WO2020075455A1 - サスペンション制御装置 - Google Patents
サスペンション制御装置 Download PDFInfo
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- WO2020075455A1 WO2020075455A1 PCT/JP2019/036498 JP2019036498W WO2020075455A1 WO 2020075455 A1 WO2020075455 A1 WO 2020075455A1 JP 2019036498 W JP2019036498 W JP 2019036498W WO 2020075455 A1 WO2020075455 A1 WO 2020075455A1
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- piston
- damping force
- control
- extension
- unit
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/48—Arrangements for providing different damping effects at different parts of the stroke
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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
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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
- B60G17/0152—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 action on a particular type of suspension unit
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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
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
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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
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
- F16F9/46—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction allowing control from a distance, i.e. location of means for control input being remote from site of valves, e.g. on damper external wall
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/20—Type of damper
- B60G2202/24—Fluid damper
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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
- B60G2400/20—Speed
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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
- B60G2400/20—Speed
- B60G2400/202—Piston speed; Relative velocity between vehicle body and wheel
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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
- B60G2400/25—Stroke; Height; Displacement
- B60G2400/252—Stroke; Height; Displacement vertical
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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
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/12—Sampling or average detecting; Addition or substraction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/30—Sensors
- B60Y2400/301—Sensors for position or displacement
Definitions
- the present invention relates to a suspension control device that is mounted on a vehicle such as an automobile and damps the vibration of the vehicle.
- a damping force adjustment type shock absorber capable of adjusting the damping force is provided between the vehicle body and each wheel, and the damping force characteristic by the shock absorber is adjusted to the piston position
- a structure in which the piston rod is controlled based on its speed to prevent the piston rod from fully extending and contracting for example, see Patent Document 1).
- Patent Document 1 it is not always possible to effectively perform the full extension suppression control in the extension stroke of the piston rod and the full extension suppression control in the compression stroke. Therefore, it is an object to reduce the impact and noise when the piston rod is fully extended and when it is fully compressed.
- An object of the present invention is to provide a suspension control device capable of reducing impact and noise generated when the piston rod is fully extended and contracted, and improving durability and life.
- a suspension control device includes a vehicle behavior calculation unit that detects or estimates vehicle behavior, a damping force adjustable shock absorber provided between two members that relatively move of the vehicle, and the vehicle.
- a controller that adjusts the damping force of the damping force adjustment shock absorber based on the calculation result of the behavior calculation unit, wherein the damping force adjustment shock absorber includes a cylinder in which a working fluid is sealed, and the cylinder.
- the damping force adjustment shock absorber includes a cylinder in which a working fluid is sealed, and the cylinder.
- a piston slidably inserted into the piston, a piston rod connected to the piston and extending to the outside of the cylinder, and an extension cutoff position between the piston and the extension cutout control start position to the maximum extension cutout position.
- the extension cut-out restraint mechanism that suppresses impact when in the position range, and the piston is in the compression cut position range that is between the compression cut control start position and the maximum compression cut position.
- the controller When the piston reaches the extension cut control start position, the controller performs extension cut suppression control for adjusting damping force to a high value, and the piston
- the compression cut control start position When the compression cut control start position is reached, perform the compression cut suppression control for adjusting the damping force to a high level, and the stroke from the neutral position of the piston in the cylinder to the expansion cut control start position is The stroke from the neutral position of the piston to the compression cut control start position is increased, and the range from the expansion cut control start position to the compression cut control start position is not subjected to the expansion cut suppression control and the compression cut suppression control. Dead zone.
- FIG. 9 is a control block diagram concretely showing control by a road surface estimation unit in FIG. 8. It is a control block diagram which materializes and shows the full stroke suppression control part in FIG. It is a characteristic diagram which shows the characteristic of a relative displacement, a command current, and upper and lower jerk on the right front wheel side in a time chart.
- FIGS. 1 to 5 show a first embodiment of the present invention.
- a vehicle body 1 constitutes a body of a vehicle (automobile).
- wheels 2 for example, in the case of a four-wheeled vehicle, a front left wheel, a front right wheel, a rear left wheel, and a rear right wheel are included.
- the wheel 2 is configured to include, for example, a tire 3 that acts as a spring that absorbs fine unevenness on the road surface.
- the suspension device 4 is provided between the vehicle body 1 and the wheels 2.
- the suspension device 4 includes a suspension spring 5 (hereinafter, referred to as a spring 5) and a damping force adjustment type shock absorber 6 (hereinafter, variable) provided in parallel with the spring 5 and provided between the vehicle body 1 and the wheels 2. And the damper 6).
- FIG. 1 shows a case where a pair of suspension devices 4 is provided between the vehicle body 1 and the wheels 2.
- a total of four suspension devices 4 are individually and independently provided between the four wheels 2 and the vehicle body 1, and only one of them is schematically shown in FIG. It is illustrated in.
- a total of four vehicle height sensors 7 are provided on each wheel 2 (left front wheel, right front wheel, left rear wheel, right rear wheel) side of the vehicle body 1.
- These vehicle height sensors 7 are vehicle height detection devices that individually detect the vehicle body height corresponding to the extension or contraction of the suspension device 4 as the vehicle height on each wheel 2 side.
- the total four vehicle height sensors 7 output detection signals of the respective vehicle heights to the controller 33 described later.
- These vehicle height sensors 7 are physical quantity extraction units that detect and estimate physical quantities (that is, vertical force and / or vertical position) based on relative displacement between the vehicle body 1 and each wheel 2, and the vehicle behavior calculation unit. Are configured.
- the vehicle speed sensor 8 also constitutes a vehicle behavior calculation unit that detects or estimates the behavior of the vehicle.
- the vehicle speed sensor 8 detects, for example, the number of rotations of the wheels 2 (that is, the tires 3) and outputs this to the controller 33 described later as vehicle speed (vehicle running speed) information.
- the vehicle behavior calculation unit includes a vehicle height / speed calculation unit (that is, a vehicle height sensor 7 and a vehicle speed sensor 8) that obtains a relative speed between two members of the vehicle body 1 and the wheels 2 and a vehicle height.
- the extension cut suppression control and the contraction cut suppression control by the controller 33 which will be described later, are configured to obtain the amount of change in the damping force based on the values calculated by the vehicle height / speed calculator.
- the sensor that detects the behavior of the vehicle is not limited to the vehicle height sensor, but may be an acceleration sensor, a gyro sensor, or the like.
- variable damper 6 is a force generating mechanism that generates an adjustable force between the vehicle body 1 side and the wheel 2 side, and is configured by using a damping force adjusting hydraulic shock absorber.
- a variable damper 6 including a damping force adjusting hydraulic shock absorber includes an outer cylinder 11, an inner cylinder 13, a piston 14, a piston rod 15, a rod guide 19, a bottom valve 22, a damping force adjusting device 23, which will be described later.
- the rebound stopper 30 (extension suppression mechanism), the bump rubber 31 and the bump rubber receiver 32 (contraction suppression mechanism) are included.
- the damping force generated by the variable damper 6 is variably adjusted by a damping force adjusting mechanism (damping force adjusting device 23) according to a control command from the controller 33.
- the bottomed cylindrical outer cylinder 11 forming the outer shell of the variable damper 6 has one end (lower end) side closed by a bottom cap 12 by using a welding means or the like, and the other end (upper end) side bent inward in the radial direction. It is a caulking portion 11A.
- the outer cylinder 11 constitutes a cylinder together with an inner cylinder 13 described later.
- an opening 11B is formed concentrically with a connection port 12C of the intermediate cylinder 21 described later, and a damping force adjusting device 23 described later is located at a position facing the opening 11B.
- the bottom cap 12 is provided with a mounting eye 12A that is mounted on the wheel 2 side of the vehicle, for example.
- An inner cylinder 13 is provided on the inner side of the outer cylinder 11 in the radial direction so as to be coaxial with the outer cylinder 11.
- the inner cylinder 13 constitutes a cylinder together with the outer cylinder 11.
- the lower end side of the inner cylinder 13 is fitted and attached to the bottom valve 22, and the upper end side thereof is fitted and attached to the rod guide 19.
- a working fluid as a working fluid is sealed in the inner cylinder 13.
- An annular reservoir chamber A is formed between the outer cylinder 11 and the inner cylinder 13, and a gas is enclosed in the reservoir chamber A together with the working liquid.
- a radial oil hole 13A is bored at a predetermined position in the middle of the lengthwise direction (axial direction) of the inner cylinder 13, and this oil hole 13A allows the rod-side oil chamber C and the annular oil described later to be formed. Room D is in constant communication.
- the piston 14 is provided so as to be slidably inserted into the inner cylinder 13.
- the piston 14 defines the inside of the inner cylinder 13 into one side chamber (that is, the bottom side oil chamber B) and the other side chamber (that is, the rod side oil chamber C).
- the piston 14 is formed with a plurality of oil passages 14A and 14B, which allow the bottom side oil chamber B and the rod side oil chamber C to communicate with each other, and are separated from each other in the circumferential direction. These oil passages 14A and 14B form passages for allowing pressure oil to flow between the bottom side oil chamber B and the rod side oil chamber C in the inner cylinder 13.
- An extension-side disc valve 16 is provided on the lower (one side) surface of the piston 14.
- the disc valve 16 on the extension side opens when the pressure in the rod-side oil chamber C exceeds the relief setting pressure when the piston 14 slides upward in the extension stroke of the piston rod 15, and at this time The pressure is relieved to the bottom side oil chamber B side via each oil passage 14A.
- This relief setting pressure is set to a pressure higher than the valve opening pressure when the damping force adjusting device 23 described later is set to hardware.
- a compression side check valve 17 is provided on the upper (other side) surface of the piston 14, which opens when the piston 14 slides downward in the compression stroke of the piston rod 15 and closes at other times. ing.
- the check valve 17 allows the pressure oil in the bottom side oil chamber B to flow in each oil passage 14B toward the rod side oil chamber C, and prevents the pressure oil from flowing in the opposite direction.
- the valve opening pressure of the check valve 17 is set to a pressure lower than the valve opening pressure when the damping force adjusting device 23, which will be described later, is softly set, and substantially no damping force is generated.
- the fact that substantially no damping force is generated means a force equal to or less than the friction of the piston 14 and the seal member 20 and does not affect the movement of the vehicle.
- a piston rod 15 that extends in the inner cylinder 13 in the axial direction is provided such that the lower end (one end) side is inserted into the inner cylinder 13 and is fixed to the piston 14 with a nut 18 or the like. Further, the upper end (other end) side of the piston rod 15 extends (projects) to the outside of the outer cylinder 11 and the inner cylinder 13 via a rod guide 19.
- a stepped cylindrical rod guide 19 is provided on the upper end side of the inner cylinder 13.
- the rod guide 19 has a function of positioning the upper end portion of the inner cylinder 13 inside (center) of the outer cylinder 11 and guiding the piston rod 15 on its inner peripheral side so as to be slidable in the axial direction.
- An annular seal member 20 is provided between the caulking portion 11A of the outer cylinder 11 and the rod guide 19. The seal member 20 seals between the inner peripheral side and the outer peripheral side of the piston rod 15 by sliding contact with the piston rod 15, and prevents the pressure oil in the outer cylinder 11 and the inner cylinder 13 from leaking to the outside. ing.
- An intermediate cylinder 21 is arranged between the outer cylinder 11 and the inner cylinder 13.
- the intermediate cylinder 21 is attached to, for example, the outer peripheral side of the inner cylinder 13 via upper and lower seal rings 21A and 21B.
- the intermediate cylinder 21 is arranged so as to surround the outer peripheral side of the inner cylinder 13 over the entire circumference and extend in the axial direction, and forms an annular oil chamber D with the inner cylinder 13.
- the annular oil chamber D is an oil chamber independent of the reservoir chamber A, and is constantly in communication with the rod-side oil chamber C by a radial oil hole 13A formed in the inner cylinder 13.
- a connection port 21C to which a damping force adjusting valve 24 of a damping force adjusting device 23 described later is attached is provided on the lower end side of the intermediate cylinder 21.
- the bottom valve 22 is located on the lower end side of the inner cylinder 13 and is provided between the bottom cap 12 and the inner cylinder 13. As shown in FIG. 2, the bottom valve 22 defines a reservoir chamber A and a bottom side oil chamber B between the bottom cap 12 and the inner cylinder 13.
- the bottom valve 22 includes a reduction-side disc valve 22A and an extension-side check valve 22B.
- the reduction side disc valve 22A opens when the pressure in the bottom side oil chamber B exceeds the relief setting pressure when the piston 14 slides downward in the contraction stroke of the piston rod 15, The pressure oil (pressure) at this time is relieved to the reservoir chamber A side.
- the relief setting pressure is set to a valve opening pressure higher than the pressure when the damping force adjusting device 23 described later is set to hardware.
- the extension-side check valve 22B opens when the piston 14 slides upward in the extension stroke of the piston rod 15, and closes at other times.
- the extension-side check valve 22B allows the pressure oil (working fluid) in the reservoir chamber A to flow toward the bottom-side oil chamber B, and prevents the working fluid from flowing in the opposite direction.
- the valve opening pressure of the extension side check valve 22B is set to a valve opening pressure lower than the pressure when the damping force adjusting device 23, which will be described later, is set to soft, and does not substantially generate a damping force. .
- a damping force adjusting device 23 as a damping force adjusting mechanism that variably adjusts the generated damping force of the variable damper 6 will be described with reference to FIG.
- the damping force adjusting device 23 is arranged such that the base end side (the left end side in FIG. 2) is interposed between the reservoir chamber A and the annular oil chamber D, and the tip end side (the right end side in FIG. 2) is the outer cylinder 11. It is provided so as to project radially outward from the lower side of the.
- the damping force adjusting device 23 includes a damping force adjusting valve 24 and a solenoid 25 as a damping force variable actuator that drives the damping force adjusting valve 24.
- the damping force adjusting device 23 controls the flow of the pressure oil flowing from the annular oil chamber D in the intermediate cylinder 21 to the reservoir chamber A by the damping force adjusting valve 24, and variably adjusts the damping force generated at this time. That is, the damping force adjusting valve 24 variably controls the generated damping force by adjusting the valve opening pressure with the solenoid 25.
- the solenoid 25 constitutes a damping force adjusting device 23 together with the damping force adjusting valve 24 and is used as a damping force variable actuator.
- variable damper 6 is composed of a damping force adjusting hydraulic shock absorber, and changes the characteristic of the generated damping force (that is, the damping force characteristic) from a hard characteristic (hard characteristic) to a soft characteristic (soft characteristic).
- a damping force adjusting device 23 including a damping force adjusting valve 24 and a solenoid 25 is attached.
- the damping force adjusting device 23 does not necessarily have to be configured to continuously adjust the damping force characteristics, and may be one that can adjust the damping force in two or more stages, for example.
- the variable damper 6 may be a pressure control type or a flow rate control type.
- the mounting plate 26 is fixedly mounted on the protruding end side of the piston rod 15 via a mount rubber 27 or the like.
- a plurality of mounting bolts 28 (only two are shown) are provided on the mounting plate 26 at intervals in the circumferential direction.
- the mounting plate 26 is mounted on the vehicle body 1 side together with the piston rod 15 of the variable damper 6 by fastening each mounting bolt 28 to the vehicle body 1 side via a nut (not shown).
- the upper end of the spring 5 is in elastically abutted contact with the lower surface of the mounting plate 26.
- the lower end side of the spring 5 is supported by a spring bearing 29 provided on the outer peripheral side of the outer cylinder 11.
- the inner peripheral side of the spring receiver 29 is fixed to the outer peripheral side of the outer cylinder 11 by means such as welding.
- the spring 5 is elastically deformed in accordance with the relative displacement between the spring receiver 29 on the outer cylinder 11 side and the mounting plate 26 (expanding / contracting motion of the variable damper 6), and constantly biases the piston rod 15 in the extension direction (projection direction). ing.
- the rebound stopper 30 is located inside the inner cylinder 13 and fixed to the piston rod 15.
- the rebound stopper 30 constitutes a fully-extended restraint mechanism for preventing the piston 14 from colliding with the lower surface of the rod guide 19 in the extension stroke of the piston rod 15. That is, the rebound stopper 30 constitutes an extension cut suppression mechanism that suppresses an impact when the piston 14 is in the extension cut position range.
- the bump rubber 31 is located below the mount rubber 27 and is provided on the protruding end side of the piston rod 15.
- the bump rubber 31 is formed of an elastic material such as rubber into a tubular shape, and has a lower end (one end) side as a free end and an upper end (other end) side fixed to a protruding end side of the piston rod 15.
- the bump rubber receiver 32 is fixed to the caulking portion 11A of the outer cylinder 11 from the outside (upper side).
- the lower end side of the bump rubber 31 comes into contact with the bump rubber receiver 32 when the piston rod 15 is displaced downward in the contracting stroke.
- the bump rubber 31 elastically deforms to form a shrinkage suppression mechanism that suppresses the piston rod 15 from further displacing downward. That is, the bump rubber 31 and the bump rubber receiver 32 constitute a shrinkage suppressing mechanism that suppresses an impact when the piston 14 is in the shrinking position range.
- the piston 14 slidingly displaced upward and downward in the inner cylinder 13 has a stroke from its neutral position to the extension start control position, for example, with a dimension L1 shown in FIG. 2 and contracts from the neutral position.
- the stroke to the cutting control start position can be shown as the dimension L2.
- the stroke of the piston 14 in the inner cylinder 13 is neutral so that the stroke (dimension L2) from the neutral position to the contraction cut start position is larger than the stroke (dimension L1) to the expansion cut control start position.
- the position is set.
- the neutral position can be obtained by calculation from vehicle height information and vehicle speed information, although the neutral position changes depending on the occupant, luggage, and the like.
- the controller 33 is composed of a microcomputer or the like, and constitutes a control device for controlling so as to adjust the damping characteristic of the variable damper 6.
- the input side of the controller 33 is connected to the vehicle height sensor 7 and the vehicle speed sensor 8, and is also connected to a CAN (Controller Area Network) where various kinds of vehicle information represented by vehicle acceleration / deceleration and steering angle are transmitted. Has been done.
- the output side of the controller 33 is connected to the damping force adjusting device 23 (solenoid 25) of the variable damper 6.
- the controller 33 obtains the force to be generated by the variable damper 6 of the suspension device 4, and outputs the command signal to the damping force adjusting device 23 (solenoid 25) of the suspension device 4.
- the controller 33 includes, for example, a state estimation unit 34 that estimates the state of the vehicle based on a signal from the vehicle height sensor 7, a riding comfort control unit 35, a damping force command calculation unit 36, and a maximum value selection.
- the unit 37 and the full stroke suppression control unit 38 are included.
- the state estimation unit 34 of the controller 33 estimates the sprung speed of the vehicle body 1 based on the information such as the vehicle height (that is, the input information from the vehicle behavior calculation unit). Further, the state estimating unit 34 calculates and calculates the relative speed (the displacement speed of the piston 14 of the variable damper 6, that is, the piston speed) based on the information. That is, the state estimation unit 34 estimates and calculates the sprung velocity and the relative velocity as the feedback road surface state value from the vehicle height information obtained by the vehicle height sensor 7.
- the vehicle height information is also the upward and downward displacement of the vehicle body 1. By differentiating this, the sprung speed of the vehicle body 1 and the relative speed between the vehicle body 1 and the wheels 2 can be obtained.
- the ride comfort control unit 35 of the controller 33 controls the ride comfort (skyhook, bilinear, etc.) based on the sprung speed estimated by the state estimation unit 34 and the information such as the vehicle speed (that is, input information from the vehicle behavior calculation unit). In order to perform optimum control, etc., the required damping force that the variable damper 6 should generate is calculated.
- the damping force command calculation unit 36 performs map calculation based on the calculation result (requested damping force) of the riding comfort control unit 35 and the relative speed, and calculates a command current according to the damping characteristic.
- the damping force command calculation unit 36 includes an FI map in which the relationship between the target damping force F and the current value I is variably set according to the relative speed, as in the characteristic map shown in FIG.
- the damping force command calculation unit 36 calculates the damping force of the variable damper 6 based on the signal output from the riding comfort control unit 35 (request damping force signal) and the signal output from the state estimation unit 34 (relative speed).
- a command value as a command current to be output to the adjusting device 23 (solenoid 25) is calculated.
- the maximum value selection unit 37 has a larger current value among the command current output from the damping force command calculation unit 36 and the command current for full stroke suppression output from the full stroke suppression control unit 38 described later. A command current is selected, and the selected command current is output to the damping force adjusting device 23 (solenoid 25) of the variable damper 6.
- the full stroke suppression control unit 38 for example, based on the vehicle height signal from the vehicle height sensor 7, the relative speed from the state estimation unit 34, and the vehicle speed signal from the vehicle speed sensor 8, the full stroke suppression control (that is, the extension suppression control). And a damping force control signal for performing the shrinkage suppression control) is calculated by calculation as a command current according to the damping characteristic.
- the full stroke suppression control unit 38 includes a dead zone processing unit 39, a displacement weight calculation unit 40, a speed weight calculation unit 41, a control amount calculation unit 42, a first multiplication unit 43, an approach / separation determination unit 44, a second multiplication unit 45, and It is configured to include a command current calculation unit 46 for full stroke suppression.
- the dead zone processing unit 39 of the full stroke suppression control unit 38 needs to perform the extension cut suppression control and the compression cut suppression control within the stroke range in which the piston 14 slides up and down in the inner cylinder 13. Performs arithmetic processing within the dead zone range.
- the piston 14 is in the vicinity of the neutral position (that is, the vehicle height is zero) in the inner cylinder 13, the expansion or contraction operation of the piston rod 15 may cause a phenomenon such as extension or contraction. Absent. Therefore, in the dead zone range 47 shown in FIG. 4, the output value of the dead zone processing unit 39 is set to zero.
- a characteristic line 48 shown in FIG. 4 represents the relationship between the displacement of the piston 14 in the inner cylinder 13 and the spring load F (spring force) of the spring 5 (suspended spring).
- the displacement 0 on the horizontal axis is when the piston 14 is in the neutral position (that is, the vehicle height that is the reference vehicle height is zero), and the displacement value 100 is that the piston 14 is at the maximum position on the extension side (that is, actually This is the case (position) where the piston rod 15 is displaced to the maximum extension position where it cannot occur.
- the displacement value 50 is the case where the piston 14 is displaced to the extension side by half (that is, 50%).
- a displacement value of -50 is when the piston 14 is displaced to the contraction side by half (that is, 50%), and a displacement value of -100 is when the piston 14 is at the maximum position on the contraction side (that is, actually). This is a case where the piston rod 15 is displaced to the maximum contraction position (which cannot occur).
- the spring load F on the vertical axis has an intermediate value between the loads F1 and F2 when the displacement value is 50, and is slightly larger than the load F2 when the displacement is 0.
- the position where the spring load F sharply increases greatly is defined as the fully extended control start position.
- the spring load F has a value of about the load F3.
- the displacement of the piston 14 exceeds the value -80 and is displaced toward the contracted side, the spring load F rapidly increases greatly to the maximum load F6.
- the position where the spring load F sharply increases greatly is defined as the contraction control start position.
- the dead zone range 47 is set larger on the contraction side than on the expansion side, and the start of unnecessary contraction suppression control can be delayed.
- the dead band range 47 is set to be large on the contraction side of the displacement of the piston 14 and relatively set to be small on the extension side.
- the full stroke suppression control (that is, the extension cut suppression control and the compression cut suppression control) is a dead zone range 47 from the extension cut position range (for example, the dimension L1) to the contraction cut position range (for example, the dimension L2).
- the extension complete suppression control is performed.
- the contraction suppression control is performed.
- the dead zone range 47 can be adjusted according to the vehicle speed signal from the vehicle speed sensor 8.
- the full stroke suppression control that is, the expansion complete suppression control and the compression complete suppression control
- the full stroke suppression control can be performed only at the specific vehicle speed at which the piston rod 15 is fully extended and / or fully compressed.
- the displacement weight calculator 40 outputs the output value of the dead zone processor 39 (that is, the output value when the expansion side and contraction side displacements of the piston rod 15 increase beyond the dead zone range 47) and the vehicle speed information. Is multiplied by a coefficient and weighted to calculate a displacement weight. Further, the speed weight calculation unit 41 multiplies the vehicle speed information and the relative speed output from the state estimation unit 34 (see FIG. 1) by a coefficient to perform weighting, and calculates the speed weight. Then, the control amount calculation unit 42 calculates the control command (control amount) according to the value obtained by adding the respective values according to the following equation (1).
- Control amount (displacement weight x vehicle height) + (speed weight x relative speed) ... (1)
- the control amount calculation unit 42 adjusts the control timing and the control amount by changing the “displacement weight” and the “speed weight” in the equation (1).
- Table 1 shows the relationship between the “weight balance” calculated by the control amount calculation unit 42 and the “control timing”. In this case, when the "speed weight” is increased, the control amount calculation unit 42 increases the distribution of the relative speeds, so that the control timing can be advanced.
- the control amount calculation unit 42 can perform the control at an appropriate timing by adjusting these weights.
- the first multiplication unit 43 of the full-stroke suppression control unit 38 uses the relative displacement of each wheel as an index indicating the possibility of hitting a stopper (that is, the possibility that the piston rod 15 will be fully extended and contracted). Calculate the relative speed.
- a circular locus 49 on the XY coordinates shown in FIG. 5 represents the relationship between the relative displacement and the relative speed when the vehicle height changes sinusoidally.
- the second quadrant is the case where the piston 14 is approaching the neutral position from the maximum stroke on the contraction side.
- the piston 14 is displaced in the direction of contraction of the vehicle height, the relative displacement is negative (-), and the piston speed (relative speed) is positive. Therefore, in the second quadrant, the relative displacement ⁇ relative velocity has a negative value.
- the third quadrant is the case where the piston 14 approaches the maximum stroke in the direction of contraction of the vehicle height.
- the piston 14 is displaced in the direction of contraction of the vehicle height so that the relative displacement is negative and the piston speed (relative speed) is also negative. Therefore, in the third quadrant, the relative displacement ⁇ relative velocity has a positive value.
- the fourth quadrant is the case where the piston 14 is approaching the neutral position from the maximum stroke on the extension side.
- the piston 14 is displaced in the extending direction of the vehicle height, the relative displacement is positive, and the piston speed (relative speed) is negative. Therefore, in the fourth quadrant, the relative displacement ⁇ relative velocity has a negative value.
- the first multiplication unit 43 of the full stroke suppression control unit 38 uses the displacement (relative displacement) of the piston 14 output from the dead zone processing unit 39 and the relative speed output from the state estimation unit 34 (see FIG. 1). And outputs the multiplication result (that is, whether the multiplication value of relative displacement ⁇ relative velocity is positive or negative) to the next approach / separation determination unit 44.
- the approach / separation determination unit 44 determines that the piston 14 has a full stroke (that is, the fully extended position, the fully compressed position, if the product of the relative displacement and the relative speed is positive). ) Can be judged to be approaching. That is, in the first and third quadrants of the XY coordinates shown in FIG. 5, the shaded areas 50 and 51 excluding the dead zone are cases where the stroke is approaching, and the damping is performed to suppress the full stroke. Control to increase power is performed. Therefore, the approach / separation determination unit 44 outputs the permission flag to the second multiplication unit 45.
- This permission flag is a permission flag for control in which a command current calculation unit 46, which will be described later, increases the damping force generated for full stroke suppression control and suppresses the displacement of the piston rod 15.
- the approach / separation determination unit 44 causes the piston 14 to perform a full stroke (that is, the fully extended position or the fully compressed position). Since it can be determined that the displacement is away from the position), in this case, the output of the permission flag to the second multiplication unit 45 is stopped. In this case, since the approach / separation determination unit 44 outputs a signal having an output value of 0 (zero) to the second multiplication unit 45, the outputs of the second multiplication unit 45 and the command current calculation unit 46 for full stroke suppression. Also becomes zero, and the command current calculation unit 46 sets the value of the command current to zero.
- the second multiplication unit 45 multiplies the control amount calculated by the control amount calculation unit 42 and the permission flag from the approach / separation determination unit 44, and the value is multiplied by the command current calculation unit 46 for full stroke suppression. Input into the damping force map of.
- the command current calculation unit 46 sets the value of the command current to zero when the permission flag from the approach / separation determination unit 44 is a signal with an output value of 0 (zero). However, when the permission flag has a positive value, the command current calculation unit 46 calculates the command current for full stroke suppression control based on the control amount calculated by the control amount calculation unit 42.
- the maximum value selection unit 37 shown in FIG. 1 includes a command current output from the damping force command calculation unit 36 and a command for full stroke suppression output from the command current calculation unit 46 of the full stroke suppression control unit 38.
- the command current having the larger current value is selected, and the selected command current is output to the damping force adjusting device 23 (solenoid 25) of the variable damper 6.
- the maximum value selection unit 37 selects the larger current value from the command current from the full stroke suppression control unit 38 and the command current from the ride comfort control unit 35 described above, and changes this as the final command.
- the damping force of the damper 6 is variably controlled.
- the suspension control device has the configuration as described above, and the control operation thereof will be described next.
- the state estimation unit 34 of the controller 33 estimates and calculates the sprung speed and the relative speed based on the vehicle height information of the vehicle height sensor 7.
- the riding comfort control unit 35 controls the riding comfort based on the sprung speed estimated by the state estimating unit 34 and the information such as the vehicle speed (that is, the input information from the vehicle behavior calculating unit). 6 calculates the required damping force to be generated.
- the damping force command calculation unit 36 performs map calculation based on the calculation result (requested damping force) of the ride comfort control unit 35 and the relative speed, and calculates a command current according to the damping characteristic.
- the full stroke suppression control unit 38 performs full stroke suppression control (that is, full extension suppression).
- the damping force control signal for performing the control and the shrinkage suppression control is calculated by calculation as a command current according to the damping characteristic.
- the extension cut suppression control and the compression cut suppression control correct or calculate the control command according to the value obtained by multiplying the vehicle height and the relative speed.
- the dead zone processing unit 39 of the full stroke suppression control unit 38 illustrated in FIG. 3 includes the extension cut suppression control and the compression cut suppression control in the stroke range in which the piston 14 slides upward and downward in the inner cylinder 13.
- the dead zone range calculation processing that does not need to be performed is performed.
- the full stroke suppression control unit 38 performs the expansion end suppression control and the contraction suppression control in the dead zone range 47 from the expansion complete position range (for example, the dimension L1) to the contraction complete position range (for example, the dimension L2).
- the extension complete suppression control is performed when the displacement on the extension side of the piston rod 15 exceeds the dead zone range 47 and becomes large.
- the contraction suppression control is performed.
- the displacement weight calculation unit 40 weights the output value of the dead zone processing unit 39 and the vehicle speed information to calculate the displacement weight.
- the speed weight calculation unit 41 also weights the vehicle speed information and the relative speed output from the state estimation unit 34 to calculate the speed weight.
- the control amount calculation unit 42 adjusts the control timing and the control amount by changing the "displacement weight" and the "speed weight” in the equation (1).
- the first multiplication unit 43 of the full stroke suppression control unit 38 multiplies the displacement (relative displacement) of the piston 14 output from the dead zone processing unit 39 by the relative speed output from the state estimation unit 34,
- the multiplication result (that is, whether the product of the relative displacement and the relative speed is positive or negative) is output to the next approach / separation determination unit 44.
- the approach / separation determination unit 44 then moves the piston 14 toward or away from the full stroke (that is, the fully extended position, the fully compressed position) based on the multiplication result of the first multiplication unit 43. You can judge whether there is.
- the approach / separation determination unit 44 outputs a permission flag to the second multiplication unit 45, so that the command current calculation unit 46 generates the damping force for the full stroke suppression control. To suppress the displacement of the piston rod 15.
- the maximum value selection unit 37 of the controller 33 outputs the command current output from the damping force command calculation unit 36 and the command for full stroke suppression output from the command current calculation unit 46 of the full stroke suppression control unit 38.
- the command current having the larger current value is selected, and the selected command current is output to the damping force adjusting device 23 (solenoid 25) of the variable damper 6.
- the rebound stopper 30 of the piston 14 approaches the fully extended position where the rebound stopper 30 contacts the rod guide 19, or the compressed position where the bump rubber 31 contacts the bump rubber receiver 32.
- the controller 33 performs extension cut suppression control for adjusting the damping force to a high level and compression cut suppression control, and the extension cut control start position from the neutral position of the piston 14 in the inner cylinder 13.
- the stroke for example, the dimension L2 from the neutral position of the piston 14 to the compression cut control start position is made larger than the stroke (for example, the size L1) until the compression cut control is performed from the extension cut control start position.
- the dead zone is set so that the extension cut suppression control and the contraction cut suppression control are not performed.
- the controller 33 predicts the extension cut control start position or the compression cut control start position of the piston 14 in the inner cylinder 13 by performing suspension control based on the vehicle height information (relative displacement, relative speed). Therefore, the damping force of the variable damper 6 can be increased so that the extension cut suppression control or the compression cut suppression control is performed at an appropriate control timing.
- the controller 33 can perform the control at a timing suitable for preventing the occurrence of the extension / contraction cut, and the piston 14 (piston rod 15 It is possible to suppress the full extension / shrinkage of). As a result, the durability and life of the suspension device 4 including the variable damper 6 can be improved.
- the controller 33 controls not only the relative displacement but also the relative speed information, so that the approach / separation determination unit 44 of the full-stroke suppression control unit 38 can fully extend the piston 14 (piston rod 15). It is possible to determine whether the vehicle is approaching the contracted state or moving away from it, and therefore it is possible to prevent unnecessary control and prevent deterioration of the riding comfort.
- the dead zone processing section 39 of the full stroke suppression control section 38 matches the suspension characteristics of the suspension device 4 (spring 5 and variable damper 6) mounted on the vehicle, and the dead zone independent of the extension side on the extension side and the compression side. Can be set. Therefore, it is possible to prevent the ride comfort from deteriorating by preventing the stroke control in the unnecessary scene.
- FIG. 6 shows a second embodiment.
- the same components as those in the first embodiment are designated by the same reference numerals, and the description thereof will be omitted.
- the feature of the second embodiment resides in that the configuration of the full stroke suppression control unit 61 is different from that of the full stroke suppression control unit 38 described in the first embodiment.
- the full stroke suppression control unit 61 adopted in the second embodiment is similar to the full stroke suppression control unit 38 described in the first embodiment, and the dead zone processing unit 39, the first and second multiplication units 43. , 45 and a command current calculator 46 for suppressing full stroke.
- the vehicle height state determination unit 62 is provided between the dead zone processing unit 39 and the second multiplication unit 45, and the first and second multiplication units 43 and 45 are provided.
- An approach / separation determination unit 63 is provided between them.
- the vehicle height state determination section 62 determines whether the piston 14 (piston rod 15) is in the dead zone range, is approaching the fully extended position, or is fully compressed based on the output value of the dead zone processing section 39. A map operation is performed to determine which of the two states is approaching the position. Thus, the vehicle height state determination unit 62 sets the output value to, for example, zero when the piston 14 is in the dead zone, and sets the output value to “+1” when the piston 14 is approaching the fully extended position and approaches the fully compressed position. In this state, the output value is set to “ ⁇ 1” and is output to the second multiplication unit 45.
- the approach / separation determination unit 63 between the first and second multiplication units 43 and 45 is the multiplication result of the first multiplication unit 43, similarly to the approach / separation determination unit 44 described in the first embodiment. If the product of the relative displacement and the relative speed is positive, it is determined that the piston 14 is approaching the full stroke (that is, the fully extended position, the fully retracted position). When the product of the relative displacement and the relative speed is negative, it is determined that the piston 14 is displaced in the direction away from the full stroke position. Then, the approach / separation determination unit 63 outputs a signal having an output value of 0 (zero) to the second multiplication unit 45 when determining that the piston 14 is displaced in the direction away from the full stroke position. .
- the approach / separation determination unit 63 in this case increases the output value in proportion to the product of the two. Calculate the output value. Then, the output value from the approach / separation determination unit 63 and the output value from the vehicle height state determination unit 62 are multiplied (multiplied) by the second multiplication unit 45.
- a gain multiplication unit 64 is provided between the second multiplication unit 45 and the full stroke suppression command current calculation unit 46.
- the gain multiplication unit 64 changes the gain according to the vehicle speed, so that the gain corresponding to the vehicle speed can be increased so that the gain can be increased on a bad road or a speed bump where the vehicle speed is low and extension / shrinkage is generated. It can be changed.
- the full stroke suppression control unit 61 fully extends the piston 14 at the neutral position (vehicle height is near zero). / Since no cut-out occurs, dead zone processing is performed near zero vehicle height. Then, the full extension occurs when the vehicle height is high and the relative speed is extended, and the full extension occurs when the vehicle height is low and the relative speed is reduced. Full stroke suppression control is performed when the value multiplied by the relative speed is a positive (+) value.
- this multiplication value is large, the vehicle height is close to the stroke end and the approaching speed is fast, so it is determined that there is a high possibility that stretch / shrinkage will occur, and the product value of the vehicle height and the relative speed is calculated.
- the sign of the vehicle height is multiplied so that it always becomes a positive value, and this value is multiplied by the gain to obtain the required damping force.
- a control command (command current) for suppressing the full stroke is output according to the required damping force calculated in this way.
- FIGS. 7 to 10 show a third embodiment.
- the feature of the present embodiment is that, for example, a road surface preview information is acquired using a digital camera or a laser sensor, and when a full stroke is predicted in advance, weight adjustment or gain is performed to accelerate the timing of full stroke suppression control. Is set to a large value.
- the same components as those in the first embodiment are designated by the same reference numerals, and the description thereof will be omitted.
- the camera device 70 constitutes a road surface state detection unit (a road surface vertical displacement detection unit included in the vehicle behavior calculation unit) provided in the front portion of the vehicle body 1, and a road surface state in front of the vehicle (specifically, a road surface to be detected). (Including the distance and angle to the screen, and the screen position and distance).
- the camera device 70 is configured to include, for example, a pair of left and right imaging elements (digital camera, etc.), and by capturing a pair of left and right images, an object to be imaged (a road surface located in front of the vehicle) The road surface condition including the distance and angle is detected.
- the preview image of the front of the vehicle captured by the camera device 70 (that is, the information including the vertical displacement of the front road surface) is output to the controller 71 described below as the detection result of the road surface state detection unit (road vertical displacement detection unit).
- the camera device 70 can be configured by, for example, a stereo camera, a millimeter wave radar + monaural camera, a plurality of millimeter wave radars, or the like.
- the controller 71 is configured almost the same as the controller 33 described in the first embodiment. However, this controller 71 is generated by the variable damper 6 based on the detection signal (image signal including road surface information) from the camera device 70 and the behavior information of the vehicle body 1 obtained from the vehicle height sensor 7 and the vehicle speed sensor 8.
- the damping force to be controlled is variably controlled by a command value described later. Therefore, the input side of the controller 71 is connected to the vehicle height sensor 7, the vehicle speed sensor 8 and the camera device 70, and the output side thereof is connected to the damping force adjusting device 23 (solenoid 25) of the variable damper 6.
- the controller 71 has a memory 71A including a ROM, a RAM and / or a non-volatile memory or the like.
- a program for variably controlling the damping force to be generated by the variable damper 6 is stored in the memory 71A, and road surface preview information and the like in front of the vehicle captured by the camera device 70 are also stored in an updatable manner. .
- the controller 71 includes a road surface estimation unit 72, a state estimation unit 73, a ride comfort control unit 74, a damping force command calculation unit 75, a maximum value selection unit 76, and a full stroke suppression control unit 77. It is configured to include.
- the state estimation unit 73 is configured similarly to the state estimation unit 34 described in the first embodiment, and the damping force command calculation unit 75 and the maximum value selection unit 76 are also the first embodiment.
- the damping force command calculation unit 36 and the maximum value selection unit 37 described above are configured in the same manner.
- the riding comfort control unit 74 is configured almost the same as the riding comfort control unit 35 described in the first embodiment. However, the ride comfort control unit 74 in this case controls the ride comfort based on the information from the road surface estimation unit 72 (that is, the input information from the vehicle behavior calculation unit) in addition to the sprung speed estimated by the state estimation unit 73. In order to perform (skyhook, bilinear optimal control, etc.), the required damping force to be generated by the variable damper 6 is calculated.
- the riding comfort control section 74 shown in FIG. 8 multiplies the gain (for example, the skyhook gain) calculated by the gain calculating section 85 of the road surface estimating section 72 by the sprung speed from the state estimating section 73.
- the required damping force as the force to be generated by the variable damper 6 (force generation mechanism) of the suspension device 4 is calculated.
- the damping force command calculation unit 75 has an FI map in which the relationship between the target damping force F and the current value I is variably set according to the relative speed, as in the characteristic map shown in FIG.
- the damping force command calculation unit 75 calculates the damping force of the variable damper 6 based on the signal (request damping force signal) output from the ride comfort control unit 74 and the signal (relative speed) output from the state estimation unit 73.
- a command value as a command current to be output to the adjusting device 23 (solenoid 25) is calculated.
- the damping force command calculation unit 75 performs map calculation based on the calculation result of the ride comfort control unit 74 (requested damping force) and the relative speed, and calculates a command current according to the damping characteristic.
- the maximum value selection unit 76 determines which one of the command current output from the damping force command calculation unit 75 and the command current for full stroke suppression output from the full stroke suppression control unit 77, which will be described later, has a larger current value.
- a command current is selected, and the selected command current is output to the damping force adjusting device 23 (solenoid 25) of the variable damper 6.
- the maximum value selection unit 76 has a larger command value among the command value calculated by the damping force command calculation unit 75 and the command value selected by the maximum value selection unit 96 of the full stroke suppression control unit 77. (Command current) is selected, and the selected command current is output to the damping force adjusting device 23 (solenoid 25) of the variable damper 6.
- the variable damper 6 changes its damping force characteristic continuously between hardware and software or in steps in multiple steps according to the current (command value) supplied to the damping force adjusting device 23 (solenoid 25). Controlled by.
- a front position setting unit 78 that sets a road front position according to the vehicle speed, a road surface selection unit 79, and a first road surface selection unit 79.
- Filter unit 80, first swell level calculation unit 81, second filter unit 82, second swell level calculation unit 83, maximum value calculation unit 84, gain calculation unit 85, pothole protrusion detection unit 86, speed calculation unit 87, road surface A level calculation unit 88, a passage time calculation unit 89, a delay processing unit 90, a rear wheel passage time calculation unit 91, and a delay processing unit 92 are included.
- the front position setting unit 78 of the road surface estimation unit 72 calculates the road front position according to the vehicle speed output from the vehicle speed sensor 8 by the setting map illustrated in FIG. 9.
- the road surface selection unit 79 selectively acquires road surface information corresponding to the road surface front position calculated by the front position setting unit 78 from the road surface preview information (that is, a preview image) of the vehicle front captured by the camera device 70.
- the road surface preview information captured by the camera device 70 includes many road surface information profiles spread over the previewable range captured by the camera (or laser).
- the front position setting unit 78 considers the system delay.
- the road surface selection unit 79 considers the delay of the control (system processing time) by the controller 71, and when the vehicle speed is low (for example, less than 100 km / h), the road surface selection unit 79 outputs the road surface information at a relatively close position in front of the vehicle. If the vehicle speed is fast (for example, 100 km / h or more), road surface information at a relatively far position in front of the vehicle is selected.
- the controller 71 can reduce the capacity of the memory 71A.
- the first filter unit 80 performs a BPF (band pass filter) process for extracting the swell component of a predetermined frequency band from the profile of the road surface information selected by the road surface selection unit 79.
- the first waviness level calculation unit 81 calculates the waviness level of the road surface (that is, the feedforward road surface state value) from the road surface information of the waviness component extracted by the first filter unit 80.
- the front position setting unit 78, the road surface selection unit 79, the first filter unit 80, and the first swell level calculation unit 81 of the road surface estimation unit 72, together with the camera device 70, use the road surface condition in front of the vehicle as a feedforward road surface condition value. It constitutes a road surface state detecting unit for detecting.
- the second filter unit 82 performs BPF processing for extracting the swell component in a predetermined frequency band from the vehicle height information (detection signal) by the vehicle height sensor 7.
- the second waviness level calculation unit 83 calculates the waviness level of the road surface (that is, the feedback road surface state value) from the road surface information of the waviness component extracted by the second filter unit 82.
- the maximum value calculating unit 84 calculates the swell level of the road surface calculated by the first swell level calculating unit 81 (that is, the feedforward road surface state value) and the swell level of the road surface calculated by the second swell level calculating unit 83 ( That is, a feedback road surface state value) is compared, and the state value with the higher swell level is selected as the road surface level.
- the gain calculator 85 calculates a skyhook gain as a gain based on the road surface level output from the maximum value calculator 84, using the setting map illustrated in FIG. 9.
- the gain (for example, the skyhook gain Csky) calculated by the gain calculation unit 85 has a small value when the road surface level is small, and is gradually increased as the road surface level increases.
- the pothole projection detection unit 86 of the road surface estimation unit 72 detects whether or not there is an uneven portion E (see FIG. 7) on the road surface in front of the vehicle from the road surface preview information taken by the camera device 70.
- the uneven portion E is assumed to be a pothole as a concave portion existing on the road surface or a protrusion as a convex portion.
- the pothole means, for example, an asphalt paved road, in which a part of the asphalt is peeled off and a hole having a depth of about 10 cm or more is opened on the road surface.
- the large protrusion also means, for example, a protrusion protruding from the road surface as a protrusion of about 10 cm or more.
- the speed calculation unit 87 of the road surface estimation unit 72 calculates the road surface speed by differentiating the road surface displacement (road surface profile) selected by the road surface selection unit 79.
- the next road surface level calculation unit 88 calculates the extension / contraction level by map calculation from the road surface displacement and the road surface velocity described above.
- the passage time calculation unit 89 calculates, for example, the passage time of the front wheels of the vehicle by dividing (dividing) the road front position by the vehicle speed.
- the delay processing unit 90 performs delay processing so that the damping force control by the full stroke suppression control unit 77 actually comes at the timing when the front wheels pass.
- the rear wheel passage time calculation unit 91 divides the wheel base by the vehicle speed (division) in consideration of the fact that the rear wheel of the vehicle has a delay of the wheel base with respect to the front wheel. Calculate the transit time of the wheel.
- the delay processing unit 92 performs a delay process so that the damping force control by the full stroke suppression control unit 77 actually becomes the timing when the rear wheel passes.
- the full stroke suppression control unit 77 like the full stroke suppression control unit 38 described in the first embodiment, has a dead zone processing unit 39, a displacement weight calculation unit 40, a speed weight calculation unit 41, and a control amount calculation unit. 42, a first multiplication unit 43, an approach / separation determination unit 44, a second multiplication unit 45, and a command current calculation unit 46 for full stroke suppression.
- the correction gain setting unit 93 is provided between the second multiplication unit 45 and the command current calculation unit 46, and the control command calculation unit 94 and the hold processing unit are provided.
- 95 and a maximum value selection unit 96 are additionally provided.
- the correction gain setting unit 93 performs correction based on the front wheel full extension / shrinkage level and the rear wheel extension / shrinkage level output from the road surface level calculation unit 88 of the road surface estimation unit 72 via the delay processing units 90 and 92. Set the gain. That is, when extension / contraction is predicted based on the road surface preview information (detection value from the road surface vertical displacement detection unit) from the camera device 70, the correction gain setting unit 93 sets the correction gain to a large value and causes the generated attenuation. By increasing the control amount of the force, the effect of the extension / contraction cut suppression control of the piston 14 (piston rod 15) is improved.
- the control command calculation unit 94 performs a calculation to increase the control command of the damping force when the front wheel fully-extended / contracted cut level and the rear-wheel fully-extended / contracted cut level are higher than a certain level. That is, when it is determined that the control command calculation unit 94 and the holding processing unit 95 cannot prevent the piston 14 from being fully extended / contracted only by controlling it based on the vehicle height and the relative speed, The control amount is determined based on the compression level, and the control process holds the control amount for a certain period of time.
- the maximum value selection unit 96 outputs the larger output value of the output values of the command current calculation unit 46 and the holding processing unit 95 as the command current by the full stroke suppression control unit 77.
- the correction gain setting unit 93 can adjust the weight and set the gain to be large.
- the full-stroke suppression control unit 77 even if the main-stroke suppression control is performed according to the road surface displacement and the road surface speed, when a large input is predicted that the damping force is insufficient and extension / shrinkage cannot be prevented. Can prevent the piston 14 from fully extending / contracting by increasing the damping force of the control command calculator 94 regardless of the vehicle height and the relative speed.
- FIG. 11 shows an experimental result when the suspension control device according to the present embodiment is applied to an actual vehicle.
- a characteristic line 97 shown by a solid line in FIG. 11 represents a relative displacement between the vehicle body 1 and the wheel 2 (front right wheel) in the present embodiment in a time chart.
- a characteristic line 98 shown by a chain double-dashed line in FIG. 11 represents a relative displacement in an actual vehicle equipped with the suspension control device of the related art in the same time chart.
- a characteristic line 99 shown by a solid line in FIG. 11 is a time chart showing the characteristic of the command current in the present embodiment.
- a characteristic line 100 indicated by a chain double-dashed line is a time chart showing the characteristic of the command current of the related art.
- a characteristic line 101 indicated by a solid line represents a characteristic of jerk (upward and downward) on the right front wheel side in the present embodiment in a time chart.
- a characteristic line 100 indicated by a chain double-dashed line represents a characteristic of jerk on the right front wheel side of the prior art in a time chart.
- the acceleration generated by the vehicle body 1 from the time before the piston 14 (piston rod 15) is fully extended the acceleration generated by the vehicle body 1 from the time before the piston 14 (piston rod 15) is fully extended.
- the jerk can be reduced like the characteristic line 101, and the extension stroke can be suppressed also from the relative displacement of the characteristic line 97. This confirms the effect of suppressing the extension / contraction of the piston 14 (piston rod 15).
- the characteristics of the characteristic lines 97, 99, 101 shown in FIG. 11 are similar to those of the first and second embodiments described above.
- the present invention is not limited to this, and for example, the configuration may be such that the vibration of the vehicle body 1 is detected using an upward acceleration sensor and an downward acceleration sensor or an angular velocity sensor to calculate the sprung velocity.
- the relative velocity may be calculated by providing acceleration sensors on the sprung and unsprung sides of the vehicle body 1 side, calculating the relative acceleration, and integrating this value.
- the vertical movements of the vehicle body 1 and the wheels 2 may be estimated by using a wheel speed sensor, a longitudinal G sensor, a lateral G sensor, or the like.
- the damping force adjustment type shock absorber is configured by the damping force adjustment type variable damper 6 including the semi-active damper.
- the present invention is not limited to this, and the damping force adjusting shock absorber may be configured using, for example, an active damper (either an electric actuator or a hydraulic actuator) or an air suspension.
- the damping force is insufficient in the front wheels.
- the damping force of the rear wheel is increased regardless of the vehicle height and the relative speed to increase the piston It is also possible to prevent extension / shrinkage of 14 from being cut.
- suspension control device based on the embodiment described above, for example, the suspension control device described below can be used.
- a first aspect is a suspension control device, which is a vehicle behavior calculation unit that detects or estimates vehicle behavior, and a damping force adjustable shock absorber provided between two members that relatively move of the vehicle.
- a controller that adjusts the damping force of the damping force adjustment type shock absorber based on the calculation result of the vehicle behavior calculation unit, wherein the damping force adjustment type shock absorber is a cylinder in which a working fluid is sealed;
- a piston slidably inserted into the cylinder, a piston rod connected to the piston and extending to the outside of the cylinder, and the piston extending between a fully extended control start position and a fully extended fully extended position.
- the extension cut-out suppression mechanism that suppresses an impact when the piston is within the extension cut-off position range and the compression cut-off position range that is between the compression cut-off control start position and the maximum compression cut-off position
- the controller performs extension cut suppression control for adjusting damping force to a high level
- the piston When reaching the compression cutting control start position, performs compression cutting suppression control for adjusting the damping force to a high level, and the stroke from the neutral position of the piston in the cylinder to the expansion cutting control start position, The stroke from the neutral position of the piston to the compression cut control start position is increased, and the range from the expansion cut control start position to the compression cut control start position is not subjected to the expansion cut suppression control and the compression cut suppression control. Dead zone.
- the vehicle behavior calculation unit has a vehicle height / speed calculation unit that obtains a relative speed between the two members and a vehicle height
- the controller is the vehicle.
- the amount of change in the damping force is calculated using the calculated value of the high / speed calculator.
- the controller corrects the control command according to a value obtained by multiplying the vehicle height and the relative speed.
- the controller calculates the control command according to a value obtained by multiplying the vehicle height and the relative speed.
- the controller multiplies the vehicle height and the relative speed by a coefficient, respectively, and calculates a control command according to a value obtained by adding the respective factors.
- the vehicle behavior calculation unit includes a road surface vertical displacement detection unit that detects vertical displacement of a front road surface, and the controller detects the road surface vertical displacement detection unit. When extension or contraction is predicted to occur according to the value, the control command is calculated according to the detection value of the road surface vertical displacement detection unit.
- the present invention is not limited to the above-described embodiment, and various modifications are included.
- the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described above.
- a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of one embodiment can be added to the configuration of another embodiment.
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Abstract
Description
Claims (6)
- サスペンション制御装置であって、
車両の挙動を検出、または推定する車両挙動算出部と、
前記車両の相対移動する2部材間に設けられた減衰力調整式緩衝器と、
前記車両挙動算出部の算出結果に基づいて、前記減衰力調整式緩衝器の減衰力を調整するコントローラと、を有し、
前記減衰力調整式緩衝器は、
作動流体が封入されたシリンダと、
前記シリンダ内に摺動可能に挿入されたピストンと、
前記ピストンに連結されて前記シリンダの外部に延出するピストンロッドと、
前記ピストンが伸び切り制御開始位置から最大伸び切り位置までの間である伸び切り位置範囲にあるときに衝撃を抑制する伸び切り抑制機構と、
前記ピストンが縮み切り制御開始位置から最大縮み切り位置までの間である縮み切り位置範囲にあるときに衝撃を抑制する縮み切り抑制機構と、を備え、
前記コントローラは、
前記ピストンが前記伸び切り制御開始位置に達したときに、減衰力を高く調整する伸び切り抑制制御を行うとともに、前記ピストンが前記縮み切り制御開始位置に達したときに、減衰力を高く調整する縮み切り抑制制御を行い、
前記シリンダ内での前記ピストンの中立位置から前記伸び切り制御開始位置までのストロークよりも、前記ピストンの中立位置から前記縮み切り制御開始位置までのストロークを大きくし、
前記伸び切り制御開始位置から前記縮み切り制御開始位置までの範囲を、前記伸び切り抑制制御および前記縮み切り抑制制御を行なわない不感帯とするサスペンション制御装置。 - 前記車両挙動算出部は、前記2部材間の相対速度と車高とを求める車高・速度算出部を有し、
前記コントローラは、前記車高・速度算出部の算出値で減衰力の変化量を求める請求項1に記載のサスペンション制御装置。 - 前記コントローラは、車高と相対速度とを乗算した値に応じて制御指令を補正する請求項1に記載のサスペンション制御装置。
- 前記コントローラは、車高と相対速度とを乗算した値に応じて制御指令を算出する請求項1に記載のサスペンション制御装置。
- 前記コントローラは、車高と相対速度とにそれぞれ係数を乗算し、それぞれを加算した値に応じて制御指令を算出する請求項1に記載のサスペンション制御装置。
- 前記車両挙動算出部は、前方路面の上下変位を検出する路面上下変位検出部を有し、前記コントローラは、前記路面上下変位検出部の検出値に応じて伸び切りまたは縮み切りの発生が予測された場合には、前記路面上下変位検出部の検出値に応じて制御指令を算出する請求項1に記載のサスペンション制御装置。
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US17/277,440 US20210354523A1 (en) | 2018-10-12 | 2019-09-18 | Suspension control device |
CN201980062377.0A CN112996680B (zh) | 2018-10-12 | 2019-09-18 | 悬架控制装置 |
KR1020217005708A KR102448779B1 (ko) | 2018-10-12 | 2019-09-18 | 서스펜션 제어 장치 |
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CN112996680B (zh) | 2023-12-15 |
DE112019005068T5 (de) | 2021-07-22 |
US20210354523A1 (en) | 2021-11-18 |
KR20210035878A (ko) | 2021-04-01 |
JP7108357B2 (ja) | 2022-07-28 |
DE112019005068B4 (de) | 2023-01-05 |
CN112996680A (zh) | 2021-06-18 |
JPWO2020075455A1 (ja) | 2021-09-02 |
KR102448779B1 (ko) | 2022-09-28 |
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