JP2022007680A - Damper control device and damper device - Google Patents

Abstract

The present invention appropriately determines the end timing of damper control. A damper control device includes a wheel speed sensor that acquires a wheel speed of the vehicle, a state quantity estimation unit that estimates a state quantity of the vehicle using at least a value of the wheel speed sensor, and a wheel speed sensor that estimates a state quantity of the vehicle using at least a value of the wheel speed sensor. a control unit that determines a control amount of the variable damping force damper based on the value of If the excess determination is made, which is a determination that the vehicle has exceeded the limit, the damping that the vehicle is provided with takes into account the excess determination, from the time the excess determination is made until the predetermined condition determined by the wheel speed fluctuation is satisfied. A control unit that determines a control amount of the variable force damper. [Selection diagram] Figure 2

Description

The present invention relates to a damper control device and a damper device.

Conventionally, there is known a technique of controlling the damping force of a variable damping force damper of a vehicle to improve the steering stability and riding comfort of the vehicle (see, for example, Patent Document 1).

Japanese Patent No. 6077968 Gazette

In the conventional damper control technology, there is an aspect to be improved regarding the determination of the end timing of the damper control.

One aspect of the present invention is to realize a damper control device and a damper device capable of suitably determining the end timing of damper control.

In order to solve the above problems, the damper control device for controlling the variable damping force damper provided in the vehicle according to one aspect of the present invention includes a wheel speed sensor that acquires the wheel speed of the vehicle and at least the wheel speed. A state amount estimation unit that estimates the state amount of the vehicle using the value of the sensor, and a control unit that determines the control amount of the damping force variable damper based on the value of the wheel speed sensor and the state amount. If the wheel speed fluctuation, which is the amount of change in the wheel speed, exceeds a predetermined threshold value, and the excess judgment is made, the excess judgment is made, and then the wheel speed fluctuation is used. It is provided with a control unit for determining the control amount of the damping force variable damper provided in the vehicle in consideration of the excess determination until the predetermined predetermined condition is satisfied.

According to one aspect of the present invention, the end timing of the damper control can be suitably determined.

It is a figure which shows typically an example of the structure of the vehicle which concerns on embodiment of this invention. It is a block diagram which shows an example of the functional structure of the damper control device which concerns on embodiment of this invention. It is a figure which shows the 1st control example by the damper ECU which concerns on embodiment of this invention. It is a figure which shows the 2nd control example by the damper ECU which concerns on embodiment of this invention. It is a figure which shows the 3rd control example by the damper ECU which concerns on embodiment of this invention. It is a block diagram which shows the other structural example of the state quantity calculation part provided with the ECU which concerns on embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail.

[Vehicle configuration example]
[Outline of configuration]
FIG. 1 is a diagram schematically showing an example of the configuration of the vehicle 900 according to the embodiment of the present invention. As shown in FIG. 1, the vehicle 900 includes a suspension device (suspension) 100, a vehicle body 200, wheels 300, tires 310, steering member 410, steering shaft 420, torque sensor 430, steering angle sensor 440, torque application unit 460, and rack. It includes a pinion mechanism 470, a rack shaft 480, an engine 500, an ECU (Electronic Control Unit, a damper control device) 600, a power generation device 700, and a battery 800. Examples of the vehicle 900 include a gasoline vehicle, a hybrid electric vehicle (HEV vehicle), an electric vehicle (EV vehicle), and the like.

The wheel 300 on which the tire 310 is mounted is suspended from the vehicle body 200 by the suspension device 100. Since the vehicle 900 is a four-wheeled vehicle, four suspension devices 100, wheels 300, and tires 310 are provided. The tires and wheels of the front wheel on the left side, the front wheel on the right side, the rear wheel on the left side and the rear wheel on the right side are the tires 310A and 300A, the tires 310B and 300B, the tires 310C and 300C, and the tires 310D and wheels, respectively. Also called 300D. Hereinafter, similarly, the configurations attached to the front wheel on the left side, the front wheel on the right side, the rear wheel on the left side, and the rear wheel on the right side are represented by adding the reference numerals “A”, “B”, “C”, and “D”, respectively. There is.

[Suspension device (suspension, variable damping force damper)]
The suspension device 100 includes a hydraulic shock absorber, an upper arm and a lower arm. Further, as an example, the hydraulic shock absorber includes a solenoid valve which is a solenoid valve for adjusting the damping force generated by the hydraulic shock absorber. However, this is not limited to this embodiment, and the hydraulic shock absorber may use a solenoid valve other than the solenoid valve as the solenoid valve for adjusting the damping force. For example, the solenoid valve may be provided with a solenoid valve using an electromagnetic fluid (magnetic fluid). The suspension device 100 and the ECU 600 may be collectively referred to as a damper device. Further, unless otherwise specified in the present specification, the terms "suspension" and the term "damper" are used interchangeably.

[Steering device]
The steering member 410 operated by the driver is connected to one end of the steering shaft 420 so as to be able to transmit torque, and the other end of the steering shaft 420 is connected to the rack and pinion mechanism 470.

In the above description, "connecting so that torque can be transmitted" means that the other member is connected so as to rotate with the rotation of one member, for example, one member and the other member. Is integrally molded, when the other member is directly or indirectly fixed to one member, and when one member and the other member are interlocked via a joint member or the like. At least include cases where it is connected to.

The rack and pinion mechanism 470 is a mechanism for converting the rotation of the steering shaft 420 around the axis into a displacement along the axial direction of the rack shaft 480. When the rack shaft 480 is displaced in the axial direction, the wheels 300A and the wheels 300B are steered via the tie rod and the knuckle arm.

The torque sensor 430 detects the steering torque applied to the steering shaft 420, in other words, the steering torque applied to the steering member 410, and provides the ECU 600 with a torque sensor signal indicating the detection result. More specifically, the torque sensor 430 detects the twist of the torsion bar built in the steering shaft 420 and outputs the detection result as a torque sensor signal. A magnetostrictive torque sensor may be used as the torque sensor 430.

The steering angle sensor 440 detects the steering angle of the steering member 410 and provides the detection result to the ECU 600.

The torque application unit 460 applies an assist torque or a reaction force torque according to the steering control amount supplied from the ECU 600 to the steering shaft 420. The torque application unit 460 includes a motor that generates an assist torque or a reaction force torque according to the steering control amount, and a torque transmission mechanism that transmits the torque generated by the motor to the steering shaft 420.

Specific examples of the "controlled amount" in the present specification include a current value, a duty ratio, an attenuation rate, an attenuation ratio, and the like.

Further, in the above example, a steering device in which the steering member 410 to the rack shaft 480 are always mechanically connected is taken as an example, but this is not limited to the present embodiment, and the steering according to the present embodiment is not limited to this. The device may be, for example, a steering device of a steer-by-wire system. The matters described below can also be applied to the steering device of the steer-by-wire system.

[Driving force transmission device]
The vehicle 900 has a driving force transmission device (not shown). The driving force transmission device is, for example, a device that transmits the power of the engine to the front wheels or the rear wheels, and has a gear transmission mechanism. The gear transmission mechanism is a differential device that gives a difference in the number of rotations of individual wheels between the front wheels or the rear wheels according to the situation, and has a differential limiting device that limits the differential according to the running situation of the vehicle 900. is doing. In this embodiment, the differential device and the limited slip differential are not limited. The differential device may be, for example, a bevel gear type differential device, and the differential limiting device may be a torque sensitive type such as a multi-plate clutch type limited slip differential (LSD) or a helical gear type LSD, or a biscus. It may be a rotation difference sensitive type such as LSD.

[Other configurations]
A power generation device 700 is attached to the engine 500, and the electric power generated by the power generation device 700 is stored in the battery 800.

Further, the vehicle 900 is provided with each wheel 300 and includes a wheel speed sensor 320 that detects the wheel speed Vw (wheel angular velocity ω) of each wheel 300. Further, the vehicle 900 includes a lateral G sensor 330 that detects the lateral acceleration of the vehicle 900, a front-rear G sensor 340 that detects the longitudinal acceleration of the vehicle 900, a yaw rate sensor 350 that detects the yaw rate of the vehicle 900, and an engine 500. The configuration may include an engine torque sensor 510 that detects the generated torque, an engine rotation speed sensor 520 that detects the rotation speed of the engine 500, and a brake pressure sensor 530 that detects the pressure applied to the brake liquid of the braking device. .. The detection results by these various sensors are supplied to the ECU 600.

Although not shown, the vehicle 900 includes ABS (Antilock Brake System), which is a system for preventing wheel lock during braking, TCS (Traction Control System), which suppresses wheel slippage during acceleration, and the like. It is equipped with a VSA (Vehicle Stability Assist) controllable brake device, which is a vehicle behavior stabilization control system equipped with an automatic braking function for yaw moment control and brake assist function during turning.

Here, ABS, TCS, and VSA compare the wheel speed Vw determined according to the estimated vehicle body speed Vb with the wheel speed detected by the wheel speed sensor 320, and the values of these two wheel speeds are predetermined. If the difference is equal to or greater than the value (threshold) of, it is determined that the vehicle is in a slip state. Through such processing, ABS, TCS, and VSA aim to stabilize the behavior of the vehicle 900 by performing optimum brake control and traction control according to the traveling state of the vehicle 900.

Further, the supply of the detection results by the various sensors described above to the ECU 600 and the transmission of the control signal from the ECU 600 to each part are performed via the CAN (Controller Area Network) 370.

Further, the vehicle 900 has a RAM (Random Access Memory) (not shown). The RAM stores steady-state values, estimated values, and calculated values such as vehicle weight, inertial load, and vehicle specifications. The steady-state value is, for example, a value of a physical quantity peculiar to the vehicle 900.

Further, the vehicle 900 includes an ECU for controlling the operation of each of the suspension device 100, the steering device, and the driving force transmission device. For example, the vehicle 900 has a damper ECU for controlling the suspension device 100. Such an ECU dedicated to the device of the vehicle 900 may be provided in the device to be controlled, or may be provided in the ECU 600 for controlling the vehicle 900. As described above, the suspension device 100, the steering device, and the driving force transmission device in the vehicle 900 are all electronically controllable, and are electronically controlled suspension, electronically controlled steering device, and electronically controlled driving force transmission device. It can be said that.

[Overview of suspension control]
The ECU 600 controls the suspension device 100 by supplying a suspension control amount. More specifically, the ECU 600 controls the opening and closing of the solenoid valve by supplying a suspension control amount to the solenoid valve included in the hydraulic shock absorber included in the suspension device 100. In order to enable this control, a power line for supplying drive power from the ECU 600 to the solenoid valve is arranged.

[Overview of steering control]
Further, the ECU 600 collectively controls various electronic devices included in the vehicle 900. More specifically, the ECU 600 controls the magnitude of the assist torque or reaction force torque applied to the steering shaft 420 by adjusting the steering control amount supplied to the torque application unit 460.

[Overview of control of driving force transmission device]
The ECU 600 controls the driving force transmission device, for example, by supplying a control amount of the differential limit. To give a specific example, the ECU 600 adjusts the crimping strength of the clutch in the multi-plate clutch type LSD according to the driving situation, so that the driving force of the engine can be transferred between the front wheels, the rear wheels, or the front wheels or the front wheels. It is distributed between the left and right wheels in the rear wheels, and the individual rotation speeds of the wheels that rotate by the driving force of the engine are controlled.

上記式中、ｗは、ばね上重心点上下速度であり、車体２００のばね上速度のｚ軸方向成分である。ｐ、ｑ、ｒは、それぞれ、ロールレート、ピッチレートおよびヨーレートであり、例えば、車体２００のばね上角速度のｘ軸回転方向、ｙ軸回転方向およびｚ軸回転方向の成分である。なお、本実施形態において、ｘ軸は車体２００の前後方向、ｙ軸は車体２００の横方向、ｚ軸は車体２００の鉛直方向を示す。 [Explanation of state quantity calculation logic]
<Definition of state quantity>
An example of the state quantity X of the vehicle 900 in this embodiment is represented by the following equation. Here, the state quantity X is a vector represented by a matrix of n × 1, and in this embodiment, n = 16. In addition, in this specification, the subscripts fl, fr, rl and rr represent the left front wheel, the right front wheel, the left rear wheel and the right rear wheel in the vehicle 900, respectively. Further, the subscript ii represents any one or more of the above wheels in the vehicle 900.

In the above formula, w is the vertical speed of the center of gravity on the spring, and is a component in the z-axis direction of the speed on the spring of the vehicle body 200. p, q, and r are roll rate, pitch rate, and yaw rate, respectively, and are, for example, components of the spring angular velocity of the vehicle body 200 in the x-axis rotation direction, the y-axis rotation direction, and the z-axis rotation direction. In the present embodiment, the x-axis indicates the front-rear direction of the vehicle body 200, the y-axis indicates the lateral direction of the vehicle body 200, and the z-axis indicates the vertical direction of the vehicle body 200.

Further, in the above equation, w _1fl , w _1fr , w _1rl and w _1rr are unsprung vertical speeds in each wheel. DampSt _fl , DampSt _fr , DampSt _rl and Damp St _rr are suspension stroke displacements in each wheel. TireSt _fl , TireSt _fr , TireSt _rl and TireSt _rr are tire stroke displacements on each wheel.

式（１）中、ΣＲ_ｚは車体２００の重心に作用する鉛直方向力、ｍ_２は車体２００のばね上質量、ｕは車体２００の前後方向のばね上速度、そして、ｖは車体２００の横方向のばね上速度、を表す。 <Equation of motion related to state quantity>
An example of the equation of motion of each element constituting the state quantity X is represented by the following equations (1) to (7). The dot "・" attached above each physical quantity represents the time derivative.

In equation (1), ΣR _z is the vertical force acting on the center of gravity of the vehicle body 200, m ₂ is the spring mass of the vehicle body 200, u is the spring velocity in the front-rear direction of the vehicle body 200, and v is the lateral force of the vehicle body 200. Represents the spring velocity in the direction.

式（５）中、ｍ_１ｉｉは任意の車輪のばね下質量、Ｒ_ｚｉｉは各車輪のばね下にかかるサスペンション反力、そしてｋ_１ｉｉは任意の車輪のタイヤばね定数、を表す。

式（６）中、ＤａｍｐＶ_ｉｉは、各車輪のサスストローク速度を表し、ｗ_ｉｉは、各車輪のばね上におけるサスポイントの上下速度を表す。式（７）中、ＴｉｒｅＶ_ｉｉは、各車輪におけるタイヤストローク速度を表し、ｗ_０ｉｉは、任意の車輪点における路面変位の微分値を表す。ｗ_ｉｉは、以下の式（６ａ）～（６ｄ）で表される。式（６ａ）～（６ｄ）中、ｔｒ_ｆ、ｔｒ_ｒは車体２００の前後トレッド半長を表し、ｌ_ｆ、ｌ_ｒは車体２００の前後車軸重心間距離を表す。

＜外力／モーメントを表す式＞
上記の運動方程式中の外力あるいはモーメントについては、例えば以下に説明する式（８）～（２３）で表される。たとえば、サスペンション反力は、以下の式（８）～（１１）で表される。

式（８）～（１１）中、Ｒ_ｚｆｌ，Ｒ_ｚｆｒ，Ｒ_ｚｒｌ，Ｒ_ｚｒｒは各車輪におけるサスペンション反力を表し、ＤａｍｐＦ_ｆｌ，ＤａｍｐＦ_ｆｒ，ＤａｍｐＦ_ｒｌ，ＤａｍｐＦ_ｒｒは各車輪におけるダンパ減衰力を表す。また、式（８）～（１１）中、ｋ_２ｆ、ｋ_２ｒは前輪および後輪の懸架ばねのばね定数、Ｃ_２ｆ、Ｃ_２ｒは前輪および後輪に関する後述する車両モデルの安定性を高めるためのパラメータ、そしてｋ_ａｆ、ｋ_ａｒは前輪および後輪におけるスタビライザの剛性、を表す。 In equations (2) to (4), I _zx is the lateral (for example, y-axis) moment of inertia on the spring of the vehicle body 200, I _x is the moment of inertia about the x-axis passing through the center of gravity of the vehicle body 200, and I _y is. The moment of inertia around the y-axis passing through the center of gravity of the vehicle body 200, and Iz represents the moment of inertia around the _z -axis passing through the center of gravity of the vehicle body 200. Further, in the equations (2) to (4), M _x is the moment around the x-axis acting on the center of gravity of the vehicle body 200, My is the moment around the y-axis acting on the center of gravity of the vehicle body 200, and _{M z is} the moment around the vehicle body. It represents the moment around the z-axis that acts on the center of gravity of 200.

In equation (5), m _1ii represents the unsprung mass of any wheel, R _zii represents the suspension reaction force applied under the spring of each wheel, and k _1ii represents the tire spring constant of any wheel.

In the formula (6), _{DampV ii} represents the suspension stroke speed of each wheel, and wii represents the vertical speed of the suspension point on the spring of each wheel. In the formula (7), _TireVii represents the tire stroke speed at each wheel, and _w0ii represents the differential value of the road surface displacement at an arbitrary wheel point. _wii is represented by the following formulas (6a) to (6d). In the formulas (6a) to (6d), tr _f and tr _r represent the front and rear tread half length of the vehicle body 200, and l _f and l _r represent the distance between the front and rear axle centers of gravity of the vehicle body 200.

<Formula expressing external force / moment>
The external force or moment in the above equation of motion is represented by, for example, equations (8) to (23) described below. For example, the suspension reaction force is expressed by the following equations (8) to (11).

In equations (8) to (11), R _zfl, R _zfr, R _{zrl, and} R _zrr represent the suspension reaction force in each wheel, and DampF _fl, DampF _fr, DampF _{rl, and} DampF _rr represent the damper damping force in each wheel. show. Further, in the equations (8) to (11), k _2f and k _2r are the spring constants of the suspension springs of the front wheels and the rear wheels, and C _2f and C _2r are for improving the stability of the vehicle model described later regarding the front wheels and the rear wheels. The parameters of, and _kaf , _kar represent the stiffness of the stabilizers in the front and rear wheels.

式（１２）、式（１３）中、ΣＦ_ｘ０は、車両９００の全タイヤの前後力を表し、ΣＦ_ｙ０は、車両９００の全タイヤの横力を表す。

式（１５）～（１７）中、Ｍ_ｘＲは、車体２００の重心に作用するサスペンションのｘ軸周りの反力モーメントを表し、Ｍ_ｙＲは、車体２００の重心に作用するサスペンションのｙ軸周りの反力モーメントを表し、Ｍ_ｚＲは、車体２００の重心に作用するサスペンションのｚ軸周りの反力モーメントを表す。また、式（１５）～（１７）中、ｈ_１は、車両９００の重心から各輪のばね下までのｚ軸方向距離の平均を表す。

式（１８）～（２０）中、Ｍ_{ｘｔｉｒｅ}は、車体２００の重心に作用するタイヤのｘ軸周りの反力モーメントを表し、Ｍ_{ｙｔｉｒｅ}は、車体２００の重心に作用するタイヤのｙ軸周りの反力モーメントを表し、Ｍ_{ｚｔｉｒｅ}は重心に作用するタイヤのｚ軸周りの反力モーメントを表す。また、Ｒ_０は、タイヤ半径を表す。なお、Ｍ_ｘ、Ｍ_ｙおよびＭ_ｚは、下記式（２１）～（２３）で表される。

＜運動方程式の変形＞
本実施形態におけるＥＣＵ６００への入力値は、例えば、以下の行列Ｕ_１、Ｕ_２で表すことができる。ここで、Ｕ_１およびＵ_２はｑ×１の行列で表されるベクトルであり、Ｕ_１においてはｑ＝８、Ｕ_２においてはｑ＝６である。また、ＥＣＵ６００への観測値は、以下の行列Ｙで表すことができる。ここで、Ｙはｐ×１の行列で表されるベクトルであり、例えば本実施形態においてはｐ＝５である。

上述した運動方程式は、以下の式（２４）および式（２５）で表すことができる。

ヤコビ行列（Ｊ_ｘ，Ｊ_ｕ）を用い、式（２４）から下記式（２６）を導出し、式（２５）から式（２７）を導出する。式（２６）および式（２７）における右辺の最終項は、誤差を表している。

ここで、ｆ（Ｘ_０，Ｕ_０）＝０、ｈ（Ｘ_０）＝０とすると、式（２６）における右辺の第二項、第三項は、それぞれ式（２８）、式（２９）で表され、式（２７）における右辺の第二項は、式（３０）で表される。

よって、式（２４）は、下記式（３１）で表される。このように、前述の運動方程式は、線形的に演算される線形システムで表される。ここで、式（３１）を離散化すると、下記式（３２）、式（３３）および、式（３４）が導出される。式（３２）中、Ａ_ｃは、車両９００の固有の特性を表すシステム行列として表される。式（３３）中、Ｂ_ｃは、入力による車両９００への影響を表す入力行列として表される。式（３４）中、Ｃ_ｃは、車両９００からの観測量を出力するための観測行列として表される。当該車両モデルは、状態量および上記行列Ｕ_１、Ｕ_２から明らかなように車両９００の要素を含んでおり、車両全体の挙動を示す単一のモデルとなっている。

＜行列の離散化＞
Ａｃ、ＢｃおよびＣｃ行列は、前述の通り下記式（３２）、式（３３）および、式（３４）によって離散化される。つまり、Ａｃは離散化されたシステム行列、Ｂｃは離散化された入力行列および、Ｃｃは離散化された観測行列を表す。なお、式（３２）中、Ｌ^－１は逆ラプラス演算処理を表し、ｓはラプラス演算子を表し、Ｉは単位行列を表す。また、式（３３）中、Δｔはサンプル時間を表す。

＜車両モデル＞
本実施形態における車両状態量推定の為の車両モデルは、下記式（３５）、式（３６）で表すことができる。当該車両モデルは、前述したように、車両９００の要素を含む、車両全体の挙動を示す単一のモデルである。ここで、下付きのｋは、離散状態における任意のステップを表しており、ｋ－１は、ｋに対して１ステップ前のステップを表す。

上記式（３５）、式（３６）において、Ｘ_ｋハットは車両モデルの状態量、つまり推定車両状態量である。Ｘ_ｋハットは、下記の行列で表される。

また、Ｕ_ｋハットは入力値であり、例えば下記式のＵ_１ｋハット、Ｕ_２ｋハットで表される。

また、Ｙ_ｋハットは観測量であり、すなわち推定車両観測量である。Ｙ_ｋハットは下記の行列で表される。

［実施形態１］
本実施形態では、前述したロジックに従う状態量を算出し、当該状態量を用いて懸架装置１００の動作を制御する。 Further, the longitudinal force ΣR _x acting on the center of gravity of the vehicle body 200, the lateral force ΣR _{y acting on the center of gravity of the vehicle body 200,} and the vertical force ΣR _z acting on the center of gravity are expressed by the following equations (12) to (14), respectively. ).

In the formulas (12) and (13), ΣF _x0 represents the front-rear force of all the tires of the vehicle 900, and ΣF _y0 represents the lateral force of all the tires of the vehicle 900.

In the equations (15) to (17), M _xR represents the reaction force moment around the x-axis of the suspension acting on the center of gravity of the vehicle body 200, and _MyR is around the y-axis of the suspension acting on the center of gravity of the vehicle body 200. Represents the reaction force moment, and M _zR represents the reaction force moment around the z-axis of the suspension acting on the center of gravity of the vehicle body 200. Further, in the equations (15) to (17), h ₁ represents the average of the z-axis direction distances from the center of gravity of the vehicle 900 to the unsprung mass of each wheel.

In the formulas (18) to (20), M _xtire represents a reaction force moment around the x-axis of the tire acting on the center of gravity of the vehicle body 200, and _Mytire represents a reaction force moment around the y-axis of the tire acting on the center of gravity of the vehicle body 200. Represents the reaction force moment, and M _ztire represents the reaction force moment around the z-axis of the tire acting on the center of gravity. Further, R ₀ represents the tire radius. In addition, M _x , My and _{M z are} represented by the following formulas (21) to (23).

<Transformation of equation of motion>
The input value to the ECU 600 in this embodiment can be represented by, for example, the following matrices U ₁ and U ₂ . Here, U ₁ and U ₂ are vectors represented by a matrix of q × 1, and q = 8 in U ₁ and q = 6 in U ₂ . Further, the observed value to the ECU 600 can be represented by the following matrix Y. Here, Y is a vector represented by a matrix of p × 1, and for example, in the present embodiment, p = 5.

The equation of motion described above can be expressed by the following equations (24) and (25).

Using the Jacobian determinant (J _x , _Ju ), the following equation (26) is derived from the equation (24), and the equation (27) is derived from the equation (25). The final term on the right-hand side in equations (26) and (27) represents an error.

Here, assuming that f (X ₀ , U ₀ ) = 0 and h (X ₀ ) = 0, the second and third terms on the right side of the equation (26) are the equations (28) and (29), respectively. The second term on the right-hand side in the equation (27) is expressed by the equation (30).

Therefore, the formula (24) is represented by the following formula (31). Thus, the equation of motion described above is represented by a linear system that is calculated linearly. Here, when the equation (31) is discretized, the following equations (32), (33), and (34) are derived. In equation (32), _Ac is represented as a system matrix representing the unique characteristics of the vehicle 900. In equation (33), B _c is represented as an input matrix representing the effect of the input on the vehicle 900. In equation (34), C _c is represented as an observation matrix for outputting the observation amount from the vehicle 900. The vehicle model includes the elements of the vehicle 900 as is clear from the state quantity and the above matrices U ₁ and U ₂ , and is a single model showing the behavior of the entire vehicle.

<Discretization of matrix>
The Ac, Bc and Cc matrices are discretized by the following equations (32), (33) and (34) as described above. That is, Ac represents a discretized system matrix, Bc represents a discretized input matrix, and Cc represents a discretized observation matrix. In equation (32), L ^-1 represents an inverse Laplace operation process, s represents a Laplace operator, and I represents an identity matrix. Further, in the equation (33), Δt represents the sample time.

<Vehicle model>
The vehicle model for estimating the vehicle state quantity in the present embodiment can be expressed by the following equations (35) and (36). As described above, the vehicle model is a single model showing the behavior of the entire vehicle, including the elements of the vehicle 900. Here, the subscript k represents an arbitrary step in the discrete state, and k-1 represents the step one step before k.

In the above equations (35) and (36), the _Xk hat is a state quantity of the vehicle model, that is, an estimated vehicle state quantity. The _Xk hat is represented by the following matrix.

Further, the U _k hat is an input value, and is represented by, for example, the U _{1 k} hat and the U _{2 k} hat of the following formula.

Also, the _Yk observable is an observable, that is, an estimated vehicle observable. The _Yk hat is represented by the following matrix.

[Embodiment 1]
In the present embodiment, a state quantity according to the above-mentioned logic is calculated, and the operation of the suspension device 100 is controlled using the state quantity.

[Functional configuration of ECU]
FIG. 2 is a block diagram showing an example of the functional configuration of the damper control device according to the first embodiment of the present invention.

As shown in FIG. 2, the ECU (damper control device) 600 includes a ground load calculation unit 610, an input amount calculation unit 620, a first state amount calculation unit 630, an observation amount calculation unit 640, and a second state amount calculation unit 650. And a damper ECU 660 (control unit) is provided. Further, as an acquisition unit for acquiring a physical quantity related to the vehicle used for control in the present embodiment, the ECU 600 includes a yaw rate sensor 350, a wheel speed sensor 320, a steering angle sensor 440, a lateral G sensor 330, and a front / rear G sensor 340. RAM 601 is connected. The ground contact load calculation unit 610, the input amount calculation unit 620, the first state quantity calculation unit 630, the observation amount calculation unit 640, and the second state quantity calculation unit 650 constitute a state quantity estimation unit for estimating the state quantity.

The ground contact load calculation unit 610 calculates the ground contact load. The ground contact load is a vertical load under the unsprung mass of the vehicle. The ground contact load calculation unit 610 includes a wheel speed fluctuation calculation unit 614 that calculates the wheel speed fluctuation ΔVw from the wheel speed Vw acquired by the inertial load calculation unit 611, the road surface load calculation unit 612, the ground contact load calculation unit 613, and the wheel speed sensor 320. I have.

Here, the wheel speed fluctuation ΔVw refers to the difference between the wheel speed Vw of a certain wheel and the vehicle body speed Vb. As an example, the wheel speed fluctuation ΔVw refers to the one obtained by subtracting the vehicle body speed Vb from the wheel speed Vw of a certain wheel.

Here, as the vehicle body speed Vb, an average of the wheel speeds Vw of each wheel can be used as an example. The wheel speed fluctuation calculation unit 614 can be configured to individually calculate the wheel speed fluctuation ΔVw for all the wheels.

Further, the wheel speed fluctuation calculation unit 614 may be configured to output a value obtained by applying a bandpass filter to the wheel speed Vw minus the vehicle body speed Vb as the wheel speed fluctuation ΔVw. Here, as the bandpass filter, for example, one having a bandpass characteristic that allows frequency components such as 0.5 Hz to 5 Hz and 0.5 Hz to 20 Hz to pass through can be used.

The inertial load calculation unit 611 calculates the inertial load. The inertial load is a ground contact load component generated by a change in behavior due to the inertial force acting on the vehicle 900. For example, the inertial load calculation unit 611 acquires the wheel speed Vw acquired by the wheel speed sensor 320, the steering angle δ _s acquired by the steering angle sensor 440, the lateral acceleration _ay acquired by the lateral G sensor 330, and the front-rear G sensor 340. The inertial load dFz0 _{sensorfl, fr, rl, rr} of each wheel is calculated by using the front-rear acceleration a _x and the vehicle specifications such as the vehicle weight m stored in the RAM 601 as input values. In addition, when "d" is accompanied by the physical quantity of the vehicle, it means the fluctuation or the difference of the physical quantity.

The road surface load calculation unit 612 calculates the road surface load from the wheel speed, wheel speed fluctuation, steady load Fz0 _nom , and inertial load. The road surface load is a ground contact load component due to the unevenness of the road surface. For example, the road surface load calculation unit 612 stores the wheel speed fluctuation ΔVw calculated by the wheel speed fluctuation calculation unit 614, the inertial load dFz0 _{inertiafl, fr, rl, rr} of each wheel calculated by the inertial load calculation unit 611, and the RAM 601. The road surface load dFz0 _{roadfl, fr, rl, rr} of each wheel is calculated by inputting the vehicle weight m, the steady load Fz0 _nom , the vehicle specifications, and the like.

The ground contact load calculation unit 613 calculates the ground contact load from the inertial load and the road surface load. For example, the ground contact load calculation unit 613 has an inertial load dFz0 _{inertiafl, fr, rl, rr} of each wheel calculated by the inertial load calculation unit 611, and a road surface load dFz0 _{roadfl, fr, rl} of each wheel calculated by the road surface load calculation unit 612. _{, Rr} , and steady load Fz0 _nom (not shown) are used as input values to calculate the ground contact load dFz0 _{fl, fr, rl, rr} of each wheel.

The input amount calculation unit 620 calculates the input amount using at least the sensor value of the G sensor provided in the vehicle. For example, the input amount calculation unit 620 calculates the input amount from the G sensor value, the vehicle weight, and the damper current value. The input amount calculation unit 620 includes a calculation unit 621, a map 622, and an input amount configuration unit 623.

The calculation unit 621 uses, for example, the lateral acceleration a _y acquired by the lateral G sensor 330, the longitudinal acceleration a _x acquired by the front-rear G sensor 340, and the vehicle weight m stored in the RAM 601 as input values of the vehicle body 200. The longitudinal force ΣR _x acting on the center of gravity and the lateral force ΣR _y acting on the center of gravity of the vehicle body 200 are calculated.

The map 622 shows the correlation between the suspension stroke speed and the damper current and the damper attenuation amount, and can be expressed as a graph or an equation. The map 622 uses, for example, the suspension stroke speeds of each wheel, DampV _{fl, fr, rl, rr,} which will be described later, and the damper currents of each wheel, Damper _{fl, fr, rl, rr} , as input values, and the map 622 of each wheel according to the input value. The damper attenuation amount DampF _{fl, fr, rl, rr} is output. The damper currents Damper currents Damper _{fl, fr, rl, and rr} are feedback values from the damper ECU 640.

The input amount constituent unit 623 uses the front-rear direction force ΣR _x and the lateral force ΣR _y calculated by the calculation unit 621 and the damper damping amount DampF _{fl, fr, rl, rr} r output by the map 622 as input values. To configure. The input amount is represented by, for example, the above _- mentioned matrix U2.

The first state quantity calculation unit 630 inputs the input amount calculated by the input quantity calculation unit 620 into the vehicle model described above, and calculates the first state quantity of the vehicle 900. The first state quantity calculation unit 630 includes a calculation unit 631, 633, a delay unit 632, an extraction unit 634, and an addition unit 635.

The calculation unit 631 calculates the product of the input amount calculated by the input amount constituent unit 623 and the input matrix B. As a result, the influence of the input amount on the vehicle model is reflected in the first state quantity calculated later.

The delay unit 632 sets the second state quantity X _2k hat of step k, which will be described later, as the second state quantity X _2k-1 hat of step k-1 one step before.

The calculation unit 633 calculates the product of the second state quantity X _2k-1 hat generated by the delay unit 632 and the system matrix A. As a result, the characteristics peculiar to the vehicle model are reflected in the first state quantity calculated later.

The extraction unit 634 calculates the suspension stroke speeds DampV _{fl, fr, rl, rr} of each wheel from the second state quantity X _2k-1 hat generated by the delay unit 632. For example, the extraction unit 634 extracts the suspension stroke component of each wheel from the second state quantity X _2k-1 hat, appropriately differentiates the extracted component, or adjusts it with an appropriate gain to suspend the suspension of each wheel. Stroke speed DampV _{fl, fr, rl, rr} is calculated. The obtained calculated value is represented by a 4 × 1 matrix composed of the suspension stroke speed, and is an input value of the above-mentioned map 622.

The addition unit 635 adds up the product of the input amount calculated by the calculation unit 631 and the input matrix B, and the product of the second state quantity X _2k-1 hat calculated by the calculation unit 633 and the system matrix A. Calculate one state quantity _X'2k hat.

The observation amount calculation unit 640 calculates the observation amount from the ground contact load calculated by the ground contact load calculation unit 610 and the spring constant gain of the tire. The observation amount calculation unit 640 includes a tire stroke calculation unit 641 and an observation amount composition unit 642.

観測量構成部６４２は、現在のタイヤの変化量を含む観測量を構成する。たとえば、観測量構成部６４２は、タイヤストローク算出部６４１が算出したタイヤストローク変位と、ヨーレートセンサ３５０が取得したヨーレートの検出値とを入力値として、観測量Ｙ_ｋを構成する。タイヤストローク変位は、タイヤ半径の変化量であり、タイヤの変化量の一態様である。観測量Ｙ_ｋは、例えば、５×１行列であり、以下のように表される。ここで、添え字下付きのｓｅｎｓは、観測量であることを意味する。

ここで、ｒ_{ｓｅｎｓ ｋ}はヨーレートセンサ３５０の検出値であり、ＴｉｒｅＳｔ_{ｉｉ ｓｅｎｓ ｋ}はタイヤストローク算出部６４１が算出したタイヤストローク変位である。 The tire stroke displacement TireSt _ii of each wheel is expressed by the following equation (37). The tire stroke calculation unit 641 is based on the ground contact load dFz0 _{fl, fr, rl, rr} of each wheel calculated by the ground contact load calculation unit 613 and the tire spring constant gain G, and the tire stroke TireSt _{fl, fr, rl, rr} of each wheel. Is calculated. Tire stroke displacement is one aspect of the amount of change in the tire.

The observation amount component unit 642 constitutes an observation amount including the change amount of the current tire. For example, the observation amount component unit 642 configures the observation amount _Yk by using the tire stroke displacement calculated by the tire stroke calculation unit 641 and the yaw rate detection value acquired by the yaw rate sensor 350 as input values. The tire stroke displacement is the amount of change in the tire radius, and is an aspect of the amount of change in the tire. The observed amount Y _k is, for example, a 5 × 1 matrix and is expressed as follows. Here, the subscripted sens means an observable.

Here, r sense _k is a detection value of the yaw rate sensor 350, and TireSt _{ii sense k} is a tire stroke displacement calculated by the tire stroke calculation unit 641.

The observation amount calculation unit 640 may not include the tire stroke calculation unit 641, and the observation amount configuration unit 642 may directly configure the ground contact load calculated by the ground contact load calculation unit 613 as the observation amount.

The second state quantity calculation unit 650 uses the observation quantity Y _k calculated by the observation quantity calculation unit 640 to correct the first state quantity _X'2k hat of the vehicle 900 calculated by the first condition quantity calculation unit 630. The second state quantity of the vehicle 900 is calculated by X _2k hat. The second state quantity calculation unit 650 includes calculation units 651 and 653, a subtraction unit 652, and an addition unit 654.

The calculation unit 651 calculates the observed quantity from the already-existing state quantity. For example, the arithmetic unit 651 multiplies the X _2k-1 hat represented by the n × 1 matrix output by the delay unit 632 by the output matrix C represented by the p × n matrix, and predicts from the state quantity. Calculate the observed amount Y _k hat.

The subtraction unit 652 calculates the subtraction value of the observation amount by subtracting the estimated observation amount _Yk hat calculated by the calculation unit 651 from the observation amount _Yk configured by the observation amount composition unit 642. It can be said that _Yk is an observable based on actual measurement and Yk hat is an estimated observable.

The calculation unit 653 multiplies the subtraction value of the observed amount calculated by the subtraction unit 652 by the Kalman gain K. The Kalman gain K is the gain of the Kalman filter.

The addition unit 654 adds the first state quantity _X'2k hat calculated by the addition unit 635 and the value obtained by multiplying the difference obtained by subtracting the estimated observation amount from the observation amount based on the actual measurement by the Kalman gain K. The second state quantity X _2k hat, which is the state quantity corrected in this way, is calculated. The second state quantity X _2k hat is output to the delay unit 632 described above.

In this way, the second state quantity calculation unit 650 further uses the Kalman gain to correct the first state quantity _X'2k hat. Therefore, it can be said that the second state quantity calculation unit 650 constitutes a Kalman filtering block.

The damper ECU 660 controls the suspension device 100 by using the calculated value of the state quantity of the vehicle 900 and supplying the suspension control amount corresponding to the calculated value to the suspension device 100. The damper ECU 660 has, for example, a second state quantity X _2k-1 hat output from the delay unit 632 and a suspension stroke speed DampV _fl of each wheel extracted from the second state quantity X _2k-1 hat by the extraction unit 634. The operation of the suspension device 100 is controlled by, for example, skyhook control, with _{fr, rl, and rr} as input values. The above-mentioned ground load calculation unit 610, input amount calculation unit 620, first state quantity calculation unit 630, observation amount calculation unit 640, and second state quantity calculation unit 650 correspond to the state quantity estimation unit in the present application.

As shown in FIG. 2, the damper ECU 660 according to the present embodiment includes a wheel speed fluctuation determination unit 661. The wheel speed fluctuation determination unit 661 acquires the wheel speed fluctuation ΔVw calculated by the wheel speed fluctuation calculation unit 614, and performs determination processing regarding the acquired wheel speed fluctuation ΔVw.

As an example, the wheel speed fluctuation determination unit 661 performs the following determination processing.

-Whether or not the wheel speed fluctuation ΔVw of a certain wheel exceeds a predetermined threshold value-After the wheel speed fluctuation ΔVw of a certain wheel exceeds a predetermined threshold, the wheel speed fluctuation ΔVw is determined by the wheel speed fluctuation ΔVw. Whether or not the condition is satisfied The damper ECU 660 determines by the wheel speed fluctuation determination unit 661 that the wheel speed fluctuation ΔVw of a certain wheel exceeds a predetermined threshold value (excess determination), and then the wheel speed fluctuation ΔVw is determined as described above. Until it is determined that the above condition is satisfied, the suspension control amount is determined in consideration of the excess determination for the certain wheel.

Here, the suspension control amount in which the excess determination is taken into consideration is, for example, a suspension control amount in which the damper current value DampV is set higher than in the case where the excess determination is not taken into consideration.

In other words, the damper ECU 660 adjusts the suspension control amount for the wheel from the time when the wheel speed fluctuation ΔVw of the wheel exceeds a predetermined threshold value until the wheel speed fluctuation ΔVw satisfies the predetermined condition. The control of the suspension device 100 based on the suspension device 100 is continued. Then, when the wheel speed fluctuation ΔVw of the wheel exceeds a predetermined threshold value and then the wheel speed fluctuation ΔVw satisfies the predetermined condition, the damper ECU 660 adds an excess determination to the wheel. The control of the suspension device 100 based on the control amount is terminated.

According to the above configuration, it is possible to suitably determine the end timing of the damper control in consideration of the excess determination. Further, according to the above configuration, the damping force can be suitably controlled according to the convergence state of the damping force of the damping force variable damper provided in the vehicle 900.

In addition, "the wheel speed fluctuation ΔVw exceeds a predetermined threshold value" means that when ΔVw is positive, the value of the ΔVw becomes larger than the positive threshold value (Th), and ΔVw is negative. In some cases, this includes both cases where the value of ΔVw becomes smaller than the negative threshold value (−Th), and the determination may be expressed as an excess determination in the present specification.

Further, the specific method for determining the "predetermined threshold value" described above does not limit the present embodiment, but as an example, the wheel speed fluctuation determination unit 661 sets the predetermined threshold value to the wheel speed Vw or the vehicle body. Determined according to the speed Vb. Here, as the vehicle body speed Vb, an average of the wheel speeds Vw of each wheel can be used as an example. Further, the relationship between the predetermined threshold value and the wheel speed Vw or the vehicle body speed Vb is not limited to the linear relationship but may be a non-linear relationship. The wheel speed fluctuation determination unit 661 can set the relationship between the predetermined threshold value and the wheel speed Vw or the vehicle body speed Vb in consideration of riding comfort, steering stability, and the like.

Further, the above-mentioned "predetermined conditions" will be specifically described in the control example of the damper ECU 660 described below.

(Control example 1 of damper ECU 660)
Hereinafter, control example 1 of the damper ECU 660 will be described with reference to FIG. FIG. 3 is a drawing for explaining this control example by the damper ECU 660, and is a timing chart showing the relationship between the wheel speed fluctuation ΔVw for a certain wheel and the damper damping force DampF for the certain wheel or another wheel. In FIG. 3, reference numeral Th1 indicates a positive threshold value, and reference numeral Vb indicates a vehicle body speed.

As shown in FIG. 3, the damper ECU 660 is based on the suspension control amount for the certain wheel or another wheel at the timing when the wheel speed fluctuation ΔVw for a certain wheel exceeds a predetermined threshold value Th1 (timing t1 in the figure). The control of the suspension device 100 is started. Then, the damper ECU 660 controls the suspension device 100 based on the suspension control amount for the certain wheel or the other wheel at the timing when the wheel speed fluctuation ΔVw for the certain wheel satisfies a predetermined condition (timing t2 in the figure). finish.

In this example, the above-mentioned "predetermined condition" means that the number of intersections between the value of the vehicle body speed Vb and the value of the wheel speed fluctuation ΔVw is a predetermined number of times after the wheel speed fluctuation ΔVw exceeds a predetermined threshold value ( In the example shown in FIG. 3, it reaches 5 times). In other words, the above-mentioned "predetermined condition" means that the vehicle body speed Vb is set to zero and the number of zero crosses of the wheel speed fluctuation ΔVw reaches a predetermined number of times, which is regarded as an excess determination.

According to the above configuration, the end timing of the damper control is suitably determined by setting the above "predetermined condition" to zero for the vehicle body speed Vb and assuming that the number of zero crossings of the wheel speed fluctuation ΔVw reaches a predetermined number of times. can do. Further, according to the above configuration, the damping force can be suitably controlled according to the convergence state of the damping force of the damping force variable damper provided in the vehicle 900.

(Control example 2 of damper ECU 660)
Subsequently, control example 2 of the damper ECU 660 will be described with reference to FIG. FIG. 4 is a drawing for explaining this control example by the damper ECU 660, and is a timing chart showing the relationship between the wheel speed fluctuation ΔVw for a certain wheel and the damper damping force DampF for the certain wheel or another wheel. In FIG. 4, reference numeral Th2 indicates a positive threshold value, and reference numeral Vb indicates a vehicle body speed.

As shown in FIG. 4, the damper ECU 660 first performs a process of taking an absolute value of the wheel speed fluctuation ΔVw for a certain wheel. Then, the damper ECU 660 performs a process of smoothing the absolute value | ΔVw | of the wheel speed fluctuation ΔVw with respect to the certain wheel. Then, the damper ECU 660 controls the suspension of the wheel or another wheel at the timing when the wheel speed fluctuation | ΔVw |'for the smoothed wheel exceeds a predetermined threshold value Th2 (timing t3 in the figure). Control of the suspension device 100 based on the quantity is started. Then, the damper ECU 660 is a suspension device 100 based on the suspension control amount for the wheel or the other wheel at the timing when the wheel speed fluctuation | ΔVw |'for the wheel satisfies a predetermined condition (timing t4 in the figure). Ends control of.

In this example, the above-mentioned "predetermined condition" means that the smoothed wheel speed fluctuation | ΔVw |'exceeds a predetermined threshold value and then falls within a predetermined range with respect to the value of the vehicle body speed Vb. That is. In other words, the above-mentioned "predetermined condition" is that the smoothed wheel speed fluctuation | ΔVw |'is within a predetermined range.

According to the above configuration, the end timing of the damper control can be suitably determined by keeping the smoothed wheel speed fluctuation | ΔVw |'within a predetermined range under the above "predetermined condition". can. Further, according to the above configuration, the damping force can be suitably controlled according to the convergence state of the damping force of the damping force variable damper provided in the vehicle 900.

(Control example 3 of damper ECU 660)
Subsequently, a control example 3 of the damper ECU 660 will be described with reference to FIG. FIG. 5 is a drawing for explaining this control example by the damper ECU 660, and is a timing chart showing the relationship between the wheel speed fluctuation ΔVw for a certain wheel and the damper damping force DampF for the certain wheel or another wheel. In FIG. 5, reference numeral Th3 indicates a positive threshold value, and reference numeral Vb indicates a vehicle body speed.

As shown in FIG. 5, the damper ECU 660 is based on the suspension control amount for the certain wheel or another wheel at the timing when the wheel speed fluctuation ΔVw for a certain wheel exceeds a predetermined threshold value Th3 (timing t5 in the figure). The control of the suspension device 100 is started. Then, the damper ECU 660 controls the suspension device 100 based on the suspension control amount with respect to the wheel or the other wheel at the timing when the wheel speed fluctuation ΔVw for the wheel satisfies a predetermined condition (timing t6 in the figure). finish.

In this example, the above-mentioned "predetermined condition" is that the interval between adjacent intersections (zero cross) is equal to or less than the predetermined interval. In the example shown in FIG. 6, since the zero cross interval T6 is equal to or less than a predetermined threshold value, it is shown that the damper ECU 660 has finished controlling the suspension device 100 based on the suspension control amount.

According to the above configuration, the end timing of the damper control can be suitably determined by setting the zero cross interval to a predetermined interval or less under the above "predetermined condition". Further, according to the above configuration, the damping force can be suitably controlled according to the convergence state of the damping force of the damping force variable damper provided in the vehicle 900.

(Control example 4 of damper ECU 660)
Hereinafter, control example 4 of the damper ECU 660 will be described. In this example, the damper ECU 660 starts controlling the suspension device 100 based on the suspension control amount for the wheel at the timing when the wheel speed fluctuation ΔVw for the wheel exceeds a predetermined threshold value Th1. Then, the damper ECU 660 ends the control of the suspension device 100 based on the suspension control amount for the wheel at the timing when the wheel speed fluctuation ΔVw for the wheel satisfies a predetermined condition.

In this example, the above-mentioned "predetermined condition" is that the wheel speed fluctuation ΔVw exceeds a predetermined threshold value and then falls within a predetermined threshold value range for a predetermined period. In other words, the above-mentioned "predetermined condition" means that the wheel speed fluctuation ΔVw is within the threshold range for a predetermined period of time.

The end timing of the damper control can also be suitably determined by a configuration such as the above configuration. Further, according to the above configuration, the damping force can be suitably controlled according to the convergence state of the damping force of the damping force variable damper provided in the vehicle 900.

<Other configuration examples related to vehicle models>
In the above description, an example of adopting a single model showing the behavior of the entire vehicle as the vehicle model has been described, but this is not limited to the present embodiment. For example, as a vehicle model, a one-wheel model that completes the calculation of the state quantity for each wheel may be used in combination for the number of wheels.

The details of the vehicle body speed estimation unit are not limited to this embodiment, but the technique described in Patent Document 1 can be adopted as an example.

[Example of implementation by software]
The control block (particularly ECU 600) of the damper control device in the present invention may be realized by a logic circuit (hardware) formed in an integrated circuit (IC chip) or the like, or may be realized by software.

In the latter case, the state quantity calculation device or the control device includes a computer that executes instructions of a program that is software that realizes each function. The computer includes, for example, one or more processors and a computer-readable recording medium that stores the program. Then, in the computer, the processor reads the program from the recording medium and executes the program, thereby achieving the object of the present invention.

As the processor, for example, a CPU (Central Processing Unit) can be used. As the recording medium, in addition to a “non-temporary tangible medium” such as a ROM (Read O-nly Memory), a tape, a disk, a card, a semiconductor memory, a programmable logic circuit, or the like can be used. Further, a RAM (Random Acc-ess Memory) for expanding the above program may be further provided.

Further, the program may be supplied to the computer via any transmission medium (communication network, broadcast wave, etc.) capable of transmitting the program. It should be noted that one aspect of the present invention can also be realized in the form of a data signal embedded in a carrier wave, in which the above program is embodied by electronic transmission.

100 Suspension device 200 Body 300, 300A, 300B, 300C, 300D Wheel 310, 310A, 310B, 310C, 310D Tire 320 Wheel speed sensor 330 Lateral G sensor 340 Front and rear G sensor 350 Yaw rate sensor 410 Steering member 420 Steering shaft 430 Torque sensor 440 Steering angle sensor 460 Torque application part 470 Rack pinion mechanism 480 Rack shaft 500 Engine 510 Engine torque sensor 520 Engine rotation speed sensor 530 Brake pressure sensor 600 ECU (damper control device)
601 RAM
610 Ground load calculation unit 611 Inertial load calculation unit 612 Road surface load calculation unit 613 Ground load calculation unit 614 Wheel speed fluctuation calculation unit 620 Input amount calculation unit 621, 631, 633, 651, 653 Calculation unit 622 Map 623 Input amount composition unit 630 1st state quantity calculation part 632 Delay part 634 Extraction part 635, 654 Addition part 640 Observation amount calculation part 641 Tire stroke calculation part 642 Observation amount composition part 650 Second state amount calculation part 652 Subtraction part 660 Damper ECU (control part)
700 power generator 800 battery 900 vehicle

Claims (5)

It is a damper control device that controls the variable damping force damper of the vehicle.
A wheel speed sensor that acquires the wheel speed of the vehicle and
A state quantity estimation unit that estimates the state quantity of the vehicle using at least the value of the wheel speed sensor,
A control unit that determines the control amount of the damping force variable damper based on the value of the wheel speed sensor and the state amount, and whether or not the wheel speed fluctuation, which is the fluctuation amount of the wheel speed, exceeds a predetermined threshold value. When the excess determination is made, which is the determination that the excess is exceeded, the vehicle is added to the excess determination from the time when the excess determination is made until the predetermined condition determined by the wheel speed fluctuation is satisfied. A control unit that determines the control amount of the variable damping force damper provided in the
A damper control device characterized by being provided with. The damper control device according to claim 1, wherein the condition is that the vehicle body speed of the vehicle is zero and the number of zero crosses of the wheel speed fluctuation reaches a predetermined number of times. The damper control device according to claim 1, wherein the condition is that the fluctuation of the wheel speed after smoothing is within a predetermined range. The damper control device according to claim 2, wherein the condition is that the zero cross interval is equal to or less than a predetermined interval. It is a damper device with variable damping force equipped with a damper control device.
The damper control device is
With a wheel speed sensor that acquires the wheel speed of the vehicle,
A state quantity estimation unit that estimates the state quantity of the vehicle using at least the value of the wheel speed sensor,
A control unit that determines the control amount of the damping force variable damper based on the value of the wheel speed sensor and the state amount, and whether or not the wheel speed fluctuation, which is the fluctuation amount of the wheel speed, exceeds a predetermined threshold value. When the excess determination is made, which is the determination that the excess is exceeded, the vehicle is added to the excess determination from the time when the excess determination is made until the predetermined condition determined by the wheel speed fluctuation is satisfied. A control unit that determines the control amount of the variable damping force damper provided in the
A damper device characterized by being equipped with.

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