WO2014142268A1 - ダンパ制御装置 - Google Patents
ダンパ制御装置 Download PDFInfo
- Publication number
- WO2014142268A1 WO2014142268A1 PCT/JP2014/056767 JP2014056767W WO2014142268A1 WO 2014142268 A1 WO2014142268 A1 WO 2014142268A1 JP 2014056767 W JP2014056767 W JP 2014056767W WO 2014142268 A1 WO2014142268 A1 WO 2014142268A1
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- WIPO (PCT)
- Prior art keywords
- damper
- road
- value
- speed
- vibration level
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
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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
- B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
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- 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
- B60G2400/821—Uneven, rough road sensing affecting vehicle body vibration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/10—Damping action or damper
- B60G2500/106—Damping action or damper duty rate
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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
- B60G2800/16—Running
- B60G2800/162—Reducing road induced vibrations
Definitions
- the present invention relates to a damper control device.
- JP 2008-238921A discloses a damper control device that controls a damping force of a damper interposed between a sprung member and an unsprung member of a vehicle.
- the damper control device includes the effective value of the vibration of the sprung member in the sprung resonance frequency band, the effective value of the vibration of the sprung member in the unsprung resonance frequency band, the sprung resonance frequency and the unsprung resonance frequency of the sprung member.
- the road surface state during which the vehicle is traveling is estimated from the effective value of the vibration in the intermediate frequency band between.
- the damper control device causes the damper to output a damping force suitable for the estimated road surface condition.
- Such a damper control device can determine the road surface condition, it can improve the riding comfort in the vehicle by generating a damping force suitable for the road surface condition in the damper.
- the damper control device determines which section the running road surface matches among the wavy road, the hump road, the good road, and the simple paved road. Road surface conditions corresponding to a plurality of sections such as rugged cannot be determined. Therefore, in this case, it is difficult for the damper control device to exert an optimum damping force on the damper.
- the dampers in each of the four wheels exhibit a damping force suitable for one kind of road surface condition.
- the four wheels do not necessarily travel on the same road surface. Therefore, when the vehicle travels on a road surface having a different state for each wheel, all the dampers of each wheel cannot exhibit the optimum damping force for the road surface state actually being traveled. Therefore, the riding comfort and road surface followability in the vehicle are reduced.
- An object of the present invention is to provide a damper control device capable of improving the road surface followability and the riding comfort in a vehicle by demonstrating an optimum damping force for each road surface damper.
- a damper control device that controls the damping force of each damper interposed between a vehicle body and a plurality of wheels in a vehicle is suitable for a good swell road that is a road surface having undulations.
- a swell good road control calculation unit that obtains a swell good road control command for each damper
- a swell rough road control calculation unit that obtains a swell rough road control command suitable for a swell rough road with more irregularities than a swell good road
- a swell good A final command calculation unit that obtains a final control command for each damper based on the road control command and the swell rough road control command.
- FIG. 1 is a configuration diagram of a damper control device according to an embodiment of the present invention.
- FIG. 2 is a schematic cross-sectional view of the damper.
- FIG. 3 is a diagram for explaining an object system for vibration level detection.
- FIG. 4 is a diagram for explaining a combined vector of the first reference value and the second reference value.
- FIG. 5 is a diagram illustrating the trajectory between the first reference value and the second reference value and the trajectory between the first reference value and the third reference value.
- FIG. 6 is a configuration diagram illustrating the sprung vibration level detection unit.
- FIG. 7 is a detailed view of a part of the configuration of the sprung vibration level detection unit.
- FIG. 8 is a configuration diagram illustrating the unsprung vibration level detection unit.
- FIG. 9 is a configuration diagram illustrating the determination unit.
- FIG. 10 is a configuration diagram showing the undulating good road calculation unit.
- FIG. 11 is a diagram illustrating a speed gain map in the speed correction unit.
- FIG. 12 is a configuration diagram illustrating a swell rough road calculation unit.
- FIG. 13 is a diagram illustrating a damping characteristic of the damper.
- FIG. 14 is a configuration diagram illustrating a swell rough road calculation unit.
- FIG. 15 is a diagram illustrating a gain map used in the undulating rough road calculation unit.
- FIG. 16 is a detailed view showing a modification of a part of the configuration of the undulating rough road calculation unit.
- FIG. 17 is a detailed diagram illustrating a modification of a part of the configuration of the undulating rough road calculation unit.
- FIG. 11 is a diagram illustrating a speed gain map in the speed correction unit.
- FIG. 12 is a configuration diagram illustrating a swell rough road calculation unit.
- FIG. 13 is a diagram illustrating a damping characteristic
- FIG. 18 is a configuration diagram illustrating the final command calculation unit.
- FIG. 19 is a schematic diagram showing a swell good road and a swell bad road.
- FIG. 20 is a flowchart showing the contents of processing performed by the damper control device.
- FIG. 21 is a flowchart showing the undulating road determination process performed in step S3 of FIG.
- FIG. 22 is a flowchart showing the calculation process of the undulating good road control command Fg performed in step S6 of FIG.
- FIG. 23 is a flowchart showing the calculation process of the rough road control command Fb performed in step S8 of FIG.
- FIG. 24 is a flowchart showing the calculation process of the final control command Ff performed in step S9 of FIG.
- the damper control device E controls the damping force in each of the four dampers D interposed between the vehicle body B and the four wheels W in the vehicle.
- the damper control device E obtains an undulating good road control command Fg for obtaining an undulating good road control command Fg suitable for the undulating good road for each damper D, and an undulating bad road control command Fb for each of the dampers D.
- An undulating rough road control calculation unit 2 to be obtained, and a final command calculation unit 3 to obtain a final control command Ff based on the undulating good road control command Fg and the undulating bad road control command Fb for each damper D are provided.
- a road having a wavy road surface is referred to as a “swell road”, a smooth road with less unevenness on the road surface is referred to as a “good road”, and an irregular road with more unevenness on the road surface is referred to as a “bad road”.
- “swelling good road” is a road surface in which a swelling road and a good road are combined, a road having a swelling road surface, and “swelling bad road”
- the road surface is a combination of bad roads and roads with more irregularities than undulating good roads.
- the damper D is interposed between the vehicle body B and the wheel W in the vehicle, and is disposed in parallel with the suspension spring VS that elastically supports the vehicle body B.
- the wheel W is connected to the vehicle body B by a link (not shown) that is swingably attached to the vehicle body B, and can reciprocate in the vertical direction with respect to the vehicle body B.
- the damper D includes a cylinder 12, a piston 13 that is slidably inserted into the cylinder 12, and a piston rod 14 that is movably inserted into the cylinder 12 and connected to the piston 13.
- the two pressure chambers 15 and 16 defined in the cylinder 12 and defined by the piston 13, the passage 17 communicating with the pressure chambers 15 and 16, and the damping force that provides resistance to the flow of fluid passing through the passage 17
- a fluid pressure damper including the adjusting unit 18 When the fluid filled in the pressure chambers 15 and 16 passes through the passage 17 according to the expansion / contraction operation, the damper D exerts a damping force that applies resistance to the fluid by the damping force adjusting unit 18 and suppresses the expansion / contraction operation. . Thereby, the relative movement of the sprung member and the unsprung member is suppressed.
- the fluid is a magnetorheological fluid and is filled in the pressure chambers 15 and 16.
- the damping force adjusting unit 18 can apply a magnetic field to the passage 17.
- the damping force adjusting unit 18 changes the resistance given to the flow of the magnetorheological fluid passing through the passage 17 by adjusting the magnitude of the magnetic field according to the amount of current supplied from the damper control device E, so that the damping force of the damper D is changed. Can be changed.
- the damper control device E controls the damping force of the damper D by increasing or decreasing the current applied to the damping force adjusting unit 18.
- an electrorheological fluid may be used as the fluid instead of the magnetorheological fluid.
- the damping force adjusting unit 18 may be anything that can apply an electric field to the passage 17.
- the damping force adjusting unit 18 adjusts the magnitude of the electric field according to the voltage given from the damper control device E, thereby changing the resistance given to the flow of the electrorheological fluid passing through the passage 17 and changing the damping force generated by the damper D. Can be changed.
- the damping force adjusting unit 18 includes a damping valve that makes the flow passage area of the passage 17 of the damper D variable, a solenoid that can adjust the flow passage area of the passage 17 by driving the valve body of the damping valve, and the like. And an actuator with high control responsiveness.
- the damping force adjusting unit 18 adjusts the flow area of the passage 17 by increasing or decreasing the amount of current applied to the actuator, changes the resistance applied to the flow of fluid passing through the passage 17, and the damping generated by the damper D The power can be adjusted.
- the damper D When the fluid is a liquid and the damper D is a single rod type damper, the damper D includes a gas chamber and a reservoir for compensating the volume of the piston rod 14 entering and exiting the cylinder 12.
- the damper D may not include a gas chamber or a reservoir.
- the damper D When the damper D is provided with a reservoir and is a uniflow type in which fluid is discharged through the passage from the cylinder 12 to the reservoir even when the damper D is extended or contracted, the damping force is adjusted in the middle of the passage from the cylinder 12 to the reservoir.
- the portion 18 may be provided to exert a damping force by applying resistance to the fluid flow.
- the damper D may be an electromagnetic damper that exhibits a damping force that suppresses relative movement between the sprung member and the unsprung member by electromagnetic force.
- the electromagnetic damper is, for example, a motor including a motor and a motion conversion mechanism that converts the rotational motion of the motor into a linear motion, a linear motor, or the like.
- the damping force adjusting unit 18 functions as a motor driving device that adjusts the current flowing through the motor or the linear motor, so that the generated damping force of the damper D can be adjusted.
- the damper control device E includes a stroke sensor 20 that detects the stroke displacement of the damper D, a stroke speed calculation unit 21 that calculates the stroke speed Vd from the stroke displacement of the damper D detected by the stroke sensor 20, Three acceleration sensors 22a, 22b, and 22c that detect the vertical acceleration of the vehicle body B, and springs of the vehicle body B from the vertical accelerations ⁇ 1, ⁇ 2, and ⁇ 3 of the vehicle body B detected by the acceleration sensors 22a, 22b, and 22c, respectively.
- the unsprung vibration level detecting unit 23 for obtaining the upper vibration level LB and the unsprung vibration level LW for obtaining the unsprung vibration level LW which is the magnitude of the vibration in the vertical direction of the wheel W from the stroke displacement of the damper D detected by the stroke sensor 20. Whether the road surface on which the vehicle is traveling is a wavy road from the detection unit 24 and the sprung vibration level LB.
- a determination unit 25 for determining, a swell good road control command Fg for obtaining a swell good road control command Fg suitable for each damper D, and a swell bad road control command Fb suitable for each swell D
- the undulating rough road control calculation unit 2 for determining the final control command Ff for determining the final control command Ff based on the determination result in the determination unit 25 and the undulating good road control command Fg and the undulating rough road control command Fb for each damper D 3 and a current value calculation unit 26 for obtaining a current value I to be applied to the damping force adjustment unit 18 based on the final control command Ff, and a current amount I according to the current value I obtained by the current value calculation unit 26 is determined by the damping force adjustment unit 18 And a drive unit 27 to be supplied.
- FIG. 20 is a flowchart showing the contents of processing performed by the damper control device E.
- the damper control device E detects the vertical acceleration of the vehicle body from the acceleration sensors 22a, 22b, and 22c that detect the vertical acceleration of the vehicle.
- the damper control device E calculates the sprung vibration level LB from the vertical acceleration detected in step S1.
- the damper control device E determines whether or not the road is a wavy road from the sprung vibration level LB.
- the damper control device E reads the stroke displacement of the damper D from the stroke sensor that detects the displacement of the damper D.
- the damper control device E calculates the stroke speed Vd from the stroke displacement read in step S4.
- step S6 the damper control device E obtains an undulating good road control command Fg from the stroke speed Vd.
- the damper control device E calculates the unsprung vibration level LW from the stroke speed Vd.
- the damper control device E obtains a swell rough road control command Fb from the stroke speed Vd and the unsprung vibration level LW.
- the damper control device E obtains a final control command Ff from the undulating good road control command Fg and the undulating bad road control command Fb.
- the stroke speed calculation unit 21 calculates the stroke speed Vd of the damper D by differentiating the stroke displacement of the damper D detected by the stroke sensor 20, as shown in FIG.
- Acceleration sensors 22a, 22b, and 22c detect vertical accelerations ⁇ 1, ⁇ 2, and ⁇ 3 of the vehicle body B, respectively, and input detection results to the sprung vibration level detection unit 23.
- the acceleration sensors 22a, 22b, and 22c are installed at any three locations on the same horizontal plane of the vehicle body B (not shown) and not on the same straight line.
- the sprung vibration level detector 23 processes the accelerations ⁇ 1, ⁇ 2, and ⁇ 3 to calculate the sprung vibration level LB of the vehicle body B. Note that the signs of accelerations ⁇ 1, ⁇ 2, and ⁇ 3 are positive in the upward direction.
- the stroke speed Vd calculated in the stroke speed calculation unit 21 is input to the unsprung vibration level detection unit 24.
- the unsprung vibration level detector 24 obtains an unsprung vibration level LW indicating the magnitude of vibration of the unsprung member from the stroke speed Vd.
- the vibration level of the object M is detected in a system in which the object M is supported by a spring S as shown in FIG.
- the object M constitutes a spring mass system elastically supported from below in the figure by a spring S vertically attached to the base T.
- the vibration level L in the vertical direction in FIG. 3 of the object M has the vertical speed of the object M as the first reference value a, and a value corresponding to the differential value or integral value of the first reference value a as the second reference value b. Then, the calculation is performed based on the first reference value a and the second reference value b.
- the first reference value a which is the vertical velocity of the object M, is calculated by, for example, integrating the vertical acceleration of the object M detected by an acceleration sensor attached to the object M.
- the second reference value b is calculated by integrating the first reference value a.
- the second reference value b is a value corresponding to the differential value of the first reference value a, that is, when the vertical acceleration of the object M is the second reference value b
- the second reference value b is an acceleration sensor. May be set to the acceleration in the vertical direction detected in step 1, or may be calculated by differentiating the first reference value a by a differentiator.
- a frequency component to be detected is extracted from the first reference value a and the second reference value b so that the vibration level in an arbitrary frequency band among the vibration levels of the object M to be detected can be detected.
- the first reference value a and the second reference value b are filtered using a band filter or the like, thereby calculating the frequency components to be detected of the first reference value a and the second reference value b.
- the bandpass filter is useful because it can extract vibrations in the frequency band to be evaluated and can remove noise superimposed on the vibrations of the object M. For example, when the object M vibrates in a single cycle, May be omitted.
- the vibration of the object M at an arbitrary frequency can be represented by a sine wave.
- An arbitrary frequency component of the first reference value a that is the velocity of the object M can be represented by a sine wave.
- an arbitrary frequency component of the first reference value a is expressed by sin ⁇ t ( ⁇ is an angular frequency, t is time), if this is integrated, ⁇ (1 / ⁇ ) cos ⁇ t is obtained, and the amplitude and integration of the first reference value a are integrated.
- the amplitude of the integral value is 1 / ⁇ times the first reference value a.
- the second reference value b is a value corresponding to the integral value of the first reference value a
- the angular frequency ⁇ that matches the frequency extracted by the filter is used to correspond to the integral value of the first reference value a.
- the amplitudes of the first reference value a and the second reference value b can be made equal.
- the second reference value b is a value corresponding to the differential value of the first reference value a
- the first reference value a is multiplied by 1 / ⁇ times the value corresponding to the differential value of the first reference value a.
- the second reference value b can be made equal in amplitude.
- the second reference value b is a value corresponding to the integral value of the first reference value a in obtaining the vibration level.
- the second reference value b is adjusted by multiplying the value corresponding to the integral value by ⁇ using the angular frequency ⁇ of the vibration to be detected, and the second reference value b is differentiated from the first reference value a. If the value is equivalent to the value, the second reference value b is adjusted by multiplying the value equivalent to the differential value by 1 / ⁇ .
- the first reference value a and the second reference value b when the first reference value a and the second reference value b processed in this way are taken as orthogonal coordinates.
- the length of the combined vector U is calculated and obtained as the vibration level L. Note that the length of the combined vector U is calculated by (a 2 + b 2 ) 1/2 , but the root calculation is omitted (a 2 + b 2 ), that is, the square value of the length of the combined vector U is calculated.
- the length of the combined vector U may be a value that can be determined, and may be the vibration level L. Thereby, a route calculation with a high load can be avoided, and a calculation time can be shortened.
- the spring S expands and contracts, and the elastic energy of the spring S increases.
- the kinetic energy of the object M is alternately converted. Therefore, when there is no disturbance, the speed of the object M at which the displacement from the neutral position is maximum is 0, and the speed of the object M is maximum when it is at the neutral position.
- the neutral position is a position when the object M is elastically supported by the spring S and is in a stationary state.
- the first reference value a and the second reference value b have the same amplitude due to the adjustment of the above procedure, and the phases of the first reference value a and the second reference value b are shifted by 90 degrees. Therefore, when the vibration of the object M is not attenuated and repeats the same vibration, the ideal locus of the first reference value a and the second reference value b draws a circle as shown in FIG.
- the vibration level L is equal to the radius of this circle. In practice, the amplitudes of the two may not be completely matched due to the extraction accuracy of the filter, disturbances acting on the object M, noise included in the first reference value a and the second reference value b, and the like.
- the value of the vibration level L is substantially equal to the radius of the circle described above.
- the vibration level L becomes a constant value when the vibration state of the object M does not change. That is, the vibration level L is a value serving as an index indicating how much amplitude the object M vibrates and represents the magnitude of vibration.
- the vibration level L can be obtained based on the displacement and speed of the object M without sampling any one of the displacement, speed, and acceleration for one period of the object M and obtaining the wave height. Therefore, the vibration level L can be obtained in a timely manner. If the vibration level is detected in this way, the magnitude of the vibration of the object M can be detected in a timely and real time manner.
- the vibration level L may be obtained by using the first reference value a and the second reference value b as values corresponding to the speed and acceleration of the object M, the rate of change of acceleration and acceleration, and the integrated value of displacement and displacement. Even in this case, the phases of the first reference value a and the second reference value b are shifted from each other by 90 degrees, and the first reference value a and the second reference value b are adjusted by adjusting the second reference value b with the angular frequency ⁇ of the vibration to be detected. Since the locus when the two reference values b are orthogonal coordinates is a circle, the vibration level L is an index representing the magnitude of vibration.
- the first reference value a is set to any one of displacement, velocity, and acceleration in a direction that matches the vibration direction to be detected by the object M, and the second reference value b is equivalent to or integrated with the first reference value a. If the value is equivalent to the value, the vibration level L can be obtained.
- the first reference value a may be obtained by differentiating or integrating the sensor output without obtaining it directly from the sensor.
- the second reference value b may be obtained directly from the sensor by providing a separate sensor without obtaining it as a value corresponding to a differential value or an integral value corresponding to the first reference value a.
- the value corresponding to the integral value of the first reference value a is the second reference value b
- the value corresponding to the differential value of the first reference value a is the third reference value c
- the first reference value a and the second reference value a The value corresponding to the vibration level is obtained by the above procedure with the reference value b to obtain the first vibration level L1, and the first reference value a and the third reference using the third reference value c instead of the second reference value b.
- the value c and the value corresponding to the vibration level may be obtained by the above procedure to obtain the second vibration level L2.
- the average value of the first vibration level L1 and the second vibration level L2 calculated by adding the first vibration level L1 and the second vibration level L2 and dividing by 2 is the vibration level L.
- the value corresponding to the integral value of the first reference value a may be the third reference value c.
- an orthogonal coordinate is considered in which the first reference value a is on the horizontal axis and the second reference value b and the third reference value c are on the vertical axis.
- the first reference value a, the second reference value b, and the third reference value c are filtered by a band filter.
- the first vibration level L1 takes a value equal to or greater than the maximum value of the first reference value a, and the first reference value
- the trajectory J between a and the second reference value b is indicated by an ellipse having a longer side than the circle H having the radius of the maximum value of the first reference value a, as indicated by a broken line in FIG.
- the second vibration level L2 takes a value less than or equal to the maximum value of the first reference value a
- the locus K of the first reference value a and the third reference value c is indicated by an ellipse whose short side is smaller than the circle H. It is.
- the angular frequency ⁇ used when adjusting the above procedure is shifted from the actual angular frequency ⁇ ′.
- the maximum value of the second reference value b is ⁇ / ⁇ ′ that is the maximum value of the first reference value a.
- the maximum value of the third reference value c which is a value corresponding to the differential value of the first reference value a, is ⁇ ′ / ⁇ times the maximum value of the first reference value a.
- the second vibration level L2 is smaller than the first reference value a. Therefore, by obtaining the vibration level L by averaging these, fluctuations in the vibration level L are alleviated, and a stable vibration level L is obtained even if the vibration frequency of the object M and the vibration frequency to be detected do not match.
- the vibration level L can be detected with high accuracy. Even if the fluctuation of the vibration level L is reduced as described above, if the vibration level L swells, noise having a frequency component twice the vibration frequency of the object M may be superimposed on the vibration level L. I know it. In this case, a vibration level L may be filtered by providing a filter for removing superimposed noise.
- the vibration level L is obtained using the second reference value b and the third reference value c as the value corresponding to the integral value and the value corresponding to the differential value with respect to the first reference value a.
- the vibration level L may be obtained.
- an average value of the vibration level L obtained from the displacement and the speed and the vibration level L obtained from the acceleration and the change rate of the acceleration is obtained as the final vibration level. That is, it is also possible to obtain a final vibration level based on a plurality of vibration levels obtained with different first reference values and second reference values.
- the sprung vibration level detection unit 23 obtains a bounce speed Vb that is the vertical speed of the vehicle body B, a roll speed Vr that is the speed in the rolling direction, and a pitching speed Vp that is the speed in the pitching direction.
- First reference value acquisition unit 23a and second reference value acquisition that obtains a second reference value that is a value corresponding to a differential value of the first reference value using the value obtained by first reference value acquisition unit 23a as a first reference value A unit 23b, a filter 23c that extracts a resonance frequency component of the sprung member from the first reference value and the second reference value, an adjustment unit 23d, and a vibration level calculation unit 23e that calculates the sprung vibration level LB. .
- the first reference value acquisition unit 23a includes a bounce speed calculation unit 41 that obtains a bounce speed Vb from accelerations ⁇ 1, ⁇ 2, and ⁇ 3 detected by the acceleration sensors 22a, 22b, and 22c, and accelerations ⁇ 1, ⁇ 2,
- a roll speed calculation unit 42 that calculates the roll speed Vr from ⁇ 3
- a pitching speed calculation unit 43 that calculates the pitching speed Vp from accelerations ⁇ 1, ⁇ 2, and ⁇ 3 are provided.
- the acceleration sensors 22a, 22b, and 22c output voltage signals corresponding to the detected vertical accelerations ⁇ 1, ⁇ 2, and ⁇ 3 of the vehicle body B to the bounce speed calculation unit 41, the roll speed calculation unit 42, and the pitching speed calculation unit 43.
- the bounce speed calculator 41, the roll speed calculator 42, and the pitching speed calculator 43 process the signals of the acceleration sensors 22a, 22b, and 22c to calculate the bounce speed Vb, roll speed Vr, and pitching speed Vp of the sprung member. To do. Note that the signs of accelerations ⁇ 1, ⁇ 2, and ⁇ 3 are positive in the upward direction.
- the bounce speed calculation unit 41 obtains the acceleration ⁇ b in the bounce direction of the sprung member from the accelerations ⁇ 1, ⁇ 2, and ⁇ 3, integrates the acceleration ⁇ b to obtain the bounce speed Vb of the vehicle body B, and vibrates the bounce speed Vb in the bounce direction.
- the first reference value ab for obtaining the level Lb is used.
- the bounce speed Vb is a vertical speed at the center of gravity of the vehicle body B.
- the roll speed calculation unit 42 obtains the acceleration ⁇ r in the rolling direction of the vehicle body B from the accelerations ⁇ 1, ⁇ 2, and ⁇ 3, that is, the angular acceleration, integrates the acceleration ⁇ r to obtain the roll speed Vr, and determines the roll speed Vr in the rolling direction.
- the first reference value ar for obtaining the vibration level Lr is used.
- the roll speed Vr is an angular speed in the rolling direction at the center of gravity of the vehicle body B.
- the pitching speed calculation unit 43 obtains the acceleration ⁇ p in the pitching direction of the vehicle body B from the accelerations ⁇ 1, ⁇ 2, and ⁇ 3, that is, angular acceleration, obtains the pitching velocity Vp by integrating the acceleration ⁇ p, and calculates the pitching velocity Vp in the pitching direction.
- the first reference value ap for obtaining the vibration level Lp is used.
- the pitching speed Vp is an angular speed in the pitching direction at the center of gravity of the vehicle body B.
- the bounce acceleration ⁇ b, the roll acceleration ⁇ r, and the acceleration ⁇ p in the pitching direction are obtained from the accelerations ⁇ 1, ⁇ 2, and ⁇ 3, the installation positions of the acceleration sensors 22a, 22b, and 22c, and the center of gravity position of the vehicle body B. That is, assuming that the vehicle body B is a rigid body and obtaining vertical accelerations ⁇ 1, ⁇ 2, and ⁇ 3 at arbitrary three locations that are not on the same straight line on the same horizontal plane of the vehicle body B, the bounce speed at an arbitrary position of the vehicle body B is obtained. Since Vb, roll speed Vr, and pitching speed Vp are uniquely determined, displacement and acceleration can be obtained in the same manner.
- the first reference value is the rotation angle that is the displacement in the rotation direction of the object, the angular velocity that is the speed in the rotation direction, and the acceleration in the rotation direction. It may be angular acceleration.
- the vibration level Lb in the bounce direction, the vibration level Lr in the rolling direction, and the vibration level Lp in the pitching direction at the center of gravity of the vehicle body B are obtained.
- the second reference value acquisition unit 23b obtains a second reference value bb corresponding to the acceleration in the bounce direction by differentiating the bounce speed Vb, and differentiates the first reference value ar, which is the roll speed Vr.
- the second reference value br corresponding to the acceleration in the rolling direction is obtained
- the second reference value bp corresponding to the acceleration in the pitching direction of the sprung member is obtained by differentiating the first reference value ap which is the pitching speed Vp.
- Each of the second reference values bb, br, and bp is a value corresponding to a differential value of the first reference values ab, ar, and ap, and is used as a second reference when obtaining the bounce speed Vb, roll speed Vr, and pitching speed Vp. Since values corresponding to the values bb, br, and bp are calculated, this may be used as the second reference value.
- the filter 23c includes a first reference value ab in the bounce direction, a second reference value bb in the bounce direction, a first reference value ar in the rolling direction, a second reference value br in the rolling direction, a first reference value ap in the pitching direction, and pitching
- the second reference value bp in the direction is filtered to extract the resonance frequency component of the vehicle body B.
- the adjusting unit 23d adjusts the second reference value bb in the bounce direction, the second reference value br in the rolling direction, and the second reference value bp in the pitching direction using an angular frequency ⁇ that matches the resonance frequency of the vehicle body B.
- the vibration level calculation unit 23e uses the calculation method for obtaining the vibration level L of the object M from the first reference value ab in the bounce direction and the second reference value bb in the adjusted bounce direction, so that the bounce in the vehicle body B is performed.
- the direction vibration level Lb is obtained.
- the vibration level calculation unit 23e uses the calculation method described above from the first reference value ar in the rolling direction and the second reference value br in the adjusted rolling direction, so that the vibration level Lr in the rolling direction in the vehicle body B is obtained.
- the vibration level calculation unit 23e calculates the vibration level Lp in the pitching direction of the vehicle body B by using the above calculation method from the first reference value ap in the pitching direction and the second reference value bp in the pitching direction after adjustment.
- the sprung vibration level detection unit 23 adds the vibration level Lb in the bounce direction, the vibration level Lr in the rolling direction, and the vibration level Lp in the pitching direction to obtain the sprung vibration level LB of the vehicle body B.
- the vibration level Lr in the rolling direction and the vibration level Lp in the pitching direction are vibration levels in the rotational direction at the center of gravity of the vehicle body B.
- the sprung vibration level detector 23 multiplies the vibration level Lr in the rolling direction by the average value of the lateral distances from the position of the center of gravity of the vehicle body B to the portion located immediately above the four dampers D, thereby obtaining four dampers.
- the average value of the roll vibration level immediately above D is calculated.
- the sprung vibration level detector 23 multiplies the vibration level Lp in the pitching direction by the average value of the distances in the front-rear direction from the center of gravity of the vehicle body B to the portion located immediately above the four dampers D, The average value of the pitching vibration level immediately above D is calculated.
- the sprung vibration level detector 23 obtains the sprung vibration level LB by adding these average values to the bounce direction vibration level Lb.
- the average lateral distance is the average value of half the front wheel tread width and half the rear wheel tread width. It may be adopted.
- the average value of the distance in the front-rear direction is a value obtained by averaging the distance in the front-rear direction between the front wheel position and the center of gravity position and the distance in the front-rear direction between the rear wheel position and the position of the center of gravity. In that case, either one of the values may be adopted.
- the sprung vibration level LB obtained in this way is input to the determination unit 25.
- the unsprung vibration level detection unit 24 is a value corresponding to the differential value of the first reference value with the stroke speed Vd of the damper D obtained from the stroke speed calculation unit 21 as the first reference value.
- a second reference value acquisition unit 24a for obtaining a two reference value
- a third reference value acquisition unit 24b for obtaining a third reference value, which is a value corresponding to the integral value of the first reference value, a first reference value, and a second reference
- a filter 24c for extracting the resonance frequency component of the unsprung member from the value and the third reference value
- an adjustment unit 24d and a vibration level calculation unit 24e for obtaining an unsprung vibration level LW which is the magnitude of vibration of the wheel W.
- the damper control device E is provided with a stroke speed calculation unit 21.
- the stroke speed Vd obtained by the stroke speed calculation unit 21 is used as the first reference value, so the unsprung vibration level detection unit 24 acquires the first reference value. Does not have a part. However, when a sensor is attached to the wheel W to directly detect the vertical acceleration, speed, and displacement of the wheel W and set it as the first reference value, the unsprung vibration level detector 24 detects the vertical acceleration of the wheel W, You may provide the 1st reference value acquisition part which acquires speed and a displacement as a 1st reference value.
- the second reference value acquisition unit 24a obtains the stroke acceleration ⁇ d of the damper D by differentiating the first reference value that is the stroke speed Vd of the damper D.
- the third reference value acquisition unit 24b integrates the first reference value that is the stroke speed Vd to obtain the damper displacement Xd that is the stroke displacement of the damper D, and uses this as the third reference value. Since the damper displacement Xd is detected by the stroke sensor 20, the detected damper displacement Xd may be used as the third reference value as it is.
- the filter 24c filters the stroke speed Vd of the damper D, which is the first reference value, the stroke acceleration ⁇ d, which is the second reference value, and the damper displacement Xd, which is the third reference value, and the stroke speed Vd, the stroke acceleration ⁇ d, and the damper displacement. Only the frequency component of the resonance frequency band of the wheel W included in Xd is extracted.
- the processing of the filter 24c is You may perform only with respect to the damper displacement Xd before obtaining one reference value. That is, the filtering process may be performed directly on the output of the stroke sensor 20 or may be performed only on the first reference value before obtaining the second reference value and the third reference value.
- the adjusting unit 24d adjusts the first reference value, the second reference value, and the third reference value thus obtained by using the angular frequency ⁇ that matches the resonance frequency of the wheel W.
- the vibration level calculation unit 24e obtains a first vibration level LW1 from the first reference value and the second reference value, obtains a second vibration level LW2 from the first reference value and the third reference value, and calculates an average value of these values.
- the unsprung vibration level LW of a certain wheel W is obtained.
- the third reference value acquisition unit 24b and obtaining the unsprung vibration level LW the unsprung vibration level LW can be detected with higher accuracy.
- the unsprung vibration level LW is input to the undulating rough road control calculation unit 2 and the final command calculation unit 3.
- the determination unit 25 determines that the road surface on which the vehicle is traveling is a wavy road, and when the sprung vibration level LB is less than the sprung vibration level threshold, the wavy road It is determined that it is not. That is, the determination unit 25 determines that the vehicle body B is a wavy road when the vehicle body B vibrates greatly. In the determination by the determination unit 25, the sprung vibration level LB is corrected according to the speed of the vehicle.
- the determination unit 25 obtains a correction coefficient based on the speed of the vehicle, multiplies the correction coefficient by the sprung vibration level LB to correct the sprung vibration level LB, and a corrected calculation unit 25a.
- a determination calculation unit 25b that compares the sprung vibration level LB with the sprung vibration level threshold and performs the above determination.
- the determination unit 25 corrects the sprung vibration level LB by multiplying the sprung vibration level LB by a correction coefficient that increases as the vehicle speed increases, and the corrected sprung vibration level LB is equal to or greater than the sprung vibration level threshold. Whether or not the road is a wavy road is determined.
- the sprung vibration level threshold value decreases, so that it is easy to determine that the vibration of the vehicle body B is small and the road is a tortuous road.
- the damper D exhibits a damping force suitable for the undulating road and improves the road surface followability of the vehicle body B.
- the ride comfort in the vehicle can be improved.
- FIG. 21 is a flowchart showing the undulating road determination process performed in step S3 of FIG.
- the damper control device E obtains a correction coefficient based on the vehicle speed.
- the damper controller E corrects the sprung vibration level by multiplying the correction coefficient obtained in step S11 by the sprung vibration level LW.
- the damper control device E compares the corrected sprung vibration level with a predetermined threshold value. When the corrected sprung vibration level is equal to or greater than the threshold value, the process proceeds to step S14, and it is determined that the road is a wavy road. When the corrected sprung vibration level is smaller than the threshold value, the process proceeds to step S15, and it is determined that the road is not a wavy road.
- the correction calculation unit 25a may be eliminated from the configuration of the determination unit 25. Further, the determination unit 25 determines whether or not the road is a wavy road using the sprung vibration level LB as a parameter. In addition to the sprung vibration level LB, for example, the vertical acceleration, speed, and displacement of the vehicle body B are determined. It may be determined whether or not the road is a wavy road using, for example, parameters. However, since the sprung vibration level LB represents the magnitude of the vibration of the vehicle body B, it is possible to accurately detect whether or not the vehicle body B vibrates greatly when the sprung vibration level LB is used as a parameter. it can.
- the vibration of the vehicle body B when determining whether or not the vibration of the vehicle body B is large using the speed of the vehicle body B as a parameter, if the vehicle body B is displaced maximum even if the vibration of the vehicle body B itself is large, the speed of the vehicle body B becomes zero. Since the speed of the vehicle body B is maximum when B is at the center of vibration, it is difficult to accurately detect the magnitude of vibration of the vehicle body B. Therefore, the magnitude of the vibration of the vehicle body B can be accurately determined by using the sprung vibration level LB.
- the undulating good road control calculation unit 1 shown in FIG. 1 receives the input of the stroke speed Vd of the damper D obtained by the stroke speed calculation unit 21, and uses the low frequency component of the stroke speed Vd.
- a filter 1a that extracts a certain low-frequency damper speed VLow
- a differentiator 1b that receives a stroke speed Vd of the damper D and obtains a stroke acceleration ⁇ d that is a rate of change of the stroke speed Vd
- a control command generating unit 1c that obtains a wavy good road control command Fg, which is a target damping force for a wavy good road based on the damper speed VLow, and the sprung vibration level LB corrected by the correction calculating unit 25a in the determining unit 25 and the vehicle Based on the speed acceleration unit 1d for correcting the undulating good road control command Fg based on the speed of the motor and the stroke acceleration
- the filter 1a obtains a low frequency damper speed VLow by extracting a low frequency component including the resonance frequency band of the vehicle body B included in the stroke speed Vd of the damper D.
- the filter 1a is, for example, a low-pass filter whose cutoff frequency is a frequency slightly higher than the resonance frequency of the vehicle body B elastically supported by the suspension spring VS.
- the filter 1a may be a bandpass filter that allows transmission of components in the resonance frequency band of the vehicle body B.
- the differentiating unit 1b obtains the stroke acceleration ⁇ d by differentiating the stroke speed Vd.
- the differentiating unit 1b may perform a pseudo differential operation by performing a high-pass filter process.
- the control command generation unit 1c has a predetermined map indicating the relationship between the low frequency damper speed VLow and the target damping force for the undulating good road, and performs map calculation using the map from the low frequency damper speed VLow. Thus, the target damping force is obtained, and the target damping force is output as the undulating good road control command Fg.
- the map can be designed arbitrarily.
- the speed correction unit 1d corrects the undulation good road control command Fg output by the control command generation unit 1c based on the sprung vibration level LB corrected by the correction calculation unit 25a and the vehicle speed.
- the speed correction unit 1d selects one from three speed gain maps prepared in advance according to the vehicle speed. As shown in FIG. 11, three speed gain maps are prepared for low speed, medium speed, and high speed according to the vehicle speed. Each speed gain map is obtained by mapping the relationship between the sprung vibration level LB and the speed gain. If the sprung vibration level LB is the same, the speed gain becomes the smallest value when the low speed speed gain map is selected, and becomes the maximum value when the high speed speed gain map is selected.
- the speed correction unit 1d corrects the undulation good road control command Fg by multiplying the undulation good road control command Fg by the speed gain. Even if the sprung vibration level LB is the same value, when the vehicle speed is high, the undulating good road control command Fg is larger than when the vehicle speed is low. Therefore, when the undulating good road control command Fg is valid in the final command calculation unit 3 described later, when the vehicle speed increases, the damping force generated by the damper D increases as compared with the case where the vehicle speed is low. It can contribute to the stability of the vehicle body posture. Note that the speed correction unit 1d that makes the swell good road control command Fg sensitive to the vehicle speed may be eliminated if not necessary.
- the acceleration correction unit 1e corrects the swell good road control command Fg based on the stroke acceleration ⁇ d obtained by the differentiation unit 1b.
- the acceleration correction unit 1e obtains an acceleration gain that decreases as the stroke acceleration ⁇ d increases, and corrects the undulation good road control command Fg by multiplying the undulation good road control command Fg by the acceleration gain.
- the stroke acceleration ⁇ d is large, the waviness good road control command Fg is smaller than when the stroke acceleration ⁇ d is small. Therefore, when the undulating good road control command Fg is valid in the final command calculation unit 3 to be described later, when the stroke acceleration ⁇ d increases, the damping force generated by the damper D becomes smaller than when the stroke acceleration ⁇ d is small.
- the acceleration correction unit 1e that makes the undulation good road control command Fg sensitive to the stroke acceleration ⁇ d may be eliminated if unnecessary.
- FIG. 22 is a flowchart showing the calculation process of the undulating good road control command Fg performed in step S6 of FIG.
- the damper control device E reads the stroke speed Vd of the damper D.
- the damper control device E filters the stroke speed Vd read in step S21 to obtain a low frequency damper speed VLow.
- the damper control device E obtains a wavy good road control command Fg from a map showing the relationship between the low frequency damper speed VLow and the target damping force for a good wavy road.
- step S24 the damper control device E obtains the speed gain from the speed gain map indicating the relationship between the sprung vibration level LB and the vehicle speed, and corrects the undulation good road control command by multiplying the undulation good road control command Fg by the speed gain.
- step S25 the damper control device E obtains a stroke acceleration ad by differentiating the stroke speed Vd.
- step S26 the damper control device E obtains an acceleration gain based on the stroke acceleration ad obtained in step S25, and corrects the undulation good road control command by multiplying the undulation good road control command by the acceleration gain.
- the undulating rough road control calculation unit 2 shown in FIG. 1 obtains the damping force target value from the damping characteristic suitable for damping the unsprung member and the stroke speed Vd of the damper D.
- Control command generation for correcting the swell rough road control command Fb by correcting the damping force target value F of the damper D based on the desired damping force target value calculation unit 2a and the low frequency damper speed VLow which is a low frequency component of the stroke speed Vd. Part 2b.
- the damping force target value calculation unit 2a obtains a target damping force from the damping characteristics prepared in advance and the stroke speed Vd obtained by the stroke speed calculation unit 21.
- the damping force target value calculation unit 2a obtains a damping force corresponding to the current stroke speed Vd as the damping force target value F with reference to the damping characteristic map shown in FIG.
- the damping characteristic shown in FIG. 13 shows a damping force suitable for suppressing the vibration of the unsprung member with respect to the stroke speed Vd. 13 indicates the output lower limit of the damping force of the damper D, and the alternate long and short dash line indicates the output upper limit of the damping force of the damper D.
- the damper D can change the damping force in a range from the output lower limit to the output upper limit.
- damping characteristics soft, medium, and hard
- an optimum damping characteristic is selected according to the magnitude of the unsprung vibration level LW, and the damping force is selected using the selected damping characteristic.
- the target value F may be obtained.
- the damping characteristic may be selected based on a parameter other than the unsprung vibration level LW, such as the stroke speed Vd.
- the control command generation unit 2b has a determination unit 60 that determines whether or not the damper D can exhibit a damping force that suppresses the low-frequency damper speed VLow, and the unsprung vibration level LW is A saturation calculation unit 61 that saturates the value of the unsprung vibration level LW when the upper limit value or the lower limit value is exceeded, and inputs the stroke speed Vd and the unsprung vibration level LW, and divides the stroke speed Vd by the unsprung vibration level LW.
- the determination unit 60 determines whether or not the damper D can exhibit a damping force that suppresses the sprung resonance frequency component of the stroke speed Vd from the low frequency damper speed VLow and the vibration information of the damper D.
- the vibration information of the damper D may be information that indicates the current direction of the damping force.
- the determination unit 60 obtains the speed direction of the stroke speed Vd of the damper D and the direction of the low frequency damper speed VLow which is a low frequency component of the stroke speed Vd.
- the determination unit 60 performs a process of obtaining a low frequency damper speed VLow that is a low frequency component of the stroke speed Vd, and obtains a low frequency component of the stroke speed Vd. . Since this process is common to the process in the filter 1a in the undulating good road control calculation unit 1, this process may be performed in the filter 1a.
- the vibration information of the damper D may be information indicating the current direction of the damping force, and may be information such as the stroke speed Vd of the damper D, the displacement, and the pressure of the pressure chambers 15 and 16. Such information may be obtained directly from a sensor that senses the vibration state of the damper D, or may be obtained from the control device when there is a higher control device of the damper control device E. In this case, since the stroke speed Vd is obtained by the damper control device E, as shown in FIG.
- the stroke speed Vd obtained by the stroke speed calculation unit 21 is input to the determination unit 60 as vibration information of the damper D, or If the displacement of the damper D obtained by the stroke sensor 20 is input to the determination unit 60, it is not necessary to provide a sensor for obtaining vibration information of the damper D separately.
- the determination unit 60 determines whether or not the damper D can exhibit a damping force that suppresses the low frequency damper speed VLow. Specifically, the direction of the low frequency damper speed VLow and the expansion / contraction direction of the damper D are the same. Judging whether or not.
- the low frequency damper speed VLow Damper D suppresses low frequency damper speed VLow when the sign of damper speed VLow coincides with the sign of stroke speed Vd or when the result of multiplication of low frequency damper speed VLow and stroke speed Vd is a positive value. Judge that they can demonstrate their power.
- the upper speed of the low frequency damper speed VLow is positive and the stroke speed Vd on the extension side of the damper D is negative, or the upper speed of the low frequency damper speed VLow is negative, and the damper D
- the stroke speed Vd on the expansion side is positive, the low frequency damper speed VLow and the stroke speed Vd are inconsistent with each other, or the multiplication result of the low frequency damper speed VLow and the stroke speed Vd is a negative value. What is necessary is just to judge that the damper D can exhibit the damping force which suppresses the low frequency damper speed VLow.
- the saturation calculation unit 61 performs a process of limiting to the lower limit value when the value of the unsprung vibration level LW is lower than the lower limit value, and limiting to the upper limit value when the value exceeds the upper limit value. For example, if the lower limit value of the unsprung vibration level LW is 0.3 and the upper limit value is 0.6, the value of the unsprung vibration level LW is set when the value of the unsprung vibration level LW is less than 0.3. If the value of the unsprung vibration level LW is greater than 0.6, the value of the unsprung vibration level LW is set to 0.6. When the value of the unsprung vibration level LW is 0.3 or more and 0.6 or less, the value of the unsprung vibration level LW is output as it is.
- the division unit 62 receives the input of the unsprung vibration level LW output from the stroke speed Vd and the saturation calculation unit 61, and executes division to divide the stroke speed Vd by the unsprung vibration level LW.
- the value thus obtained is input to the gain calculation unit 63 together with the determination result of the determination unit 60.
- the division unit 62 outputs a value of 1 or more.
- the division unit 62 outputs 0.5.
- the division unit 62 sets 0. Output.
- the sign of the stroke speed Vd is reversed in the direction of expansion and contraction of the damper D, and the unsprung vibration level LW always takes a positive value. Therefore, the calculation result of the division unit 62 is obtained on the expansion side and the contraction side of the damper D. The sign is reversed. By providing the division unit 62 in this way, the stroke speed Vd is normalized in the map calculation in the gain calculation unit 63.
- the gain calculation unit 63 is used when the damper D can exhibit a damping force that suppresses the low frequency damper speed VLow, and when the damper D cannot exhibit the damping force that suppresses the low frequency damper speed VLow.
- the gain calculation unit 63 selects one of the two gain maps M1 and M2 from the determination result of the determination unit 60, obtains an addition gain from the stroke speed Vd / LW normalized by the division unit 62, and adds the gain. 1 is added to finally obtain a correction gain G to be multiplied by the damping force target value F. In other words, the more the gain value deviates from 1, the larger the damping force target value F is corrected.
- the gain maps M1 and M2 are set on a graph in which the vertical axis represents the addition gain and the horizontal axis represents the normalized stroke speed Vd / LW.
- the gain map M1 is a value between 0 and 0.3 with respect to the normalized stroke speed Vd / LW taking values from ⁇ 1 to 1 on the horizontal axis. Is supposed to take.
- the addition gain takes a value between ⁇ 0.3 and 0 with respect to the normalized stroke speed Vd / LW.
- the addition gain takes ⁇ 0.3 or 0.3 which is the value at the end of the gain maps M1 and M2.
- the gain calculation unit 63 outputs a value obtained by adding 1 to the addition gain value obtained by map calculation using the gain maps M1 and M2 as the correction gain G. Even if the absolute value of the stroke speed Vd becomes equal to or greater than the unsprung vibration level LW, the addition gain is limited to the lower limit value of ⁇ 0.3 or the upper limit value of 0.3, and the value of the correction gain G is saturated. Further, the correction gain G changes according to the stroke speed Vd of the damper D, and the correction gain G increases as the stroke speed Vd increases. Note that the correction gain G may be obtained directly from the normalized stroke speed Vd / LW by taking the correction gain on the vertical axis of the gain maps M1 and M2.
- the multiplication unit 64 multiplies the damping force target value F by the correction gain G to obtain a swell rough road control command Fb that is the final damping force target value.
- the amplitude of the stroke speed Vd of the damper D during vibration is also large, so that the rate of change of the stroke speed Vd is larger than when the unsprung vibration level LW is small. . Therefore, when the unsprung vibration level LW is large, the rate of change of the damping force of the damper D is also larger than when the unsprung vibration level LW is small, particularly when the stroke speed Vd is in the low speed range. Force change becomes significant.
- the correction gain G is determined only by the stroke speed Vd regardless of the magnitude of the unsprung vibration level LW, when the unsprung vibration level LW is large, the deviation of the gain value from 1 becomes too large and the stroke speed Vd. There is a possibility that the damping force of the damper D is suddenly changed when is in the low speed range.
- a correction gain map is prepared for each magnitude of the unsprung vibration level LW.
- at least two correction gain maps are prepared when the unsprung vibration level LW is 0.3 and 0.6, and when the unsprung vibration level LW takes other values, the correction gain map
- the correction gain G is obtained by linear interpolation or the like. Note that the greater the unsprung vibration level LW, the greater the correction gain G when the stroke speed Vd is in the low speed range, and the greater the value of the correction gain G is as described above. Until saturation, the greater the unsprung vibration level LW, the smaller the deviation of the correction gain G value from 1 for any stroke speed Vd.
- FIG. 23 is a flowchart showing the calculation process of the swell rough road control command Fb performed in step S8 of FIG.
- the damper control device E reads the stroke speed Vd.
- the damper control device E obtains the damping force target value F from the damping characteristic prepared in advance and the stroke speed Vd.
- the damper control device E determines whether or not the damper D can exhibit a damping force that suppresses the low-frequency damper speed VLow.
- the damper control device E reads the unsprung vibration level LW.
- step S35 the damper control device E performs a process of limiting to the lower limit value when the value of the unsprung vibration level LW falls below the lower limit value, and limiting to the upper limit value when exceeding the upper limit value.
- step S36 the damper control device E divides the stroke speed Vd by the unsprung vibration level processed in step S35.
- step S37 the damper control device E obtains an addition gain based on the determination result in step S33, the calculation result in step S36, and the gain maps M1 and M2.
- step S39 the damper controller E multiplies the damping force target value F and the correction gain to obtain a swell rough road control command Fb.
- the vibration direction of the sprung member and the vibration direction of the damper D coincide with each other. If one gain map M1 and one gain map M2 when the two do not coincide with each other are prepared, it is not necessary to prepare many correction gain maps according to the unsprung vibration level LW. Thereby, calculation becomes easy and the storage capacity in the damper control device E can be reduced.
- a correction gain map corresponding to the unsprung vibration level LW is not prepared, but is not normalized by the unsprung vibration level LW, and is added from the stroke speed Vd.
- a correction gain G may be obtained by preparing a map for obtaining the gain or the correction gain G.
- the gain maps M1 and M2 are line symmetric about the vertical axis, but are not limited to this.
- the gain maps M1 and M2 are line symmetric with respect to the line of the vertical axis 0, and map based on the gain maps M1 and M2 with respect to an arbitrary normalized stroke speed Vd / LW value.
- the calculated value is a value obtained by inverting signs.
- a value obtained by adding 1 to these values is the correction gain G, and when both are added, 2 is obtained.
- the damping characteristic of the damper D has the same absolute value of the damping force on the expansion side and the contraction side of the damper D with respect to an arbitrary stroke speed Vd.
- the stretching ratio which is the ratio, is 1.
- the correction gain G when the correction gain G is obtained as described above, the sum of the value of the extension side damping force and the value of the compression side damping force of the damper D for an arbitrary stroke speed Vd is obtained by multiplying the damping force target value F by the correction gain G. It becomes the same value before and after. By doing so, the damping force output in one stroke cycle of the damper D and the energy absorption amount calculated by the stroke speed Vd are obtained when the damping force target value F is multiplied by the correction gain G and before it is multiplied. Will be equal. Considering the vibration suppression of the unsprung member, if the energy absorption amount of the damper D is the same, the vibration of the unsprung member can be sufficiently suppressed.
- the undulating rough road control command Fb to be given to the drive unit 27 that actually drives the damping force adjusting unit 18 of the damper D by multiplying the damping force target value F by the correction gain G is obtained.
- the swell rough road control command Fb may be obtained from the stroke speed Vd and the corrected map. Further, for example, several damping characteristics are prepared, and the damping characteristic most suitable for damping the unsprung member is selected according to the value of the unsprung vibration level LW, and the damping force is selected based on the selected damping characteristic.
- the target value F may be obtained and corrected with the correction gain G.
- the gain obtained by the gain calculation unit 63 may be corrected by the value of the low frequency damper speed VLow.
- the control command generation unit 2b has a gain correction unit 65 after the gain calculation unit 63, and the gain correction unit 65 calculates the gain when the value of the low frequency damper speed VLow is low.
- the gain obtained by the unit 63 is multiplied by a correction gain that takes a value of 1 or less.
- the gain when the low frequency damper speed VLow is low is reduced to reduce the degree of change of the damping coefficient, and in particular, the damping of the damper D when the speed direction of the low frequency component of the stroke speed Vd of the damper D is reversed. It is possible to alleviate the sudden decrease in force and further improve the riding comfort of the vehicle.
- the gain obtained by the gain calculation unit 63 may be corrected independently of the correction gain G in accordance with the speed of the vehicle.
- the control command generation unit 2 b includes a gain speed correction unit 66 after the gain calculation unit 63, and the gain speed correction unit 66 sets the vehicle speed to the gain obtained by the gain calculation unit 63.
- the gain is corrected by multiplying it by a speed correction gain that gradually increases as becomes higher.
- the correction of the gain based on the vehicle speed and the correction of the gain based on the value of the low-frequency damper speed VLow may be provided independently of each other and both corrections may be performed.
- the undulating good road control command Fg and the undulating bad road control command Fb are obtained for each of the four dampers D.
- the final command calculation unit 3 obtains a final control command Ff for each damper D based on the undulating good road control command Fg and the undulating bad road control command Fb. That is, the final command calculation unit 3 determines the final control command Ff of the damper D based on the undulating good road control command Fg and the undulating bad road control command Fb obtained for one damper D.
- the damper D interposed between the right front wheel W of the vehicle and the vehicle body B is a right front damper
- it is based on the swell good road control command Fg and the swell bad road control command Fb obtained for the right front damper.
- the final command calculation unit 3 obtains final control commands Ff for all the dampers D in the same manner for the other dampers D.
- the final command calculation unit 3 includes a road surface gain generation unit 3 a that calculates a good road gain Gg and a bad road gain Gb that change from 1 to 0 with respect to the input of the unsprung vibration level LW, A value obtained by multiplying the good road gain Gg obtained by the gain generation unit 3a and the undulating good road control command Fg and a value obtained by multiplying the bad road gain Gb and the undulating bad road control command Fb are added to obtain a final control command Ff.
- the road surface gain generation unit 3a has a map indicating the relationship between the unsprung vibration level LW and the good road gain Gg.
- a map calculation is performed to obtain a good road gain Gg. .
- the road surface gain generating unit 3a subtracts the good road gain Gg from 1 to obtain the bad road gain Gb.
- the good road gain Gg decreases as the unsprung vibration level LW increases, and takes 1 until the unsprung vibration level LW exceeds a lower value that is arbitrarily set.
- the value of the vibration level LW is greater than or equal to an upper value that is larger than the arbitrarily set lower value, 0 is taken. Between the lower value and the upper value, the value of the unsprung vibration level LW increases from 1 to 0. And change.
- the final control command Ff is obtained by adding a value obtained by multiplying the good road gain Gg and the undulating good road control command Fg, and a value obtained by multiplying the bad road gain Gb and the undulating bad road control command Fb. That is, when the value of the unsprung vibration level LW is smaller than the lower value and the road surface is estimated to be a good road, the swell good road control command Fg is valid, while the swell bad road control command Fb is invalid. It becomes. When the value of the unsprung vibration level LW is equal to or higher than the upper value, and it is estimated that the road surface is a rough road, the undulating good road control command Fg is invalid, while the undulating bad road control command Fb is valid.
- the final control command Ff is obtained by changing the ratio of the good road control command Fg and the undulating bad road control command Fb. Since the final control command Ff is obtained in this way, it is possible to perform control such as switching between the good road control and the bad road control by fading in and out depending on the road surface condition, and the road surface condition is intermediate between the good road and the bad road. Even in the situation, the damping force generated by the damper D can be optimized for the road surface.
- the determination unit 3c validates the final control command Ff as it is.
- the determination unit 25c determines that the road surface is not a wavy road
- the determination unit 3c determines the final control command Ff.
- the value is set to 0 and output to the current value calculation unit 26. That is, the final command calculation unit 3 validates the final control command Ff suitable for the wavy road if it is a wavy road, and invalidates the control for the wavy road described above if it is not a wavy road.
- the control command Ff is set to 0 and the command is sent to the current value calculation unit 26.
- FIG. 24 is a flowchart showing the calculation process of the final control command Ff performed in step S9 of FIG.
- the damper control device E obtains a good road gain Gd and a bad road gain Gb that change from 1 to 0 based on the unsprung vibration level LW.
- the damper control device E adds the value obtained by multiplying the undulating good road control command Fg and the good road gain Gb, and the value obtained by multiplying the undulating bad road control command Fb and the bad road gain Gb, to obtain a final control command.
- Find Ff the damper control device E determines whether or not the road is a wavy road. In the case of a wavy road, the final control command Ff is left as it is. If it is not a wavy road, the process proceeds to step S44 and the final control command Ff is set to zero.
- the control command other than the control for the wavy road is 0 when the determination unit 25 determines that it is a wavy road, and when it is determined that it is other than the wavy road, a control law other than the wavy road is determined. And is input to the current value calculation unit 26 together with the above-described final control command Ff.
- the current value calculation unit 26 obtains the current value I to be given to the damping force adjustment unit 18 based on the result of high-selection that compares the control command other than for the undulating road and the final control command Ff and selects the higher one.
- the switching between the undulation road determination and the determination other than the undulation road in the determination unit 25 is performed based on the determination of the validity or invalidity of the undulation road control and the control other than the undulation road, and the determination is made to fade in and out. The sudden change in damping force can be alleviated.
- the drive unit 27 includes, for example, a PWM circuit and supplies the current amount I according to the current value I obtained by the current value calculation unit 26 to the damping force adjustment unit 18. Each damper D exhibits a damping force in accordance with the final control command Ff when the undulating road is determined.
- the drive unit 27 includes compensators such as PI compensation and PID compensation, and feedback-controls the current flowing through the damping force adjustment unit 18 and supplies the current to the damping force adjustment unit 18 according to the current value I. Note that the drive unit 27 may not perform feedback control.
- the damper control device E obtains the final control command Ff on the undulation road based on the undulation good road control command Fg and the undulation bad road control command Fb for each of the plurality of dampers D provided in the vehicle. Even when traveling on different road surface conditions, all the dampers D can exhibit a damping force suitable for the road surface condition on which each wheel W travels. Therefore, road surface followability and riding comfort in the vehicle can be improved.
- the damper control device E obtains a good road gain Gg to be multiplied by the undulating good road control command Fg and a rough road gain Gb to be multiplied by the undulating bad road control command Fb, and the final command calculation unit 3 obtains the good road control command Fg.
- the final control command Ff is obtained based on the value obtained by multiplying the good road gain Gg and the value obtained by multiplying the swell rough road control command Fb by the rough road gain Gb.
- damper control device E is set to be 1 when the good road gain Gg and the bad road gain Gb are added, the final control command Ff is prevented from becoming excessive or insufficient. Can do.
- the vibration of the unsprung member is transmitted to the sprung member and is transmitted to the sprung member. Vibration in the sprung resonance frequency band is excited.
- the damper control device E the low-frequency damper speed VLow of the stroke speed Vd of the damper D can be suppressed to suppress the vibration of the sprung member, and the sprung member can follow the flat road surface. Even if skyhook control is not performed, the sprung member can be damped at the same level as when skyhook control is performed.
- the damper control device E includes a determination unit 25 that determines whether or not the vehicle is traveling on a wavy road, and determines that the final control command Ff is valid when it is determined that the vehicle is traveling on a wavy road. Therefore, the control suitable for the swell road can be executed in a timely manner.
- the damper control device E in the determination of the determination unit 25, it is determined whether or not the vehicle is traveling on the undulating road based on the sprung vibration level LB that is the magnitude of the vibration of the vehicle body B. It is possible to accurately determine whether or not the vehicle is traveling on the road, and it is possible to accurately perform the separation between the wavy road control and the control other than the wavy road.
- the damper control device E includes the speed correction unit 1d that corrects the undulation good road control command Fg based on the sprung vibration level LB and the vehicle speed, even if the sprung vibration level LB is the same value,
- the undulating good road control command Fg is larger than when the vehicle speed is low, and when the vehicle speed is high, the damping force generated by the damper D is larger than when the vehicle speed is low, and the vehicle body posture in the vehicle is stabilized. It can be made.
- the damper control device E includes the acceleration correction unit 1e that corrects the undulation good road control command Fg based on the stroke acceleration ⁇ d of each damper D, the undulation is larger when the stroke acceleration ⁇ d is large than when it is small.
- the good road control command Fg is reduced, the sudden change in the damping force of the damper D is alleviated, and deterioration of the riding comfort in the vehicle can be prevented.
- the damper control device E includes, as hardware resources, an A / D converter for capturing a signal output from the sensor unit, and a program used for processing necessary for vibration level detection and current value I calculation.
- a storage device such as ROM (Read Only Memory) to be stored, a CPU (Central Processing Unit) that executes processing based on the program, and a RAM (Random Access Memory) that provides a storage area for the CPU A storage device. Operation
- the damping characteristic of the damper D is set so that the magnitude of the damping force on the expansion side and the contraction side of the damper D with respect to an arbitrary stroke speed Vd is the same.
- the above-described embodiment can also be applied to a damper that does not have a damping characteristic. In this case, when the undulation rough road control command Fb is generated, if the damping characteristic is changed so that the total of the damping force amount output when the damper D is extended and the damping force amount output when the damper D is contracted is the same, Since a sufficient damping force amount necessary for vibration suppression is ensured, there is no adverse effect on the vibration control of the wheel W.
- the wheel W is swingably attached to the vehicle body B in addition to detecting the relative displacement between the cylinder 12 and the piston rod 14 detected by the stroke sensor 20.
- a sensor may be attached to the arm or the like to detect the vertical acceleration of the wheel W directly, and the first reference value may be obtained using the vertical acceleration.
- the stroke sensor 20 may be incorporated in the damper D.
- the four-wheeled vehicle has been described as a model in the above embodiment, the present invention can be similarly applied to a case where the vehicle includes four or more wheels W.
- the undulating good road control calculating part 1 and the undulating bad road control calculating part 2 are examples, and are not limited to the above.
- the damper control device E determines whether the road surface on which the vehicle is traveling is a good swell road or a bad swell road. This determination determines the road surface. Instead, the road surface condition is estimated by evaluating the vibration state of the sprung member and the unsprung member using the sprung vibration level LB and the unsprung vibration level LW. Therefore, the good road control and the bad road control are not executed only when the road surface is actually a wavy road. If the sprung vibration level LB is high, the road surface is not a wavy road. The above control is executed, and the road surface followability of the sprung member is improved.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims (8)
- 車両における車体と複数の車輪との間のそれぞれに介装される各ダンパの減衰力を制御するダンパ制御装置であって、
うねりを有する路面であるうねり良路に適するうねり良路制御指令を前記ダンパ毎に求めるうねり良路制御演算部と、
前記うねり良路より凹凸の多いうねり悪路に適するうねり悪路制御指令を前記ダンパ毎に求めるうねり悪路制御演算部と、
前記うねり良路制御指令と前記うねり悪路制御指令とに基づいて前記ダンパ毎の最終制御指令を求める最終指令演算部と、
を備える、
ダンパ制御装置。 - 請求項1に記載のダンパ制御装置であって、
前記最終指令演算部は、前記うねり良路制御指令に乗じる良路ゲインと前記うねり悪路制御指令に乗じる悪路ゲインとを求め、前記うねり良路制御指令に前記良路ゲインを乗じて得た値と前記うねり悪路制御指令に前記悪路ゲインを乗じて得た値とに基づいて前記最終制御指令を求める、
ダンパ制御装置。 - 請求項2に記載のダンパ制御装置であって、
前記最終制御指令演算部は、前記車輪の各輪の振動の大きさであるばね下振動レベルに基づいて前記良路ゲインと前記悪路ゲインとを求める、
ダンパ制御装置。 - 請求項3に記載のダンパ制御装置であって、
前記良路ゲインと前記悪路ゲインとを加算すると1になる、
ダンパ制御装置。 - 請求項1に記載のダンパ制御装置であって、
前記車両がうねり路を走行中であるか否かを判定する判定部をさらに備え、
前記車両がうねり路を走行中であると判定される場合に、前記最終制御指令を有効とする、
ダンパ制御装置。 - 請求項5に記載のダンパ制御装置であって、
前記判定部は、前記車体の振動の大きさであるばね上振動レベルに基づいて前記車両がうねり路を走行中であるか否かを判定する、
ダンパ制御装置。 - 請求項1に記載のダンパ制御装置であって、
前記車体の振動の大きさであるばね上振動レベル及び前記車両の速度に基づいて前記うねり良路制御指令を補正する速度補正部をさらに備える、
ダンパ制御装置。 - 請求項1に記載のダンパ制御装置であって、
前記各ダンパのストローク加速度に基づいて前記うねり良路制御指令を補正する加速度補正部をさらに備える、
ダンパ制御装置。
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US14/765,477 US9963006B2 (en) | 2013-03-13 | 2014-03-13 | Damper control device |
JP2015505572A JP6240662B2 (ja) | 2013-03-13 | 2014-03-13 | ダンパ制御装置 |
DE112014001259.9T DE112014001259T5 (de) | 2013-03-13 | 2014-03-13 | Stoßdämpferregelungsvorrichtung |
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JP6482789B2 (ja) * | 2014-08-19 | 2019-03-13 | Kyb株式会社 | サスペンション制御装置 |
US10319225B2 (en) * | 2017-05-24 | 2019-06-11 | Toyota Motor Engineering & Manufacturing North America, Inc. | System, method, and computer-readable storage medium for determining road type |
US10605699B2 (en) * | 2017-06-08 | 2020-03-31 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Method for detecting a defective damper device of a vehicle |
JP7162081B2 (ja) * | 2019-01-28 | 2022-10-27 | 日立Astemo株式会社 | 車両挙動装置 |
JP6840180B2 (ja) * | 2019-03-27 | 2021-03-10 | 本田技研工業株式会社 | 電動サスペンション装置 |
JP6840184B2 (ja) * | 2019-04-12 | 2021-03-10 | 本田技研工業株式会社 | 電動サスペンション装置 |
JP7354916B2 (ja) * | 2020-04-28 | 2023-10-03 | トヨタ自動車株式会社 | 車両の制振制御装置、制振制御システム、制振制御方法及びデータ提供装置。 |
JP7314899B2 (ja) * | 2020-10-14 | 2023-07-26 | トヨタ自動車株式会社 | 制振制御装置 |
JP7251538B2 (ja) * | 2020-10-19 | 2023-04-04 | トヨタ自動車株式会社 | 車両の制御方法及び制御装置 |
JP7178440B2 (ja) * | 2021-03-22 | 2022-11-25 | 本田技研工業株式会社 | 車両 |
DE102021129355B4 (de) * | 2021-11-11 | 2023-05-25 | Audi Aktiengesellschaft | Verfahren zum Betreiben eines Fahrwerks eines Kraftfahrzeugs sowie Kraftfahrzeug |
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JP6240662B2 (ja) | 2017-11-29 |
DE112014001259T5 (de) | 2015-12-17 |
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