JP2012066682A - Roll control system for vehicle - Google Patents

Abstract

To provide a vehicle roll control system capable of reducing a load on a roll suppressing device and ensuring responsiveness.
A first roll suppression device that generates an anti-roll moment Mst that suppresses a roll of a vehicle, and a second roll that generates an anti-roll moment Msp and is less responsive than the first roll suppression device. And an anti-roll moment distribution generated by the first roll suppressing device and the second roll suppressing device is controlled based on responsiveness.
[Selection] Figure 1

Description

  The present invention relates to a vehicle roll control system.

  2. Description of the Related Art Conventionally, a technique is known that suppresses rolling of a vehicle by generating an anti-roll moment. In Patent Document 1, the amount of increase ΔMars of the anti-roll moment by the active stabilizer device and the amount of increase ΔMarp of the anti-roll moment by the air spring are calculated based on the lateral acceleration Gy of the vehicle, and the active stabilizer device is controlled based on the amount of increase ΔMars. A technique of a vehicle roll motion control device that controls the spring constant of the air spring based on the increase amount ΔMarp and makes the increase amount ΔMarp smaller than the increase amount ΔMars when the lateral acceleration Gy is small compared to when it is large. It is disclosed.

JP 2006-7803 A

  It is desired to be able to reduce the load on the roll suppressing device that suppresses the roll of the vehicle. For example, in an active stabilizer, the strength and durability of components and attachment parts are determined so that a roll can be suppressed when a large lateral acceleration is applied. In the case of an active stabilizer, when the load is reduced, it is possible to reduce the size of the apparatus and improve durability. Moreover, it is desired that the responsiveness of the roll suppressing device can be ensured. For example, when a roll is restrained by an air spring, in particular, a delay tends to occur in the control on the vehicle body ascending side, and responsiveness may become a problem.

  The objective of this invention is providing the roll control system for vehicles which can reduce the load with respect to a roll suppression apparatus, and can ensure responsiveness.

  The roll control system for a vehicle according to the present invention includes a first roll suppression device that generates an anti-roll moment that suppresses a roll of the vehicle, and generates the anti-roll moment and is more responsive than the first roll suppression device. A low roll second roll suppression device, and the distribution of the anti-roll moment generated by the first roll suppression device and the second roll suppression device is controlled based on the responsiveness. And

  In the vehicle roll control system, the target anti-roll moment is preferably generated by the first roll suppression device until the second roll suppression device starts to generate the anti-roll moment.

  In the vehicle roll control system, when the anti-roll moment exceeding the target anti-roll moment can be generated by the first roll suppressing device and the second roll suppressing device, the first roll It is preferable to suppress the anti-roll moment generated by the suppression device.

  In the vehicle roll control system, the anti-roll moment generated by the first roll suppression device in response to an increase corresponding to the responsiveness of the anti-roll moment generated by the second roll suppression device. It is preferable to suppress.

  In the vehicle roll control system, the first roll suppression device is an active stabilizer, and the second roll suppression device is configured to calculate a vehicle height on one side and a vehicle height on the other side in the width direction of the vehicle. An air spring that can be adjusted to different vehicle heights is preferred.

  In the vehicle roll control system, the anti-roll moment is generated by at least one of increasing the vehicle height on the one side by the air spring or decreasing the vehicle height on the other side by the air spring. It is preferable to make it.

  A vehicle roll control system according to the present invention includes a first roll suppression device that generates an anti-roll moment, and a second roll suppression that generates an anti-roll moment and is less responsive than the first roll suppression device. And an anti-roll moment distribution generated by the first roll suppressing device and the second roll suppressing device is controlled based on responsiveness. Thereby, according to the roll control system for vehicles concerning the present invention, there is an effect that the load of the 1st roll control device can be reduced and responsiveness can be secured.

FIG. 1 is a diagram illustrating sharing of anti-roll moments according to the embodiment. FIG. 2 is a diagram illustrating the vehicle roll control system according to the embodiment.

  Hereinafter, a roll control system for a vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

(Embodiment)
The embodiment will be described with reference to FIGS. 1 and 2. The present embodiment relates to a vehicle roll control system. FIG. 1 is a diagram illustrating sharing of anti-roll moments according to the embodiment, and FIG. 2 is a diagram illustrating a vehicle roll control system according to the embodiments.

  In the vehicle roll control system 1-1 of the present embodiment, in a vehicle equipped with an active stabilizer and an air spring, the vehicle height adjustment function of the air spring is controlled separately on the left and right sides, so that the roll suppression action of the active stabilizer is achieved. Help. As a result, it is possible to supplement the anti-roll moment output required for the active stabilizer and further improve the durability of the components and attachment parts of the active stabilizer.

  The vehicle roll control system 1-1 shown in FIG. 2 includes a front wheel active stabilizer 10, a rear wheel active stabilizer 20, an ECU 30, and an air suspension system 40. The active stabilizers 10 and 20 correspond to a first roll suppressing device that generates an anti-roll moment that suppresses rolling of the vehicle. The active stabilizers 10 and 20 suppress the roll by generating an anti-roll moment with respect to the roll of the vehicle.

  The front wheel active stabilizer 10 includes stabilizer bar members 11 and 12 and an actuator 13. The stabilizer bar member 11 connects the actuator 13 and the holding member 80FR that holds the right front wheel. The stabilizer bar member 12 connects the actuator 13 and the holding member 80FL that holds the left front wheel. The stabilizer bar members 11 and 12 include torsion bar portions 11a and 12a extending in the vehicle width direction and arm portions 11b and 12b formed integrally with the torsion bar portions 11a and 12a and extending in the vehicle front-rear direction, respectively. Have. An end portion of the arm portion 11b opposite to the torsion bar portion 11a side is connected to a holding member 80FR that holds the right front wheel, for example, a lower arm. Further, the end portion of the arm portion 12b opposite to the torsion bar portion 12a side is connected to a holding member 80FL that holds the left front wheel, for example, a lower arm.

  The actuator 13 controls the relative amount of twist between the stabilizer bar member 11 on the right front wheel side and the stabilizer bar member 12 on the left front wheel side. The actuator 13 includes a motor having a stator and a rotor. One of the stabilizer bar members 11 and 12 is connected to the stator side of the motor, and the other is connected to the rotor side of the motor. Therefore, the relative rotation amount of the stabilizer bar member 11 and the stabilizer bar member 12 can be controlled by controlling the rotation amount of the motor.

  When a twisting force acts on the stabilizer bar members 11 and 12 by the roll of the vehicle, the actuator bar 13 counteracts the roll moment by rotating the stabilizer bar members 11 and 12 in a direction opposite to the twisting direction by the twisting force. An anti-roll moment can be generated. If the relative rotation amount of the left and right stabilizer bar members 11 and 12 is changed by changing the rotation amount of the actuator 13 by the motor force, the anti-roll moment as the roll restraining force changes, and the roll of the vehicle body is changed. It can be actively suppressed. The amount of rotation of the actuator 13 here refers to a state where the rotation position of the actuator 13 in the reference state is a neutral position when the vehicle is stationary on a flat road, and from the neutral position. This means the amount of rotation, that is, the amount of movement. Therefore, as the amount of rotation of the actuator 13 increases, the rotational position of the actuator 13 moves away from the neutral position, and the torsional reaction force of the stabilizer bar members 11, 12, that is, the roll suppression force increases.

  The rear wheel active stabilizer 20 is the same as the front wheel active stabilizer 10 and includes stabilizer bar members 21 and 22 and an actuator 23. The stabilizer bar member 21 connects the actuator 23 and the holding member 80RR that holds the right rear wheel. The stabilizer bar member 22 connects the actuator 23 and the holding member 80RL that holds the left rear wheel. The actuator 23 changes the roll restraining force on the rear wheel side by changing the relative rotation amount of the left and right stabilizer bar members 21 and 22 by the motor force. Thus, the active stabilizers 10 and 20 are variable twist angle stabilizers that can variably control the twist angle between the left and right stabilizer bar members.

  The air suspension system 40 includes an air spring 41 (41FR, 41FL, 41RR, 41RL), a filter 42, a compressor 43, a motor 44, check valves 45 and 46, an orifice 47, a dryer 48, a high pressure tank 49, an exhaust valve 50, and a low pressure tank. 51, a height control valve 52 (52FR, 52FL, 52RR, 52RL), an air pipe 53 and a discharge pipe 54 are provided. In the air spring 41 and the height control valve 52, the subscript FR indicates the right front wheel, FL indicates the left front wheel, RR indicates the right rear wheel, and RL indicates the components related to the left rear wheel.

  The air spring 41 corresponds to a second roll suppressing device that generates an anti-roll moment and has lower responsiveness than the active stabilizers 10 and 20. The air spring 41 suppresses the roll by generating an anti-roll moment, and the responsiveness to generate the anti-roll moment is lower than the responsiveness of the active stabilizers 10 and 20.

  The air spring 41 is provided together with the shock absorber 60. The shock absorber 60 has an outer cylinder 61 and a piston rod 62. The outer cylinder 61 has a hollow cylindrical shape, and a working fluid, for example, oil is enclosed therein. The piston rod 62 has a piston portion that is disposed inside the outer cylinder 61 and slides along the inner wall surface of the outer cylinder 61. The inside of the outer cylinder 61 is partitioned into a piston upper chamber and a piston lower chamber by a piston portion. The piston portion is formed with a communication path that connects the piston upper chamber and the piston lower chamber.

  The lower end of the outer cylinder 61 is supported via a bushing 63 by a holding member 80 (80FR, 80FL, 80RR, 80RL) that holds a wheel. The air spring 41 includes a vehicle body side outer shell member 41a, a wheel side outer shell member 41b, and a rolling diaphragm 41c. The vehicle body side outer shell member 41 a is coupled to the piston rod 62 and can move in the axial direction of the shock absorber 60 together with the piston rod 62. Further, the vehicle body side outer shell member 41a supports the vehicle body 90 (90FR, 90FL, 90RR, 90RL). The vehicle body side outer shell member 41a of the air spring 41FR disposed on the right front wheel supports the right front wheel side 90FR of the vehicle body 90. Similarly, the air springs 41FL, 41RR, 41RL support the left front wheel side 90FL, the right rear wheel side 90RR, and the left rear wheel side 90RL of the vehicle body 90, respectively.

  The wheel side outer shell member 41 b is connected to the outer cylinder 61 of the shock absorber 60. That is, the wheel-side outer shell member 41 b is supported by the holding member 80 that holds the wheel via the outer cylinder 61. The wheel-side outer shell member 41b of the right front wheel air spring 41FR is supported by a holding member 80FR that holds the right front wheel. Similarly, the wheel side outer shell member 41b of the air springs 41FL, 41RR, 41RL is supported by a holding member 80FL that holds the left front wheel, a holding member 80RR that holds the right rear wheel, and a holding member 80RL that holds the left rear wheel, respectively. Has been.

  The rolling diaphragm 41c connects the vehicle body side outer shell member 41a and the wheel side outer shell member 41b. An air chamber 41d is formed by the vehicle body side outer shell member 41a, the rolling diaphragm 41c, and the wheel side outer shell member 41b. An air pipe 53 is connected to the air chamber 41d of each air spring 41FR, 41FL, 41RR, 41RL.

  The air pipe 53 is provided with a compressor 43. The compressor 43 is driven by the power of the motor 44 and compresses air as a working gas. The compressor 43 compresses the air sucked through the filter 42 and discharges the compressed air toward the air springs 41. A check valve 45, a check valve 46, an orifice 47, and a dryer 48 are provided between each air spring 41 and the compressor 43 in the air pipe 53 in order from the side close to the compressor 43. The check valve 45 is a check valve that allows air flow from the compressor 43 toward each air spring 41 and restricts air flow from each air spring 41 toward the compressor 43. The check valve 46 and the orifice 47 are provided in parallel. As with the check valve 45, the check valve 46 allows the air flow from the compressor 43 toward each air spring 41 and restricts the air flow in the opposite direction. The dryer 48 removes moisture contained in the air discharged from the compressor 43.

  Each air spring 41 is provided with a height control valve 52. The height control valve 52 opens and closes the air flow path between the compressor 43 and each air spring 41 in the air pipe 53. For example, the height control valve 52FR for the right front wheel opens and closes the air flow path between the air chamber 41d of the air spring 41FR and the compressor 43. When the height control valve 52FR opens the flow path during the operation of the compressor 43, the air discharged from the compressor 43 flows into the air chamber 41d of the air spring 41FR. Thereby, the vehicle body side outer shell member 41a moves relative to the wheel side outer shell member 41b upward. That is, the vehicle body side outer shell member 41 a and the wheel side outer shell member 41 b relatively move in a direction away from each other in the axial direction of the shock absorber 60. As a result, the right front wheel side 90FR of the vehicle body 90 is separated from the ground contact surface of the right front wheel. That is, the vehicle height at the right front portion of the vehicle body 90 increases.

  The same applies to the other air springs 41. When the height control valves 52FL, 52RR, 52RL of the air springs 41FL, 41RR, 41RL are opened in a state where compressed air is supplied to the air pipe 53, the left front portion of the vehicle body 90 The vehicle heights of 90FL, right rear portion 90RR, and left rear portion 90RL are increased.

  A high pressure tank 49 is connected to the air spring 41 side of the air pipe 53 from the dryer 48. The high-pressure tank 49 has a function as an accumulator that stores the compressed air discharged from the compressor 43. The high-pressure tank 49 is provided with an open / close valve (not shown) that opens and closes an air flow path between the high-pressure tank 49 and the air pipe 53. By opening the on-off valve, the compressed air in the air pipe 53 can be received in the high-pressure tank 49, or the compressed air stored in the high-pressure tank 49 can flow out to the air pipe 53.

  The on-off valve of the high-pressure tank 49 is opened when air is supplied to the air chamber 41d of the air spring 41, for example. By letting the compressed air previously stored in the high-pressure tank 49 flow out to the air pipe 53, the compressor 43 can be assisted to quickly supply the compressed air to the air chamber 41d. Further, the compressed air can be stored in the high-pressure tank 49 by operating the compressor 43 with each height control valve 52 closed after the vehicle height adjustment is completed.

  A discharge pipe 54 is connected to the air pipe 53. The discharge pipe 54 is connected between the check valve 45 and the check valve 46 in the air pipe 53. The discharge pipe 54 connects the air pipe 53 and the low-pressure tank 51. The low pressure tank 51 is maintained at a pressure lower than the atmospheric pressure, for example. The air in the low-pressure tank 51 may be sucked by the compressor 43, for example. Alternatively, a pump or the like that sucks air in the low-pressure tank 51 may be provided.

  The exhaust pipe 54 is provided with an exhaust valve 50 that opens and closes the air flow path of the exhaust pipe 54. When the exhaust valve 50 is opened, the air in the air pipe 53 flows out to the low pressure tank 51 through the discharge pipe 54. Since the inside of the low-pressure tank 51 is at a pressure lower than the atmospheric pressure, it is possible to positively exhaust the air in the air pipe 53 more quickly than when the air in the air pipe 53 is released to the atmosphere. The exhaust valve 50 blocks the discharge pipe 54 when air is supplied to the air chamber 41d.

  When the air in the air chamber 41d is discharged to lower the vehicle height, the compressor 43 is stopped and the exhaust valve 50 and the height control valve 52 are opened. At this time, the on-off valve of the high-pressure tank 49 is closed. By opening the height control valve 52 and the exhaust valve 50, the air in each air chamber 41 d is discharged to the air pipe 53 and flows into the low-pressure tank 51 through the discharge pipe 54. As the air in the air chamber 41d is discharged, the vehicle body side outer shell member 41a moves relative to the wheel side outer shell member 41b downward. That is, the vehicle body side outer shell member 41 a and the wheel side outer shell member 41 b relatively move in a direction approaching each other in the axial direction of the shock absorber 60. Accordingly, when the compressed air is not supplied to the air pipe 53 and the height control valves 52FR, 52FL, 52RR, 52RL of the air springs 41FR, 41FL, 41RR, 41RL are opened in a state where the exhaust valve 50 is opened, The vehicle height at the right front part, left front part, right rear part, and left rear part of the vehicle body respectively decreases.

  The front wheel active stabilizer 10, the rear wheel active stabilizer 20, and the air suspension system 40 are each controlled by the ECU 30. The ECU 30 is an electronic control unit having a computer, for example. The actuator 13 of the front wheel active stabilizer 10 and the actuator 23 of the rear wheel active stabilizer 20 are respectively connected to the ECU 30 and controlled by the ECU 30. The motor 44, the exhaust valve 50, the high-pressure tank 49, and the height control valves 52 (52FR, 52FL, 52RR, 52RL) of the air suspension system 40 are connected to the ECU 30 and controlled by the ECU 30. The ECU 30 can further control the damping force of the shock absorber 60. For example, the ECU 30 can control the damping force when the piston rod 62 moves in the axial direction by adjusting the flow passage area of the communication path in the piston portion of the piston rod 62.

  The ECU 30 is connected to a sensor 70 that detects the traveling state of the vehicle. In the present embodiment, a lateral G sensor 71, a yaw rate sensor 72, a vehicle speed sensor 73, a rudder angle sensor 74, and a vehicle height sensor 75 are connected to the ECU 30.

  The lateral G sensor 71 can detect lateral G, which is acceleration in the width direction of the vehicle generated in the vehicle. The yaw rate sensor 72 can detect the yaw rate of the vehicle. The vehicle speed sensor 73 can detect the traveling speed of the vehicle. The steering angle sensor 74 can detect the operation amount (steering angle) of the steering wheel operated by the driver. The vehicle height sensor 75 can detect the vehicle height of the vehicle. The vehicle height sensor 75 is arranged corresponding to each wheel. The vehicle height sensor 75 can detect the vehicle height in the vicinity of the wheel. Signals indicating the detection results of the sensors 71, 72, 73, 74, 75 are output to the ECU 30, respectively. The ECU 30 is operated by electric power supplied from the power supply circuit 76.

  The ECU 30 can increase or decrease the vehicle height of each wheel independently of the vehicle height of other wheels by controlling the air spring 41 of each wheel. For example, the ECU 30 controls the vehicle height of the air spring 41 on the right wheel and the vehicle height of the air spring 41 on the left wheel to be different from each other, whereby the vehicle height on one side and the other side in the width direction of the vehicle are controlled. It is possible to adjust the vehicle height to a different vehicle height. Further, the ECU 30 can execute auto leveling control that maintains a constant vehicle height regardless of the occupant and the load capacity. In the auto leveling control, for example, each air spring 41 is controlled to maintain a constant vehicle height based on the vehicle height of each wheel detected by each vehicle height sensor 75.

  The ECU 30 uses the air suspension system 40 in addition to the active stabilizers 10 and 20 based on the target anti-roll moment, which is the target value of the anti-roll moment for the roll, when the vehicle roll motion occurs such as when the vehicle is turning. Roll suppression control that generates anti-roll moment is executed. When it is attempted to suppress the roll of the vehicle using only the active stabilizers 10 and 20, it is necessary to generate a sufficient roll suppression force by the active stabilizers 10 and 20 when a large lateral acceleration is applied. If the active stabilizers 10 and 20 are increased in size to increase the output in order to generate a sufficient anti-roll moment, the mounting space and weight are restricted. Further, components such as the body side of the bracket to which the actuators 13 and 23 are attached and the arms and links of the active stabilizers 10 and 20 are required to have strength and durability corresponding to the increased anti-roll moment.

  In this embodiment, the vehicle height adjustment function of the air spring 41 is separately controlled by the left and right wheels, thereby assisting the roll restraining action of the active stabilizers 10 and 20. Accordingly, it is possible to reduce the size of the active stabilizers 10 and 20 by suppressing the anti-roll moment required for the active stabilizers 10 and 20 and to further improve the durability of the active stabilizers 10 and 20.

  The ECU 30 controls the active stabilizers 10 and 20 and the air suspension system 40 based on a target anti-roll moment that is a target value of the anti-roll moment with respect to the roll moment of the vehicle. The target anti-roll moment is calculated based on, for example, the lateral G, yaw rate, vehicle speed, and steering angle detected by the sensors 71, 72, 73, 74. The ECU 30 has a total anti-roll moment that is the sum of the first anti-roll moment that is the anti-roll moment generated by the active stabilizers 10 and 20 and the second anti-roll moment that is the anti-roll moment generated by the air suspension system 40. The first anti-roll moment and the second anti-roll moment are respectively determined so as to be the target anti-roll moment.

  The first anti-roll moment is the sum of anti-roll moments generated by the front wheel active stabilizer 10 and the rear wheel active stabilizer 20. The ECU 30 allocates the first anti-roll moment to the front wheel active stabilizer 10 and the rear wheel active stabilizer 20, and outputs command values for the rotation amounts of the actuators 13 and 23, respectively. For each of the front wheel active stabilizer 10 and the rear wheel active stabilizer 20, the ECU 30 stores in advance, for example, a correspondence relationship between the rotation amounts of the actuators 13 and 23 and the anti-roll moment to be generated as a table. The ECU 30 can generate rotation amount command values for the actuators 13 and 23 based on this table. In the front wheel active stabilizer 10 and the rear wheel active stabilizer 20, the first anti-roll moment is generated by the actuators 13 and 23 controlling the rotation amount according to the received command value.

  The second anti-roll moment is an anti-roll moment generated by making the left and right vehicle heights different by the air spring 41. For example, the anti-roll moment newly generated by making the left and right vehicle heights different by roll suppression control from the state where the left and right vehicle heights are equal as in the case where auto leveling control is performed becomes the second anti-roll moment. The ECU 30 determines a target value for the vehicle height of each air spring 41 based on the second anti-roll moment. The ECU 30 stores in advance a correspondence relationship between the amount of change in the vehicle height when the vehicle height is changed by the air spring 41 and the anti-roll moment that can be generated, for example, as a table. The ECU 30 can generate a target value for the vehicle height of the air spring 41 based on this table.

  The ECU 30 feeds air into the air chamber 41d of the air spring 41 corresponding to the wheel on the outside of the turn in accordance with the second anti-roll moment to be generated, and increases the vehicle height on the outside of the turn. The ECU 30 controls the motor 44, the exhaust valve 50, the high-pressure tank 49, and each height control valve 52 so as to increase the vehicle height in the air spring 41 outside the turn according to the target value of the vehicle height. For example, when the vehicle height on the right side of the vehicle is to be increased, the ECU 30 opens the right front wheel and rear wheel height control valves 52FR and 52RR, respectively, from the compressor 43 and the high-pressure tank 49 to the right front wheel and rear wheel air chambers. 41d is supplied with compressed air.

  Here, if the adjustment of the vehicle height by the air spring 41 is used to suppress the roll moment, the roll moment may not be followed particularly on the vehicle height up side. The capacity of the compressor 43 of the air suspension system 40 is based on the capacity required for the attitude angle control of the vehicle, and therefore cannot sufficiently follow the roll moment generated by steering or road surface input. However, it is difficult to provide a high-output compressor because it leads to an increase in the size of filters, motors, dryers, and the like, and is restricted by mounting space and weight. Therefore, in the roll suppression control, it is necessary to balance the output of the active stabilizers 10 and 20 and the output of the air suspension system 40 having lower responsiveness than the active stabilizers 10 and 20.

  The ECU 30 controls the distribution of the first anti-roll moment generated by the active stabilizers 10 and 20 and the second anti-roll moment generated by the air spring 41 based on the responsiveness of the air spring 41. FIG. 1 is a diagram for explaining the sharing of the anti-roll moment between the active stabilizers 10 and 20 and the air spring 41 in the roll suppression control of the present embodiment. In FIG. 1, a symbol Mt indicates a target anti-roll moment. Reference Mst represents the first anti-roll moment, and reference Msp represents the second anti-roll moment.

  As shown in FIG. 1, even if an anti-roll moment output command is issued to each of the active stabilizers 10 and 20 and the air spring 41 at the rise (time t1) of the target anti-roll moment Mt, the second anti-roll moment The response of Msp is delayed with respect to the response of the first anti-roll moment Mst. As shown in FIG. 1, the first anti-roll moment Mst due to the respective rotation amounts of the actuator 13 of the front wheel active stabilizer 10 and the actuator 23 of the rear wheel active stabilizer 20 follows the target anti-roll moment Mt almost without delay. . For example, when the command value of the rotation amount of the actuators 13 and 23 is output so that the target anti-roll moment Mt is realized only by the first anti-roll moment Mst, the first anti-roll moment Mst is along the target anti-roll moment Mt. Transition to.

  On the other hand, the rise of the second anti-roll moment Msp (time t2) generated by the air feed into the air chamber 41d is delayed from the rise (time t1) of the first anti-roll moment Mst. The increasing speed of the second anti-roll moment Msp is smaller than the increasing speed of the first anti-roll moment Mst. For example, even if the air spring 41 starts outputting the vehicle height command value at time t1 so that the vehicle height is increased with the maximum response, the second anti-roll moment Msp due to the change in the vehicle height actually starts to occur. Is time t2, and the second anti-roll moment Msp does not completely follow the target anti-roll moment Mt. Thus, the responsiveness that the air spring 41 generates the second anti-roll moment Msp is lower than the responsiveness that the active stabilizers 10 and 20 generate the first anti-roll moment Mst.

  For example, the ECU 30 determines a control target for the first anti-roll moment Mst based on a value obtained by subtracting the actually generated second anti-roll moment Msp from the target anti-roll moment Mt. Thereby, the first anti-roll moment Mst and the second anti-roll moment Msp based on the responsiveness of the air spring 41 can be distributed. First, the ECU 30 determines a target value of the vehicle height of the air spring 41 with a predetermined moment, for example, the target anti-roll moment Mt as a control target of the second anti-roll moment Msp after the time t1. Until the second anti-roll moment Msp actually starts to be generated, the target anti-roll moment Mt becomes the control target of the first anti-roll moment Mst. That is, the ECU 30 generates the target anti-roll moment by the active stabilizers 10 and 20 until the air spring 41 starts to generate the anti-roll moment. When the second anti-roll moment Msp actually starts to be generated after time t2, the ECU 30 suppresses the first anti-roll moment Mst by the amount of the anti-roll moment actually generated by the air spring 41. The suppression of the first anti-roll moment Mst may be made according to the situation.

  For example, when the anti-roll moment exceeding the target anti-roll moment Mt can be generated by the first anti-roll moment Mst and the second anti-roll moment Msp, the first anti-roll moment Mst is suppressed. The amount of suppression of the first anti-roll moment Mst at this time is, for example, the total anti-roll moment that can be generated by the anti-roll moments Mst and Msp exceeds the target anti-roll moment Mt. In other words, the air spring 41 generates a maximum anti-roll moment that can be generated, and the active stabilizers 10 and 20 generate an anti-roll moment that is insufficient for the second anti-roll moment Msp alone.

  Here, the actually generated second anti-roll moment Msp may be based on the detection result or may be estimated. For example, the second anti-roll moment Msp actually generated can be calculated based on the detection result of the physical quantity corresponding to the second anti-roll moment Msp. The physical quantity corresponding to the second anti-roll moment Msp is, for example, the vehicle height. The second anti-roll moment Msp actually generated can be calculated based on, for example, the vehicle height detected by the vehicle height sensor 75 and the lateral G detected by the lateral G sensor 71.

  Further, the actually generated second anti-roll moment Msp may be estimated based on a table stored in advance. For example, the ECU 30 stores in advance a table indicating the response characteristics of the air spring 41 with respect to a command to change the vehicle height, and estimates the second anti-roll moment Msp actually generated based on this table. Is possible. The said table should just show the relationship between the elapsed time after outputting the command which changes vehicle height, and transition of the variation | change_quantity of vehicle height, for example.

  Until the time t2 when the second anti-roll moment Msp starts increasing, the target anti-roll moment Mt is used as a control target of the first anti-roll moment Mst as it is. As a result, as shown in FIG. 1, until time t2, the active stabilizers 10 and 20 generate the target anti-roll moment Mt, and the first anti-roll moment Mst changes at substantially the same value as the target anti-roll moment Mt. To do. In other words, the active stabilizers 10 and 20 are used to assist in advance the portions that cannot be caught up dynamically by the vehicle height adjustment function of the air spring 41. After time t2, a value obtained by subtracting the second anti-roll moment Msp from the target anti-roll moment Mt is set as the control target of the first anti-roll moment Mst. Thereby, for example, when the vehicle height of the air spring 41 increases toward the target value according to the responsiveness of the air spring 41 and the second anti-roll moment Msp increases, The first anti-roll moment Mst is suppressed corresponding to the increase of the second anti-roll moment Msp.

  By starting to generate the second anti-roll moment Msp after time t2, the first anti-roll moment Mst is suppressed with respect to the target anti-roll moment Mt. That is, the air spring 41 assists the roll restraining action of the active stabilizers 10 and 20, thereby reducing the anti-roll moment required for the active stabilizers 10 and 20.

  Thus, according to the vehicle roll control system 1-1 of the present embodiment, the anti-roll moment generated by the active stabilizers 10 and 20 is obtained by utilizing the anti-roll moment by the vehicle height adjustment function of the air spring 41. While suppressing, it is possible to generate a sufficient roll suppressing force when a large lateral acceleration is applied. Therefore, the active stabilizers 10 and 20 can be downsized and further improved in durability. Further, the amount of the second anti-roll moment Msp generated by the air spring 41 cannot follow the target anti-roll moment Mt is compensated by the first anti-roll moment Mst. For example, the active stabilizers 10 and 20 generate the target anti-roll moment Mt until the second anti-roll moment Msp starts to be generated at the beginning of roll generation. Therefore, the responsiveness of the anti-roll moment with respect to the roll of the vehicle can be ensured. Thus, the vehicle roll control system 1-1 of the present embodiment can reduce the load on the roll suppressing device and can ensure responsiveness.

  Further, since the first anti-roll moment Mst can be suppressed by the amount corresponding to the second anti-roll moment Msp by the air spring 41, the roll suppression control is performed in a state where the outputs of the active stabilizers 10 and 20 have a margin. It can be carried out. For example, when steering is increased during the roll suppression control, the anti-roll moment corresponding to the increased amount can be generated by the active stabilizers 10 and 20 having high responsiveness. That is, the vehicle roll control system 1-1 according to the present embodiment functions as a roll control system in which the anti-roll moment of the base portion is shared by the air spring 41 and the anti-roll moment of the variable portion is shared by the active stabilizers 10 and 20. can do. For example, in roll suppression control after time t2, the air spring 41 is caused to generate an anti-roll moment at a constant ratio with respect to the target anti-roll moment Mt or an anti-roll moment obtained by subtracting a constant moment from the target anti-roll moment Mt as the base portion. It may be.

  Further, the control target of the second anti-roll moment Msp as the base portion may be set to a predetermined value, for example. For example, when the target anti-roll moment Mt exceeds the predetermined value, the predetermined value is set as a command value for the second anti-roll moment Msp, and when the target anti-roll moment Mt is equal to or less than the predetermined value, the target anti-roll moment Mt is set. The command value of the second anti-roll moment Msp may be used. The predetermined value can be, for example, the maximum second anti-roll moment Msp that can be generated by the air spring 41.

  When the first anti-roll moment Mst and the second anti-roll moment Msp are reduced according to the decrease in the target anti-roll moment Mt, the control target of the second anti-roll moment Msp is set in consideration of the response of the air spring 41. It may be determined. For example, the time at which the target anti-roll moment Mt becomes 0 is predicted based on the transition of the target anti-roll moment Mt, and the second anti-roll moment Msp is controlled so that the second anti-roll moment Msp can be substantially 0 at this time. A goal may be set.

  In the present embodiment, the control target of the second anti-roll moment Msp after the time t1 is the target anti-roll moment Mt, but is not limited to this. For example, the control target of the second anti-roll moment Msp and the target value of the vehicle height of the air spring 41 may be set so that the air spring 41 increases the vehicle height with a maximum response.

  In the present embodiment, the case where the actuators 13 and 23 that control the rotation amount in the active stabilizers 10 and 20 are motors has been described as an example. However, the actuators 13 and 23 are not limited thereto. The actuators 13 and 23 may be actuators in which the response of the first anti-roll moment Mst is higher than the response of the second anti-roll moment Msp.

  In the present embodiment, the case where the first roll suppression device is the active stabilizers 10 and 20 and the second roll suppression device is the air spring 41 has been described as an example, but the present invention is not limited thereto. Each of the first roll suppressing device and the second roll suppressing device is a device that can generate an anti-roll moment, and the first roll suppressing device has a responsiveness that generates an anti-roll moment. What is necessary is just to be higher than the said responsiveness of a 2nd roll suppression apparatus. In the present embodiment, there is provided a vehicle roll control system that can reduce the load on the active stabilizers 10 and 20 by using an existing air spring 41 that is a device for adjusting the vehicle height as a second roll suppressing device. It has been realized.

(First Modification of Embodiment)
In the above embodiment, the vehicle height is adjusted by the air spring 41 in the roll suppression control, but in addition to this, the spring constant may be controlled in the roll suppression control. The adjustment of the spring constant can be performed by controlling the shock absorber 60, for example. In the roll suppression control, the ECU 30 reduces the spring constant in the shock absorber 60 of the air spring 41 that has increased the vehicle height when the command value for the vehicle height of the air spring 41 is realized. For example, when the vehicle height is increased in the air springs 41FR and 41RR for the right front wheel and the rear wheel, the spring constant of the shock absorber 60 for the right front wheel and the rear wheel is decreased. As a result, it is possible to improve the riding comfort while suppressing the roll by generating an anti-roll moment.

(Second Modification of Embodiment)
In the above embodiment, the second anti-roll moment Msp is generated by increasing the vehicle height on one side in the width direction in the roll suppression control. However, instead of or in addition to this, the vehicle height on the other side is increased. The second anti-roll moment Msp may be generated by decreasing it. That is, the second anti-roll moment Msp may be generated by extracting air from the air chamber 41d in the air spring 41 inside the turning, supplying air to the air chamber 41d of the air spring 41 outside the turning and The second anti-roll moment Msp may be generated by extracting air from the air chamber 41d of the air spring 41.

  Note that the control of removing air from the air spring 41 inside the turning may be executed only when the response of the anti-roll moment is enhanced in the roll suppression control. For example, if the actual anti-roll moment is predicted to be insufficient with respect to the target anti-roll moment Mt as a result of pre-reading the lateral G as a result of raising the vehicle height outside the turn, the air spring 41 on the inside of the turn is evacuated. It may be.

  As described above, the vehicle roll control system according to the present invention is suitable for reducing the load of the roll suppressing device.

1-1 Roll Control System for Vehicle 10 Front Wheel Active Stabilizer 20 Rear Wheel Active Stabilizer 30 ECU
40 Air suspension system 41 Air spring 52 Height control valve 60 Shock absorber

Claims (6)

A first roll restraining device that generates an anti-roll moment that restrains the roll of the vehicle;
A second roll suppression device that generates the anti-roll moment and is less responsive than the first roll suppression device;
With
The vehicle roll control system, wherein the distribution of the anti-roll moment generated by the first roll suppressing device and the second roll suppressing device is controlled based on the responsiveness. The vehicle roll control system according to claim 1, wherein the target anti-roll moment is generated by the first roll suppression device until the second roll suppression device starts generating the anti-roll moment. When the anti-roll moment exceeding the target anti-roll moment can be generated by the first roll suppressing device and the second roll suppressing device, the anti-roll generated by the first roll suppressing device The vehicle roll control system according to claim 1, wherein the moment is suppressed. The anti-roll moment generated by the first roll suppressing device is suppressed in response to an increase corresponding to the responsiveness of the anti-roll moment generated by the second roll suppressing device. The vehicle roll control system according to claim 1. The first roll suppressing device is an active stabilizer,
5. The air spring according to claim 1, wherein the second roll suppressing device is an air spring capable of adjusting a vehicle height on one side in the width direction and a vehicle height on the other side of the vehicle to different vehicle heights. The vehicle roll control system according to the item. The vehicle according to claim 5, wherein the anti-roll moment is generated by at least one of increasing the vehicle height on the one side by the air spring or decreasing the vehicle height on the other side by the air spring. Roll control system.

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