JP2006256368A - Rolling controlling device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively restrain and control rolling of a vehicle without increasing energy consumption or deteriorating riding comfort. <P>SOLUTION: A target rolling angle Rat of a vehicle is calculated (S20), and a target anti-rolling moment Mrt for making a rolling angle of the vehicle to the target rolling angle Rat is calculated (S30, 40). A rolling speed Rv of the vehicle is calculated (S50), and a target damping coefficient Ct is calculated in a manner that an absolute value of the rolling speed Rv of the vehicle becomes high (S60). A target anti-rolling moment Mdt due to a damping force is calculated on the basis of the target damping coefficient Ct (S70), and a target anti-rolling moment Mst due to a stabilizer force is calculated as a difference between the target anti-rolling moment Mrt and the target anti-rolling moment Mdt due to the damping force (S170). Shock absorbers 22FL-22RR and active stabilizer devices 16, 18 are controlled on the basis of each of target values (S180-200). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle roll control device, and more particularly, a vehicle that suppresses and controls a roll of a vehicle by controlling a damping force of a damping characteristic variable damping force generating means and a stabilizer force of a torsional stiffness variable stabilizer device. This relates to a roll control apparatus.

As one of roll control devices for vehicles such as automobiles, for example, as described in the following Patent Document 1 relating to the application of the present applicant, the roll of a vehicle is controlled by controlling the stabilizer force of a torsional stiffness variable stabilizer device. A vehicle roll control device that suppresses and controls the vehicle roll has been known, and a vehicle roll control device that suppresses and controls the vehicle roll by controlling the damping force of the damping force variable shock absorber is already known. .
Japanese Patent Application Laid-Open No. 2004-114876

  In general, the roll of a vehicle can be suppressed and controlled by controlling either the stabilizer force of the torsional rigidity variable stabilizer device or the damping force of the variable damping force shock absorber. However, it is not considered how to control the stabilizer force and damping force when controlling the roll of the vehicle by controlling both the stabilizer force and damping force, and there is room for improvement in this respect. is there.

  That is, the stabilizer force of the torsional stiffness variable stabilizer device is controlled by controlling the torsional stiffness of the stabilizer device by an actuator, but if the stabilizer force is to be increased so as to effectively suppress and control the roll of the vehicle by the stabilizer force. The energy consumed by the actuator increases. Conversely, the damping force of the variable damping force type shock absorber is controlled by controlling the damping coefficient of the shock absorber, and the energy required for controlling the damping coefficient is small, but the roll of the vehicle is effectively suppressed and controlled by the damping force. If the damping force is increased as much as possible, the ride comfort of the vehicle is deteriorated, and the shock absorber cannot generate a sufficient damping force when the wheel stroke speed is low, and therefore effectively suppresses and controls the roll of the vehicle. I can't.

  The present invention has been made in view of the above-described current situation in the conventional roll control device, and the main problem of the present invention is that the stabilizer force of the torsional stiffness variable stabilizer device according to the roll status of the vehicle and By appropriately controlling both the damping force of the damping force variable shock absorber, it is possible to effectively suppress and control the roll of the vehicle without causing an increase in energy consumption or a deterioration in the riding comfort of the vehicle.

  According to the present invention, the main problems described above are the roll suppression control by the configuration of claim 1, that is, the roll suppression control amount by the damping force of the damping characteristic variable damping force generating means and the stabilizer force of the torsional stiffness variable stabilizer device. A vehicle roll control device that suppresses and controls the roll of the vehicle by controlling the amount, means for determining the rate of change of the roll amount of the vehicle, and when the rate of change of the roll amount is large, the rate of change of the roll amount is Roll control of a vehicle, characterized by comprising roll suppression control amount control means for controlling the damping characteristic of the damping force generating means to a high damping side and lowering the torsional rigidity of the stabilizer device as compared to when it is small. Achieved by the device.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 1, the roll suppression control amount control means is configured such that the roll amount when the rate of change of the roll amount is large. The ratio of the roll suppression control amount by the damping force to the roll suppression control amount necessary for the roll suppression control is increased and the stabilizer force with respect to the necessary roll suppression control amount is larger than when the change rate of the roll is small. It is comprised so that ratio of a roll suppression control amount may be made small (structure of Claim 2).

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 2, the roll suppression control amount control means calculates a target roll suppression control amount for the entire vehicle. A damping characteristic of the damping force generating means and a twist of the stabilizer device so that a sum of the roll suppression control amount by the damping force and the roll suppression control amount by the stabilizer force becomes a target roll suppression control amount of the entire vehicle. It is comprised so that rigidity may be controlled (structure of Claim 3).

  According to the present invention, in order to effectively achieve the main problems described above, the means for determining the rate of change in the roll amount of the vehicle in the configuration of the above claims 1 to 3 is characterized in that the lateral acceleration of the vehicle is Rate of change, rate of change of vehicle yaw rate, rate of change of wheel speed difference between left and right wheels, rate of change of estimated lateral acceleration of vehicle, rate of change of estimated yaw rate of vehicle, rate of change of turning radius of vehicle, rate of change of steering angle The change rate of the roll amount of the vehicle is determined based on at least one of the change rate of the steering torque (configuration of claim 4).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of the first to fourth aspects, the target roll suppression control amount of the vehicle as a whole is set to the target roll amount. It is comprised so that it may become the target anti-roll moment for making it into (structure of Claim 5).

  Further, according to the present invention, in order to effectively achieve the above-mentioned main problems, in the configuration of the above-described claims 1 to 5, the roll suppression control amount control means is configured such that the rate of change of the roll amount is large. As compared with a case where the rate of change of the roll amount is small, the damping coefficient of the damping force generating means is increased and the torsional rigidity of the stabilizer device is decreased (configuration of claim 6).

  According to the present invention, in order to effectively achieve the above-mentioned main problems, in the configuration of claims 1 to 6, the stabilizer device includes a two-divided stabilizer and a relative rotation angle of the stabilizer. The roll suppression control amount control means is configured to control the torsional rigidity of the stabilizer device by controlling the relative rotation angle by controlling the motor (claim 7). Constitution).

  According to the configuration of the first aspect, the rate of change of the roll amount of the vehicle is determined. When the rate of change of the roll amount is large, the damping characteristic of the damping force generating means is greater than when the rate of change of the roll amount is small. Since the torsional rigidity of the stabilizer device is lowered while being controlled to the high damping side, the damping force of the damping force generating means becomes higher than when the damping characteristic of the damping force generating means is not controlled to the high damping side, and the damping force The amount of roll suppression control by the vehicle increases, thereby ensuring effective suppression control of the vehicle roll, and reducing the torsional rigidity of the stabilizer device, thereby reducing the energy consumed by the stabilizer device. In addition, when the rate of change of the roll amount is small, the damping characteristic of the damping force generating means is not controlled to the high damping side, so that the ride comfort of the vehicle is surely deteriorated. It can be avoided.

  Further, according to the configuration of the second aspect, when the rate of change of the roll amount is large, compared to when the rate of change of the roll amount is small, the roll suppression control by the damping force with respect to the roll suppression control amount necessary for the roll suppression control. The ratio of the roll suppression control amount by the stabilizer force to the required roll suppression control amount is reduced and the ratio of the roll suppression control amount by the damping force and the roll suppression control amount by the stabilizer force is reduced. It can be prevented that the roll suppression control amount required for the control largely fluctuates and that the roll suppression control effect of the vehicle due to this greatly fluctuates.

  Further, according to the configuration of the third aspect, the target roll suppression control amount of the entire vehicle is calculated, and the sum of the roll suppression control amount by the damping force and the roll suppression control amount by the stabilizer force becomes the target roll suppression control amount of the entire vehicle. Since the damping characteristic of the damping force generating means and the torsional rigidity of the stabilizer device are controlled, the sum of the roll suppression control amount by the damping force and the roll suppression control amount by the stabilizer force increases or decreases with respect to the target roll suppression control amount of the entire vehicle. It is possible to reliably prevent the occurrence of excess and deficiency in the roll suppression control effect of the vehicle due to this.

  According to the configuration of claim 4, the rate of change of the lateral acceleration of the vehicle, the rate of change of the yaw rate of the vehicle, the rate of change of the wheel speed difference between the left and right wheels, the rate of change of the estimated lateral acceleration of the vehicle, Since the rate of change of the roll amount of the vehicle is determined based on at least one of the rate of change, the rate of change of the turning radius of the vehicle, the rate of change of the steering angle, and the rate of change of the steering torque, It can be determined with certainty.

  According to the fifth aspect of the present invention, since the target roll suppression control amount of the entire vehicle is a target anti-roll moment for setting the vehicle roll amount to the target roll amount, the vehicle roll amount becomes the target roll amount. Thus, the damping characteristic of the damping force generating means and the torsional rigidity of the stabilizer device can be controlled.

  Further, according to the configuration of the sixth aspect, when the rate of change of the roll amount is large, the damping coefficient of the damping force generating means is increased and the torsional rigidity of the stabilizer device is low compared to when the rate of change of the roll amount is small. Therefore, the roll suppression control amount by the damping force can be reliably increased and the roll suppression control amount by the stabilizer force can be reliably reduced.

  According to the seventh aspect of the present invention, the stabilizer device has a two-divided stabilizer and an electric motor that controls the relative rotation angle of the stabilizer, and the roll suppression control amount control means controls the electric motor to control the relative rotation angle. Since the torsional rigidity of the stabilizer device is controlled by controlling the rotation angle, the roll suppression control amount by the stabilizer force can be reliably and accurately controlled by controlling the torsional rigidity of the stabilizer device.

[Preferred embodiment of problem solving means]
According to one preferable aspect of the present invention, in the configuration of the above first to seventh aspects, the roll suppression control amount control means has a larger change rate of the roll amount than a smaller change rate of the roll amount. The damping coefficient of the damping force generating means is variably set according to the rate of change of the roll amount so as to be on the high damping side (preferred aspect 1).

  According to another preferred embodiment of the present invention, in the constructions of claims 3 to 7 described above, the roll suppression control amount control means is compared with the roll amount change rate when the roll amount change rate is large. The target damping coefficient of the damping force generating means is calculated according to the rate of change of the roll amount so as to become the high damping side, the target roll suppression control amount by the damping force is calculated based on the target damping coefficient, and the target roll of the entire vehicle is calculated. The target roll suppression control amount by the stabilizer force is calculated by subtracting the target roll suppression control amount by the damping force from the suppression control amount (preferred aspect 2).

  According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 2, the target damping coefficient of the damping force generating means is the damping force of the damping force generating means in a region where the rate of change of the roll amount is high. It is configured to be calculated to a value higher than the attenuation coefficient when the characteristic is not controlled (preferred aspect 3).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 2 or 3, the target damping coefficient on the expansion side and the contraction side of the damping force generating means is calculated according to the rate of change of the roll amount. The target roll suppression control amount based on the damping force is calculated based on the target damping coefficient on the extension side and the contraction side (preferred aspect 4).

  According to another preferred embodiment of the present invention, in the constructions of claims 3 to 7 described above, the roll suppression control amount control means is compared with the roll amount change rate when the roll amount change rate is large. The distribution ratio of the target roll suppression control amount by the damping force is calculated according to the rate of change of the roll amount so that the ratio of the target roll suppression control amount by the damping force to the target roll suppression control amount of the entire vehicle becomes high, and the entire vehicle The target roll suppression control amount by the stabilizer force is calculated by subtracting the target roll suppression control amount by the damping force from the target roll suppression control amount (preferred aspect 5).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 5, the ratio of the target roll suppression control amount by the damping force to the target roll suppression control amount of the entire vehicle has a high rate of change of the roll amount. In the region, it is configured to be calculated to a value higher than the ratio when the damping characteristic of the damping force generating means is not controlled (preferred aspect 6).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 5 or 6, the target damping coefficients on the expansion side and the contraction side of the damping force generating means are determined based on the target roll suppression control amount by the damping force. It is comprised so that it may calculate (Preferred aspect 7).

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.

  FIG. 1 shows a first embodiment of a vehicle roll control device according to the present invention applied to a vehicle in which each wheel is provided with a variable damping force type shock absorber and an active stabilizer device is provided on the front wheel side and the rear wheel side. It is a schematic block diagram.

  In FIG. 1, 10 FL and 10 FR respectively indicate left and right front wheels that are driven wheels of the vehicle 12, and 10 RL and 10 RR respectively indicate left and right rear wheels that are drive wheels of the vehicle 12. The left and right front wheels 10FL and 10FR, which are also steered wheels, are steered via tie rods by a power steering device (not shown) that is driven in response to steering of the steering wheel 14 by the driver.

  An active stabilizer device 16 is provided between the left and right front wheels 10FL and 10FR, and an active stabilizer device 18 is provided between the left and right rear wheels 10RL and 10RR. The active stabilizer device 16 is integrally connected to a pair of torsion bar portions 16TL and 16TR extending coaxially with each other along an axis extending in the lateral direction of the vehicle, and to the outer ends of the torsion bar portions 16TL and 16TR, respectively. And a pair of arm portions 16AL and 16AR. The torsion bar portions 16TL and 16TR are supported by a vehicle body not shown in the drawing via brackets not shown in the drawing so as to be rotatable around their own axes. The arm portions 16AL and 16AR extend in the longitudinal direction of the vehicle so as to intersect the torsion bar portions 16TL and 16TR, respectively, and the outer ends of the arm portions 16AL and 16AR are respectively left and right through rubber bush devices not shown in the drawing. The front wheels 10FL and 10FR are connected to wheel support members or suspension arms.

  The active stabilizer device 16 has an actuator 20F between the torsion bar portions 16TL and 16TR. The actuator 20F rotates the pair of torsion bar portions 16TL and 16TR in opposite directions as necessary, so that when the left and right front wheels 10FL and 10FR bounce and rebound in opposite phases, the wheel bounces due to torsional stress. Then, the force to suppress rebound is changed, thereby increasing or decreasing the anti-roll moment applied to the vehicle at the position of the left and right front wheels, and variably controlling the roll rigidity of the vehicle on the front wheel side.

  Similarly, the active stabilizer device 18 has a pair of torsion bar portions 18TL and 18TR extending coaxially with each other along an axis extending in the lateral direction of the vehicle, and the outer ends of the torsion bar portions 18TL and 18TR, respectively. It has a pair of arm portions 18AL and 18AR connected together. The torsion bar portions 18TL and 18TR are respectively supported by a vehicle body not shown in the drawing via brackets not shown in the drawing so as to be rotatable around their own axes. The arm portions 18AL and 18AR extend in the longitudinal direction of the vehicle so as to intersect the torsion bar portions 18TL and 18TR, respectively, and the outer ends of the arm portions 18AL and 18AR are respectively left and right through rubber bushing devices not shown in the drawing. The rear wheels 10RL and 10RR are connected to wheel support members or suspension arms.

  The active stabilizer device 18 has an actuator 20R between the torsion bar portions 18TL and 18TR. The actuator 20R rotates the pair of torsion bar portions 18TL and 18TR in directions opposite to each other as necessary, so that when the left and right rear wheels 10RL and 10RR bounce and rebound in opposite phases, the torsional stress causes the wheel By changing the force to suppress bounce and rebound, the anti-roll moment applied to the vehicle at the positions of the left and right rear wheels is increased or decreased, and the roll rigidity of the vehicle on the rear wheel side is variably controlled.

  The active stabilizer devices 16 and 18 themselves do not form the gist of the present invention, and may have any configuration known in the art as long as the roll rigidity of the vehicle can be variably controlled. However, for example, the active stabilizer device described in Japanese Patent Application No. 2003-324212 (reference number AT-5552) specification and drawings relating to the application of the applicant of the present application, that is, fixed to the inner end of one torsion bar portion, and a drive gear is attached. An electric motor having a rotating shaft and a driven gear fixed to the inner end of the other torsion bar portion and meshed with the driving gear. The driving gear and the driven gear transmit the rotation of the driving gear to the driven gear. The active stabilizer device is preferably a gear that does not transmit the rotation of the gear to the drive gear.

  In the illustrated embodiment 1, the left and right front wheels 10FL, 10FR and the left and right rear wheels 10RL, 10RR are each provided with a variable damping force shock absorber 22FL, 22FR having an arbitrary configuration known in the art. , 22RL and 22RR are provided. The damping coefficients of the shock absorbers 22FL to 22RR are changed over n (positive integer) stages from the lowest stage Smin to the highest stage Smax by an actuator not shown in FIG.

  As shown in FIG. 1, the actuators 20 F and 20 R of the active stabilizer devices 16 and 18 and the actuators of the shock absorbers 22 FL to 22 RR are controlled by the electronic control device 30. Although not shown in detail in FIG. 1, the electronic control unit 30 includes a CPU, a ROM, a RAM, and an input / output port unit, which are connected to each other by a bidirectional common bus and a drive circuit. It may be better.

  As shown in FIG. 1, the electronic control unit 30 includes a signal indicating the vehicle lateral acceleration Gy detected by the lateral acceleration sensor 24, vehicle heights Hi ( i = fl, fr, rl, rr), signals indicating the actual rotation angles φf and φr of the actuators 20F and 20R detected by the rotation angle sensors of the actuators 20F and 20R, and actuators of the shock absorbers 22FL to 22RR A signal indicating the control stage Si (i = fl, fr, rl, rr) of the attenuation coefficient is input. The lateral acceleration sensor 24 and the rotation angle sensors of the actuators 20F and 20R detect the lateral acceleration Gy and the rotation angles φf and φr, respectively, with positive values generated when the vehicle turns left.

  The electronic control unit 30 calculates the target roll angle Ra of the vehicle based on the lateral acceleration Gy, calculates the roll angle Ra of the vehicle based on the vehicle height Hi of each wheel position, and calculates the target anti-resistance based on the target roll angle Rat and the roll angle Ra. The roll moment Mrt is calculated. Further, the electronic control unit 30 calculates the vehicle roll speed Rv as the rate of change of the vehicle roll angle Ra, and based on the vehicle roll speed Rv, the shock absorber target damping coefficient Ct and the target control stage Sti (i = fl, fr, rl, rr) and an anti-roll moment Md due to a damping force is calculated based on the target control stage Sti.

  Further, the electronic control unit 30 calculates the target anti-roll moment Ms by the active stabilizer devices 16 and 18 as a value obtained by subtracting the anti-roll moment Md due to the damping force from the target anti-roll moment Mrt, and the active stabilizer device based on the target anti-roll moment Ms. The target rotation angles φft and φrt of the actuators 20F and 20R of 16 and 18 are calculated.

  The electronic control unit 30 controls the actuators 20F and 20R of the active stabilizer devices 16 and 18 so that the rotation angles φf and φr become the corresponding target rotation angles φft and φrt, respectively, and sets the target damping coefficient of the shock absorbers 22FL to 22RR. The control stage Sti (i = fl, fr, rl, rr) is calculated, and control is performed so that the control stage Si of the damping coefficient of each shock absorber 22FL to 22RR becomes the corresponding target control stage Sti.

  Next, a vehicle roll control routine based on control of damping force and stabilizer force according to the first embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 2 is started by closing an ignition switch not shown in the figure, and is repeatedly executed at predetermined time intervals.

  First, in step 10, a signal indicating the vehicle's lateral acceleration Gy detected by the lateral acceleration sensor 24 is read, and in step 20, the graph shown in FIG. 4 is shown based on the vehicle's lateral acceleration Gy. The target roll angle Rat of the vehicle is calculated from the map corresponding to. The target roll angle Rat is calculated to be smaller than the roll angle of the vehicle (indicated by the broken line in FIG. 4) when the vehicle roll control according to the present invention is not performed.

In step 30, the roll stiffness Kr of the vehicle is calculated based on the actual rotation angles φf and φr of the actuators 20F and 20R in a manner known in the art, and the vehicle mass is set to Mv. The vehicle roll angle Ra according to the vehicle roll moment M (= MvHGy), that is, the roll angle of the vehicle when the roll control according to the present invention is not performed, is calculated according to the following formula 1.
Ra = MvHGy / K (1)

In step 40, a target anti-roll moment Mrt is calculated as a roll moment to be applied to the vehicle in order to set the vehicle roll angle to the target roll angle Rat according to the following equation (2).
Mrt = (Ra−Rat) K (2)

In step 50, the average vehicle height Hal (= (Hfl + Hrl) / 2) of the left front and rear wheels and the average vehicle height Har (= (Hfr + Hrr) / 2) of the right front and rear wheels are calculated, and Tr is the following as a tread of the vehicle. The roll angle Ra of the vehicle is calculated according to Equation 3 below, and the roll speed Rv of the vehicle is calculated as a differential value of the roll angle Ra.
Ra = (Hal-Har) / Tr (3)

  In step 60, the target damping coefficient Ct of the shock absorber is calculated from the map corresponding to the graph shown in FIG. 5 based on the absolute value of the vehicle roll speed Rv, and the damping coefficient is the highest in the target damping coefficient Ct. The target control stage Sti of the shock absorber is required as a close control stage. In FIG. 5, the broken line indicates the damping coefficient (standard damping coefficient) when the damping coefficient of the shock absorber is not controlled, and the target damping coefficient Ct is at least in a region where the absolute value of the roll speed Rv of the vehicle is high. And calculated to be higher than the standard damping coefficient.

In step 70, the target anti-roll moment Mdt due to the damping force of the four-wheel shock absorbers 22FL to 22RR, that is, the shock absorber control stage Si of each wheel is controlled to the target control stage Sti, and is applied to the vehicle. The anti-roll moment is calculated according to Equation 4 below.
Mdt = Rv (Tr / 2) Ct · 4
= 2RvTrCt (4)

In step 170, the target anti-roll moment Mst by the front and rear wheel active stabilizer devices 16 and 18, that is, the anti-roll moment to be applied to the vehicle by the front and rear wheel active stabilizer devices is calculated according to the following equation (5).
Mst = Mrt−Md (5)

  In step 180, the target rotations of the actuators 20F and 20R of the front and rear wheel active stabilizer devices 16 and 18 for setting the anti-roll moment applied to the vehicle by the front and rear wheel active stabilizer devices 16 and 18 to Mst / 2, respectively. The angles φft and φrt are calculated as known in the art.

  In step 190, the control stage Si of the shock absorbers 22FL to 22RR of each wheel is controlled to become the target control stage Sti. In step 200, the actuators 20F and 20R of the front and rear wheel active stabilizer devices 16 and 18 are controlled. The rotation angles φf and φr are controlled to be the target rotation angles φft and φrt, respectively.

  Thus, according to the illustrated first embodiment, the vehicle target roll angle Rat is calculated based on the lateral acceleration Gy of the vehicle in step 20, and the roll control according to the present invention is not performed in step 30. The roll angle Ra of the vehicle is calculated as the roll angle, and in step 40, the target anti-roll moment Mrt is calculated as the roll moment to be applied to the vehicle in order to set the roll angle of the vehicle to the target roll angle Rat. At this time, the roll speed Rv of the vehicle is calculated.

  In step 60, the target damping coefficient Ct of the shock absorber is calculated so as to increase as the absolute value of the vehicle roll speed Rv increases, and the target control stage Sti of the shock absorber is obtained based on the target damping coefficient Ct. In step 170, the target anti-roll moment Mdt based on the damping force of the four-wheel shock absorbers 22FL to 22RR is calculated. In step 170, the target anti-roll moment Mst by the front and rear wheel active stabilizer devices 16 and 18 is calculated as the target anti-roll moment Mrt. And the target anti-roll moment Mdt due to damping force.

  In step 180, the target rotational angles φft and φrt of the actuators 20F and 20R of the front and rear wheel active stabilizer devices 16 and 18 for achieving the target anti-roll moment Mst are calculated. The control stages Si of the absorbers 22FL to 22RR are controlled so as to become the target control stage Sti. In step 200, the rotation angles φf and φr of the actuators 20F and 20R of the active stabilizer devices 16 and 18 become the target rotation angles φft and φrt, respectively. It is controlled to become.

  Therefore, according to the first embodiment, the target anti-roll moment Mrt is calculated as the roll moment to be applied to the vehicle in order to set the vehicle roll angle to the target roll angle Rat, and the absolute value of the vehicle roll speed Rv is large. The target control stage Sti is determined so that the target damping coefficient Cti of the shock absorber is higher than when the absolute value of the vehicle roll speed Rv is small, and the target anti-roll moment Mst by the front and rear wheel active stabilizer devices 16 and 18 is This is calculated as the difference between the target anti-roll moment Mrt and the anti-roll moment Mdt due to the damping force. This reduces the torsional rigidity of the active stabilizer devices 16 and 18, and therefore consumption by the actuators 20F and 20R of the active stabilizer devices 16 and 18 To prevent an increase in energy One, it can be controlled to the target roll angle Rat reliably roll angle of the vehicle.

  When the absolute value of the roll speed Rv of the vehicle is not large, the contribution degree of the roll suppression control of the vehicle by the active stabilizer devices 16 and 18 is high, and the target damping coefficient Cti of the shock absorbers 22FL to 22RR is not high. In a situation where the absolute value of the roll speed Rv of the vehicle is small, such as during straight running or steady turning, it is possible to reliably prevent deterioration in the ride comfort of the vehicle due to the high damping force of the shock absorber. .

  In particular, according to the first embodiment, in step 60, the target damping coefficient Ct of the shock absorber is calculated so as to increase as the absolute value of the vehicle roll speed Rv increases, and the target control stage of the shock absorber is calculated based on the target damping coefficient Ct. Since Sti is obtained, it is possible to reliably prevent the target damping coefficient Ct from being calculated to a damping coefficient that cannot be achieved by controlling the control stage of the shock absorbers 22FL to 22RR.

  FIG. 3 shows a second embodiment of a vehicle roll control device according to the present invention applied to a vehicle in which each wheel is provided with a variable damping force type shock absorber and an active stabilizer device is provided on the front wheel side and the rear wheel side. 3 is a flowchart showing a vehicle roll control routine. In FIG. 3, the same step number as the step number shown in FIG. 2 is assigned to the same step as the step shown in FIG.

  In the second embodiment, steps 10 to 70 and steps 170 to 200 are executed in the same manner as in the first embodiment. In step 80, which is executed after step 70, the vehicle roll speed Rv. The target distribution ratio Kdt of the target anti-roll moment Mdt by the damping force with respect to the target anti-roll moment Mrt is calculated from the map corresponding to the graph shown in FIG.

  The target distribution ratio Kdt is indicated by a broken line in FIG. 6 when the vehicle roll control according to the present invention is not performed in a region where the absolute value of the vehicle roll speed Rv is small. In the region where the absolute value of the vehicle roll speed Rv is large, it is calculated to be a value larger than the distribution ratio when the vehicle roll control according to the present invention is not performed.

In step 90, based on the target anti-roll moment Mrt and the target distribution ratio Kdt, the target anti-roll moment Mdt due to the damping force is calculated according to the following equation (6).
Mdt = MrtKdt (6)

In step 100, if the target damping force of the shock absorbers 22FL to 22RR is Fdt, the following equation 7 is established. Therefore, the target damping force Fdt of the shock absorbers 22FL to 22RR is calculated according to the following equation 8.
Mdt = 4Fdt (Tr / 2) (7)
Fdt = MdtTr / 2 (8)

In step 110, the distribution ratio of the target damping force Fdet on the extension side with respect to the target damping force Fdt is set to Ke (a positive constant larger than 0.5 and smaller than 1), and the expansion side is calculated according to the following formulas 9 and 10. A target damping force Fdet and a contraction-side target damping force Fdct are calculated.
Fdet = KeFdt (9)
Fdct = (1-Ke) Fdt (10)

  In step 120, the target damping force on the extension side from the map corresponding to the graph shown in FIG. 7 is based on the absolute value of the roll speed Rv of the vehicle, the target damping force Fdet on the extension side, and the target damping force Fdct on the contraction side. The target control stage Set on the expansion side and the target control stage Sct on the contraction side are calculated as control stages that achieve the damping force closest to Fdet and the target damping force Fdct on the contraction side.

  In step 130, it is determined whether or not the turning direction of the vehicle is a left turn based on the lateral acceleration Gy of the vehicle. If an affirmative determination is made, in step 140, the shock absorber 22FL of the left front wheel is detected. The target control stage Stfl and the target control stage Strrl of the left rear wheel shock absorber 22RL are set to the target control stage Set on the expansion side, the target control stage Stfr of the right front wheel shock absorber 22FR, and the right rear wheel shock absorber 22RR. When the target control stage Strr is set to the contraction-side target control stage Sct and a negative determination is made, the target control stage Stfl of the left front wheel shock absorber 22FL and the target of the left rear wheel shock absorber 22RL are determined in step 150. The control stage Strl is set to the target control stage Sct on the contraction side, and the target control stage Stfr of the shock absorber 22FR for the right front wheel and the right rear wheel Target control stage Strr of Yokkuabusoba 22RR is set to the target control stage Set of extension side.

In step 160, the damping coefficient corresponding to the target control stage Set on the expansion side and the target control stage Sct on the contraction side are set as Cet and Cct, respectively, and the target anti-roll moment due to the damping force of the shock absorbers 22FL to 22RR of the four wheels. Mdt, that is, the anti-roll moment applied to the vehicle when the control stage Si of the shock absorber of each wheel is controlled to the target control stage Sti is calculated according to the following equation 11, and then the routine proceeds to step 170.
Mdt = Rv (Tr / 2) Cet · 4 + Rv (Tr / 2) Cct · 4
= RvTr (Cet + Cct) (11)

  Thus, according to the second embodiment, steps 10 to 70 are executed in the same manner as in the first embodiment. In step 80, based on the absolute value of the roll speed Rv of the vehicle, the target anti-roll force by the damping force with respect to the target anti-roll moment Mrt is obtained. The target distribution ratio Kdt of the roll moment Mdt is calculated. In step 90, the target anti-roll moment Mdt due to the damping force is calculated based on the target anti-roll moment Mrt and the target distribution ratio Kdt. In step 100, the target anti-roll moment A target damping force Fdt of the shock absorbers 22FL to 22RR for achieving Mdt is calculated.

  Further, in step 110, the target damping force Fdet on the expansion side and the target damping force Fdct on the contraction side are calculated based on the target damping force Fdt. In step 120, the absolute value of the roll speed Rv of the vehicle and the target damping force on the extension side are calculated. Based on the force Fdet and the target damping force Fdct on the contraction side, the target damping force Fdet on the expansion side, the target control stage Set on the expansion side as the control stage that achieves the damping force closest to the target damping force Fdct on the contraction side, and the target on the contraction side The control stage Sct is calculated, and in steps 130 to 150, the extension side and the contraction side are determined in accordance with the turning direction of the vehicle, so that the target control stage Sti of the shock absorber for each wheel is set. The target anti-roll moment Mdt based on the damping force of the four-wheel shock absorbers 22FL to 22RR is calculated, and then steps 170 to 200 are executed in the same manner as in the first embodiment.

  Therefore, according to the second embodiment, the target anti-roll moment Mrt is reliably and easily set at a desired distribution ratio according to the absolute value of the roll speed Rv of the vehicle, and the target anti-roll moment Mdt by the damping force and the target anti-roll moment by the stabilizer force. Can be distributed to the roll moment Mst.

  In particular, according to the second embodiment, the target damping force Fdt of the shock absorbers 22FL to 22RR for achieving the target anti-roll moment Mdt due to the damping force is calculated in Step 100, and in Step 110, the target damping force Fdt and Based on the distribution ratio Ke, the target damping force Fdet on the expansion side and the target damping force Fdct on the contraction side are calculated. In step 120, the absolute value of the roll speed Rv of the vehicle, the target damping force Fdet on the expansion side, and the target on the contraction side are calculated. Based on the damping force Fdct, the expansion-side target damping force Fdet, the expansion-side target control stage Set and the compression-side target control stage Sct are calculated as control stages that achieve the damping force closest to the compression-side target damping force Fdct. Therefore, as compared with the case of the first embodiment in which the damping coefficients of all the shock absorbers are controlled to be the same, the damping coefficient on the expansion side and the contraction side can be variably set over as wide a range as possible. Thus, the anti-roll moment due to the damping force can be controlled.

  According to the first and second embodiments described above, the target anti-roll moment Mdt due to the damping force of the four-wheel shock absorbers 22FL to 22RR is calculated in step 70 or 160, and in step 170, the front and rear wheel active stabilizers are calculated. Since the target anti-roll moment Mst by the devices 16 and 18 is calculated as the difference between the target anti-roll moment Mrt and the target anti-roll moment Mdt by the damping force, the target anti-roll moment Mdt by the damping force and the target anti-roll moment by the stabilizer force The damping force of the shock absorbers 22FL to 22RR and the stabilizer force of the active stabilizer devices 16 and 18 can be controlled so that the sum of Mst and the target anti-roll moment Mrt is always obtained. Regardless of the ratio between the moment Mdt and the target anti-roll moment Mst due to the stabilizer force, the roll angle of the vehicle can be reliably controlled to the target roll angle Rat without excess or deficiency.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in each of the above-described embodiments, the vehicle roll speed Rv as the rate of change of the vehicle roll amount is calculated as a differential value of the vehicle roll angle Ra based on the difference between the left and right vehicle heights. Is the rate of change of the lateral acceleration Gy of the vehicle, the rate of change of the yaw rate of the vehicle, the rate of change of the wheel speed difference between the left and right wheels, the rate of change of the estimated lateral acceleration of the vehicle calculated based on the vehicle speed and the steering angle, the vehicle speed and the steering angle. The change in the roll amount of the vehicle based on one of the rate of change of the estimated yaw rate of the vehicle, the rate of change of the turning radius of the vehicle, the rate of change of the steering angle, the rate of change of the steering torque, or any combination thereof calculated based on A rate may be determined.

  In each of the above-described embodiments, the target roll angle Rat of the vehicle is calculated based on the lateral acceleration Gy of the vehicle, but the vehicle when the vehicle roll control according to the present invention is not performed. The target roll angle Rat of the vehicle is calculated based on, for example, the estimated lateral acceleration of the vehicle calculated based on the yaw rate of the vehicle, the vehicle speed and the steering angle, or the vehicle speed and the steering angle. It may be modified to be calculated based on the estimated yaw rate of the vehicle.

  Further, in each of the above-described embodiments, the shock absorbers 22FL to 22RR have their damping coefficients controlled in multiple stages, but the roll control device of the present invention can continuously control the damping coefficients in a stepless manner. The present invention may be applied to a vehicle equipped with a shock absorber.

  In each of the above-described embodiments, all the shock absorbers 22FL to 22RR are damping force variable shock absorbers. However, the roll control device of the present invention has only a front wheel or rear wheel shock absorber with a variable damping force type. The active stabilizer device may be provided on the front wheel and the rear wheel, but the roll control device of the present invention may be applied only to the front wheel or the rear wheel. May be applied.

  In the first embodiment, the target damping coefficient Ct common to all shock absorbers is calculated in step 60. For example, as shown in FIG. Based on the absolute value of the roll speed Rv, the target damping coefficient Cet on the expansion side and the target damping coefficient Cct on the contraction side are calculated so that the target damping coefficient Cet on the expansion side is higher than the target damping coefficient Cct on the contraction side. Based on the target damping coefficient Cet on the side and the target damping coefficient Cct on the contraction side, the target control stage Set on the expansion side and the target control stage Sct on the contraction side are calculated, and then corrected so as to proceed to step 130 in the second embodiment. May be.

Schematic configuration diagram showing a first embodiment of a vehicle roll control device according to the present invention applied to a vehicle in which each wheel is provided with a variable damping force type shock absorber and an active stabilizer device is provided on the front wheel side and the rear wheel side. It is. 3 is a flowchart showing a vehicle roll control routine based on control of damping force and stabilizer force in the first embodiment. Damping force in Embodiment 2 of the vehicle roll control device according to the present invention applied to a vehicle in which each wheel is provided with a variable damping force type shock absorber and an active stabilizer device is provided on the front wheel side and the rear wheel side. 4 is a flowchart showing a vehicle roll control routine by controlling the stabilizer force. It is a graph which shows the relationship between the lateral acceleration Gy of a vehicle, and the target roll angle Rat of a vehicle. It is a graph which shows the relationship between the absolute value of the roll speed Rv of a vehicle, and the target damping coefficient Ct of a shock absorber. It is a graph which shows the relationship between the absolute value of roll speed Rv of a vehicle, and distribution ratio Kd of the anti-roll moment Md by the damping force with respect to the target anti-roll moment Mrt. It is a graph which shows the relationship between the absolute value of roll speed Rv of a vehicle, the target damping force Fdet on the expansion side, the target damping force Fdct on the contraction side, and the target control stage Sti. It is a graph which shows the relationship between the absolute value of the rolling speed Rv of a vehicle, the target damping coefficient Cet of the expansion side of a shock absorber, and the target damping coefficient Cct of a contraction side.

Explanation of symbols

16, 18 Active stabilizer device 22FL-22RR Shock absorber 24 Lateral acceleration sensor 26FL-26RR Vehicle height sensor 30 Electronic control device

Claims (7)

  A roll control device for a vehicle that suppresses and controls the roll of the vehicle by controlling the roll suppression control amount by the damping force of the damping characteristic variable damping force generating means and the roll suppression control amount by the stabilizer force of the torsional stiffness variable stabilizer device. The means for determining the rate of change of the roll amount of the vehicle and the damping characteristic of the damping force generating means to the high damping side when the rate of change of the roll amount is large compared to when the rate of change of the roll amount is small. A roll control device for a vehicle, comprising: a roll suppression control amount control means for controlling and reducing torsional rigidity of the stabilizer device.   The roll suppression control amount control means is configured to suppress the roll by the damping force with respect to the roll suppression control amount required for the roll suppression control when the rate of change of the roll amount is large compared to when the rate of change of the roll amount is small. 2. The vehicle roll control device according to claim 1, wherein the ratio of the roll suppression control amount by the stabilizer force with respect to the necessary roll suppression control amount is increased and the ratio of the control amount is decreased.   The roll suppression control amount control means has means for calculating a target roll suppression control amount for the entire vehicle, and the sum of the roll suppression control amount based on the damping force and the roll suppression control amount based on the stabilizer force is the target roll for the entire vehicle. The vehicle roll control device according to claim 2, wherein the damping characteristic of the damping force generation means and the torsional rigidity of the stabilizer device are controlled so as to be a suppression control amount.   The means for determining the rate of change of the roll amount of the vehicle includes the rate of change of the lateral acceleration of the vehicle, the rate of change of the yaw rate of the vehicle, the rate of change of the wheel speed difference between the left and right wheels, the rate of change of the estimated lateral acceleration of the vehicle, and the estimation of the vehicle. 2. The vehicle roll amount change rate is determined based on at least one of a yaw rate change rate, a vehicle turning radius change rate, a steering angle change rate, and a steering torque change rate. 4. The vehicle roll control device according to 3.   5. The vehicle roll control device according to claim 1, wherein the target roll suppression control amount of the entire vehicle is a target anti-roll moment for setting the vehicle roll amount to a target roll amount. 6.   The roll suppression control amount control means increases the damping coefficient of the damping force generating means and increases the torsional rigidity of the stabilizer device when the rate of change of the roll amount is large compared to when the rate of change of the roll amount is small. 6. The vehicle roll control device according to claim 1, wherein the roll control device is lowered. The stabilizer device includes a two-divided stabilizer and an electric motor that controls a relative rotation angle of the stabilizer, and the roll suppression control amount control means controls the relative rotation angle by controlling the electric motor. The vehicle roll control device according to claim 1, wherein the torsional rigidity of the stabilizer device is controlled.

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