected by the vehicle speed detection sensor 42, and calculates the calculated gear ratio.
- the steering gear ratio is adjusted by the gear ratio adjusting means 36.
- the vehicle control device 10 detects that the vehicle speed is rising as a result of detection by the vehicle speed detection sensor 42, the vehicle control device 10 increases the steering gear ratio. In other words, if the vehicle speed is higher than the vehicle speed when the condition was detected immediately before, an appropriate steering gear ratio is calculated from the map corresponding to the speed change, and the steering gear ratio is calculated as the calculated steering gear ratio. . Thus, based on the relationship shown in FIG. 15, the vehicle control device 10 increases the steering gear ratio as the speed increases, and decreases the steering gear ratio as the speed decreases.
- the vehicle control device 10 may adjust the steering gear ratio based on the detection result of the vehicle speed detection sensor 42 at regular time intervals or constantly, or when the vehicle speed changes more than a certain value. May be.
- the vehicle 1 to have an appropriate steering gear ratio and an appropriate tire cornering power.
- the relationship of the above formula 7 can be satisfied, the force acting in the left-right direction can be offset, the vibration in the left-right direction can be suppressed, and so-called left-right bobble vibration is reduced. be able to.
- the bobble vibration By suppressing the bobble vibration, the ride comfort of the vehicle can be made more comfortable.
- Example 5 is an example in which the steering gear ratio is adjusted based on the measurement result of the unsprung resonance frequency.
- FIG. 16 is a graph showing the relationship between the force acting in the left-right direction and the unsprung vertical resonance frequency
- FIG. 17 calculates the relationship between the steering gear ratio and the unsprung vertical resonance frequency. It is a graph which shows the result. 16, the horizontal axis is the unsprung resonance frequency (Hz), the vertical axis is the left / right force / left / right displacement (N / mm), and the ideal CP gain, and FIG. 17 is the unsprung resonance frequency (Hz).
- the vertical axis is the steering gear ratio.
- the left / right force / left / right displacement at point I, the left / right force / left / right displacement at point J, and the ideal left / right force / left / right displacement at point J also vary depending on the unsprung resonance frequency.
- the ideal CP gain also changes depending on the unsprung resonance frequency. In this embodiment, the ideal CP gain increases as the unsprung resonance frequency increases.
- control means 30 stores the relationship shown in FIG. 17 as a graph and a map. From the relationship stored with the unsprung resonance frequency calculated based on the detection result of the resolver, an appropriate steering gear is stored. The ratio is calculated and adjusted by the gear ratio adjusting means 36 so that the calculated steering gear ratio is obtained.
- the vehicle control device 10 when the vehicle control device 10 detects that the unsprung resonance frequency is increasing, the vehicle control device 10 increases the steering gear ratio. In other words, if the frequency is higher than the unsprung resonance frequency when the condition was detected immediately before, an appropriate steering gear ratio is calculated from the map corresponding to the frequency change, and the steering gear ratio is calculated. Ratio. Thus, based on the relationship shown in FIG. 17, the vehicle control device 10 increases the steering gear ratio as the unsprung resonance frequency increases, and decreases the steering gear ratio as the unsprung resonance frequency decreases. Note that the vehicle control device 10 may adjust the steering gear ratio based on the detection result of the unsprung resonance frequency at regular time intervals or always, or when the unsprung resonance frequency changes more than a certain value. You may make it perform.
- the vehicle 1 can be set to an appropriate steering gear ratio, and vibrations in the left-right direction can be suppressed.
- the bobble vibration in the left-right direction can be reduced.
- Example 6 is an example which adjusts a steering gear ratio based on the measurement result of tire cornering power.
- FIG. 18 is a graph showing the relationship between the force acting in the left-right direction and the tire cornering power
- FIG. 19 is a graph showing the result of calculating the relationship between the steering gear ratio and the tire cornering power.
- the horizontal axis is the tire cornering power
- the vertical axis is the left / right force / left / right displacement (N / mm) and the ideal CP amplification factor
- FIG. 19 is the horizontal axis is the tire cornering power
- the vertical axis is the steering gear ratio. It was. Note that the tire cornering power on the horizontal axis in FIGS. 18 and 19 is the cornering power of the tire according to the above-described formula 6.
- the left / right force / left / right displacement at point I, the left / right force / left / right displacement at point J, and the ideal left / right force / left / right displacement at point J also vary depending on the tire cornering power.
- the I ideal CP gain also changes depending on the tire cornering power.
- the ideal CP gain decreases as the tire cornering power increases.
- control means 30 stores the relationship shown in FIG. 19 as a graph and map, calculates the tire CP from the road surface state detected by the road surface state detection sensor, and stores the calculation result and the stored relationship. Then, an appropriate steering gear ratio is calculated and adjusted by the gear ratio adjusting means 36 so that the calculated steering gear ratio is obtained.
- the vehicle control device 10 when the vehicle control device 10 detects that the tire CP is rising, it lowers the steering gear ratio. That is, if the tire CP is higher than the tire CP when the condition was detected immediately before, an appropriate steering gear ratio is calculated from the map corresponding to the change of the tire CP, and the steering gear ratio is calculated. Gear ratio. Thus, based on the relationship shown in FIG. 19, the vehicle control device 10 decreases the steering gear ratio as the tire CP increases, and increases the steering gear ratio as the tire CP decreases. The vehicle control device 10 may adjust the steering gear ratio based on the detection result of the tire CP at regular time intervals or constantly, or when the tire CP changes more than a certain value. Also good.
- the vehicle 1 can be set to an appropriate steering gear ratio, and vibration in the left-right direction can be suppressed.
- Directional vibration can be reduced.
- the ride comfort of the vehicle can be made more comfortable.
- the vehicle height or the steering gear ratio is adjusted based on one parameter, but the present invention is not limited to this.
- the vehicle height may be adjusted based on a plurality of parameters, or the steering gear ratio may be adjusted based on the plurality of parameters.
- the first to third embodiments may be combined, and the fourth to sixth embodiments may be combined.
- the detected parameter may be any driving condition that affects the left and right vibrations of the vehicle body, and is not limited to the six embodiments described above.
- the vehicle height or the steering gear ratio is controlled.
- the mechanism can be adjusted so as to satisfy the relationship of the above expression 3, for example, the adjusting means for adjusting the suspension geometry of the vehicle. You can adjust with. That is, any adjustment means that changes the resonance frequency or the tire cornering power can be set as a control target.
- the mechanism that adjusts the tire air pressure and the mechanism that adjusts the elasticity of the suspension are controlled, and each mechanism adjusts the tire air pressure and the elasticity of the suspension to change the resonance frequency and tire cornering power.
- the bull feeling can be suppressed by setting the vehicle suspension geometry to an appropriate state.
- the vehicle control device according to the present invention is useful for a vehicle such as an automobile, and is particularly suitable for suppressing vibration of the vehicle.
- Vehicle control apparatus 30
- Control means 31, 32, 33, 34 Suspension 35
- Air compressor 36
- Steering gear ratio adjustment means 42
- Vehicle speed detection sensor 43
- Road surface state detection sensor 40R, 40L, 41R, 41L Resolver V1, V2, V3, V4 Valve 60
- Center of gravity 62
- Ground plane 62
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Abstract
Description
き出されている関係である。図13は、横軸を車速(km/h)とし、縦軸を左右力/左右変位(N/mm)及び理想CP増幅率とし、図14は、横軸をステアリングギヤ比とし、縦軸をCP増幅率とした。また、図15は、横軸を車速(km/h)とし、縦軸をステアリングギヤ比とした。
2、3 タイヤ
4 ステアリング
5 ECU
9 車体
10 車両制御装置
30 制御手段
31、32、33、34 サスペンション
35 エアコンプレッサ
36 ステアリングギヤ比調整手段
42 車速検出センサ
43 路面状態検出センサ
40R、40L、41R、41L レゾルバ
V1、V2、V3、V4 バルブ
60 重心
62 接地面
Claims (11)
- 車体と、前記車体を支持し、接地面と接触するタイヤとを有する車両の動作を制御する車両制御装置であって、
前記車体の左右の振動に影響を与える運転条件を検出する運転条件検出手段と、
前記車両のサスペンションジオメトリーを調整するサスジオメトリ調整手段と、
前記運転条件検出手段の検出結果に基づいて、サスジオメトリ調整手段の動作を制御する制御手段と、を有することを特徴とする車両制御装置。 - 前記サスジオメトリ調整手段は、車体とタイヤと間の高さを調整する車高調整手段であることを特徴とする請求項1に記載の車両制御装置。
- 前記制御手段は、予め算出したサスペンションジオメトリーの制御量と検出結果との関係を記憶しており、前記関係と、前記検出結果に基づいて、前記制御量を算出することを特徴とする請求項1または2に記載の車両制御装置。
- 前記制御手段は、前記運転条件毎に、前記車体タイヤの重心にかかる左右方向の力と、前記タイヤの前記接地面との接触点にかかる左右方向の力とを相殺する前記車体のサスペンションジオメトリーの条件を記憶しており、
前記運転条件検出手段の検出結果に基づいて、前記車体タイヤの重心にかかる左右方向の力と、前記タイヤの前記接地面との接触点にかかる左右方向の力とを相殺する前記車体のサスペンションジオメトリーの条件となるように、サスジオメトリ調整手段の動作を制御することを特徴とする請求項1から3のいずれか1項に記載の車両制御装置。 - 車体と、前記車体を支持し、接地面と接触するタイヤとを有する車両の動作を制御する車両制御装置であって、
前記車体の左右の振動に影響を与える運転条件を検出する運転条件検出手段と、
前記車両のステアリングギヤ比を調整するステアリングギヤ比調整手段と、
前記運転条件検出手段の検出結果に基づいて、ステアリングギヤ比調整手段の動作を制御する制御手段と、を有することを特徴とする車両制御装置。 - 前記制御手段は、予め算出したステアリングギヤ比の制御量と検出結果との関係を記憶しており、前記関係と、前記検出結果に基づいて、前記制御量を算出することを特徴とする請求項5に記載の車両制御装置。
- 前記制御手段は、前記運転条件毎に、前記車体タイヤの重心にかかる左右方向の力と、前記タイヤの前記接地面との接触点にかかる左右方向の力とを相殺する前記ステアリングギヤ比の条件を記憶しており、
前記運転条件検出手段の検出結果に基づいて、前記車体タイヤの重心にかかる左右方向の力と、前記タイヤの前記接地面との接触点にかかる左右方向の力とを相殺する前記車体のステアリングギヤ比となるように、ステアリングギヤ比調整手段の動作を制御することを特徴とする請求項5または6に記載の車両制御装置。 - 前記運転条件検出手段は、車速を検出する手段であることを特徴とする請求項1から7のいずれか1項に記載の車両制御装置。
- 前記運転条件検出手段は、上下方向の共振周波数を検出する手段であることを特徴とする請求項1から8のいずれか1項に記載の車両制御装置。
- 前記運転条件検出手段は、走行する路面の状態を検出する手段であることを特徴とする請求項1から9のいずれか1項に記載の車両制御装置。
- 前記車体の左右の振動は、前記路面から前記タイヤに作用する力に起因して発生する振動であることを特徴とする請求項1から10のいずれか1項に記載の車両制御装置。
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JP2011544996A JP5370494B2 (ja) | 2009-12-11 | 2009-12-11 | 車両制御装置 |
PCT/JP2009/006823 WO2011070634A1 (ja) | 2009-12-11 | 2009-12-11 | 車両制御装置 |
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2009
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- 2009-12-11 JP JP2011544996A patent/JP5370494B2/ja active Active
- 2009-12-11 WO PCT/JP2009/006823 patent/WO2011070634A1/ja active Application Filing
- 2009-12-11 US US13/515,174 patent/US8755970B2/en active Active
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JPH0156921B2 (ja) * | 1984-01-20 | 1989-12-01 | Nissan Motor | |
JPH0651444B2 (ja) * | 1985-10-02 | 1994-07-06 | トヨタ自動車株式会社 | サスペンション制御装置 |
JPH06122309A (ja) * | 1992-10-12 | 1994-05-06 | Mazda Motor Corp | 車両のサスペンション装置 |
JP2008068763A (ja) * | 2006-09-14 | 2008-03-27 | Toyota Motor Corp | サスペンション |
JP2009120162A (ja) * | 2007-11-19 | 2009-06-04 | Toyota Motor Corp | 車輌の走行制御装置 |
JP2009137545A (ja) | 2007-12-10 | 2009-06-25 | Toyota Motor Corp | 減衰力制御装置 |
Non-Patent Citations (1)
Title |
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See also references of EP2511111A4 |
Also Published As
Publication number | Publication date |
---|---|
EP2511111A1 (en) | 2012-10-17 |
EP2511111A4 (en) | 2014-04-16 |
JP5370494B2 (ja) | 2013-12-18 |
EP2511111B1 (en) | 2015-06-10 |
US8755970B2 (en) | 2014-06-17 |
JPWO2011070634A1 (ja) | 2013-04-22 |
CN102656033A (zh) | 2012-09-05 |
CN102656033B (zh) | 2014-09-17 |
US20120290171A1 (en) | 2012-11-15 |
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