JP5021348B2 - Control device for damping force variable damper - Google Patents

Description

  The present invention relates to a control device for a damping force variable damper, and more particularly, to a technology for suppressing deterioration of steering stability and riding comfort due to a rise delay in current.

  2. Description of the Related Art In recent years, various types of cylindrical dampers used for automobile suspensions have been developed in order to improve the ride comfort and steering stability. As the damping force control mechanism of the damping force variable damper, a mechanical control type that increases or decreases the flow area of the orifice by using a motor, a solenoid or the like is generally used, but a magnetic fluid or a magnetorheological fluid is used as a working fluid. The current control type that increases or decreases the current applied to the magnetic fluid valve (coil) has appeared.

In an automobile equipped with a current-controlled variable damping force damper (hereinafter simply referred to as a damper), the control current of the damper is variably controlled according to the driving state to appropriately increase or decrease the damping force, thereby improving steering stability and The ride comfort is improved (see Patent Document 1). For example, when turning, the vehicle body rolls in the left-right direction due to the inertial force (lateral acceleration) that accompanies the lateral movement. To suppress excessive roll of the vehicle body at this time, the control current is set according to the differential value of the lateral acceleration. Increase the damping force of the damper. Also, when traveling on an irregular road with continuous small irregularities, the wheel moves up and down (vibrates) in a short cycle, but the damper strokes in the shortening direction to suppress and attenuate the vibration. In some cases, the control current is decreased to reduce the damping force, and when the damper strokes in the extension direction, the control current is increased to increase the damping force.
JP 2006-69527 A

  In the current control type damper described above, in addition to the output delay due to the low-pass filter in the current driver, there is a current rise delay due to the magnetic constant of the magnetic fluid valve (yoke) and the generation of eddy current in the yoke. . Therefore, when the damper resonates, even if a target current corresponding to a change in stroke speed is supplied, a delay occurs in the actual current flowing through the magnetic fluid valve, and the target damping force and the actual damping force deviate. was there.

  For example, when the damper vibrates at the sprung resonance frequency (around 1.3 Hz) (that is, when the damper causes sprung resonance), as shown in FIG. The delay is small and an actual damping force close to the target damping force can be obtained. However, when the damper vibrates in the vicinity of the unsprung resonance frequency (around 12 Hz) (that is, when the damper causes unsprung resonance), as shown in FIG. Becomes very large, and the target damping force and the actual damping force are greatly different. 9 and 10, hatching indicates a region where a damping force having the same sign as the target damping force (hereinafter referred to as a positive damping force) is generated, and cross-hatching indicates a damping force having the opposite sign to the target damping force. An area in which (hereinafter referred to as reverse damping force) occurs is shown. As shown in FIG. 10, when the amount of reverse damping force exceeds the amount of forward damping force, there is a problem that damping force control is performed smoothly and steering stability and riding comfort deteriorate.

  The present invention has been made in view of such a background, and an object of the present invention is to provide a control device for a damping force variable damper that suppresses deterioration in steering stability and riding comfort due to a delay in rising of current.

The invention according to claim 1 is a control device that controls a current-controlled variable damping force damper provided for suspension of a vehicle body, and sets a target damping force of the variable damping force damper based on a motion state of the vehicle body. a target damping force setting means for, based on the stroke speed of the variable damping force damper and setting result of the target damping force setting means, and the target current setting means for setting a target current for the variable damping force damper, the Drive current output means for outputting a drive current to the damping force variable damper based on a target current, vibration frequency detection means for detecting the vibration frequency of the damping force variable damper, and vibration frequency detected by the vibration frequency detection means The damping force variable damper is configured to determine whether the damping force variable damper is in an unsprung resonance state, and the damping force is determined by the unsprung resonance determination unit. If the damper is determined to be in unsprung resonance, characterized in that the amount of damping force of the target damping force and opposite sign and a delay means for delaying the output timing of the drive current to be less .

  According to a second aspect of the present invention, in the damping force variable damper control device according to the first aspect, the vibration frequency detecting means detects the vibration frequency based on the stroke speed.

  According to a third aspect of the present invention, in the damping force variable damper control device according to the second aspect, the unsprung resonance determining means includes a predetermined amount of unsprung resonance frequency component in the vibration frequency. And determining that the damping force variable damper is in an unsprung resonance state.

  According to the first aspect of the present invention, when the damper causes unsprung resonance, the output timing of the drive current is delayed so that the amount of the reverse damping force is reduced, so that the target damping force and the actual damping force are reduced. The deviation is reduced and the deterioration of ride comfort is suppressed. According to the invention of claim 2, the vibration frequency can be detected relatively easily by using a band-pass filter or the like. According to the invention of claim 3, it can be determined relatively easily and quickly whether or not the damping force variable damper is in the unsprung resonance state.

  Hereinafter, embodiments in which the present invention is applied to a four-wheeled vehicle will be described in detail with reference to the drawings. FIG. 1 is a schematic configuration diagram of a four-wheeled vehicle according to an embodiment, FIG. 2 is a longitudinal sectional view of a damper according to the embodiment, and FIG. 3 is a block diagram illustrating a schematic configuration of a damping force control device according to the embodiment. FIG. 4 is a block diagram illustrating a schematic configuration of the target current generation unit according to the embodiment.

<< Configuration of Embodiment >>
<Schematic configuration of automobile>
First, a schematic configuration of an automobile according to an embodiment will be described with reference to FIG. In the description, for the four wheels and members arranged for them, that is, tires, suspensions, and the like, subscripts indicating front, rear, left, and right are attached to the reference numerals, respectively, for example, wheel 3fl (front left), wheel 3fr. (Right front), wheel 3rl (left rear), wheel 3rr (right rear), on the other hand, when generically referred to, for example, wheel 3.

  As shown in FIG. 1, an automobile (vehicle) V includes four wheels 3 on which tires 2 are mounted. Each wheel 3 includes a suspension arm, a spring, an MRF damping force damper (hereinafter simply referred to as a damper). It is suspended on the vehicle body 1 by a suspension 5 consisting of 4 etc. The vehicle V is provided with an ECU (Electronic Control Unit) 7 and an EPS (Electric Power Steering) 8 which are the control body of the suspension system. Further, the vehicle V includes a vehicle speed sensor 9 for detecting the vehicle speed, a lateral G sensor 10 for detecting lateral acceleration, a longitudinal G sensor 11 for detecting longitudinal acceleration, a yaw rate sensor 12 for detecting yaw rate, and the like installed at appropriate positions on the vehicle body 1. In addition, a stroke sensor 13 for detecting the stroke speed Ss of the damper 4 and a vertical G sensor (vertical momentum detecting means) 14 for detecting vertical acceleration in the vicinity of the wheel house are provided for each wheel 3.

  The ECU 7 includes a microcomputer, ROM, RAM, peripheral circuit, input / output interface, various drivers, and the like, and the damper 4 of each wheel 3 via a communication line (CAN (Controller Area Network in this embodiment)). And each sensor 9-14.

<Damper structure>
As shown in FIG. 2, the damper 4 of the present embodiment is a monotube type (de carvone type), and a cylindrical cylinder tube 21 filled with MRF and an axial direction with respect to the cylinder tube 21. A piston rod 22 that moves relatively, a piston 26 that is attached to the tip of the piston rod 22 and divides the inside of the cylinder tube 21 into an upper oil chamber 24 and a lower oil chamber 25, and a high-pressure gas chamber 27 under the cylinder tube 21. The main components are a defined free piston 28, a cover 29 for preventing dust from adhering to the piston rod 22 and the like, and a bump stop 30 for buffering at the time of full bound.

  The cylinder tube 21 is connected to the upper surface of the trailing arm 35 that is a wheel side member via a bolt 31 that is fitted into the eyepiece 21a at the lower end. The piston rod 22 has a pair of upper and lower bushes 36 and a nut 37, and a stud 22a at the upper end thereof is connected to a damper base (upper part of the wheel house) 38 which is a vehicle body side member.

  As shown in FIG. 3, the piston 26 is provided with an annular communication passage 39 that communicates the upper oil chamber 24 and the lower oil chamber 25, and an MLV coil 40 that is disposed inside the annular communication passage 39. Yes. When an electric current is supplied from the ECU 7 to the MLV coil 40, a magnetic field is applied to the MRF flowing through the annular communication path 39, and the ferromagnetic fine particles form a chain cluster, and the appearance of the MRF passing through the annular communication path 39. The upper viscosity increases.

<Schematic configuration of damper control device>
The ECU 7 includes a damper control device 50 whose schematic configuration is shown in FIG. The damper control device 50 is a damping force setting that sets the target damping force Dtgt of each damper 4 based on the input interface 51 to which the above-described sensors 9 to 14 and the like are connected and the detection signals input from the sensors 9 to 12 and 14 etc. Unit 52, target current generation unit 53 that generates target current Itgt to each damper 4 (MLV coil 40) according to target damping force Dtgt and stroke speed Ss, and target current Itgt from target current generation unit 53. The output interface 54 is configured to output to each damper 4. The damping force setting unit 52 of the present embodiment includes a skyhook control unit 56 used for skyhook control, a roll control unit 58 used for roll control, and a pitch control unit used for pitch control. 59 are accommodated.

<Target current generator>
As shown in FIG. 4, the target current generating unit 53 includes a target current setting unit 61 that sets the target current Itgt based on the target damping force Dtgt input from the damping force setting unit 52 and the stroke speed Ss of the damper 4; A vibration frequency detection unit 62 that detects the vibration frequency of the damper 4 from the stroke speed Ss using a bandpass filter, an unsprung resonance determination unit 63 that determines unsprung resonance from the detection result of the vibration frequency detection unit 62, and an unsprung portion. Each wheel 3 is provided with a delay processing unit 64 that delays the target current Itgt based on the determination result of the resonance determining unit 63.

<< Operation of Embodiment >>
<Target damping force setting process>
When the automobile starts running, in the damper control device 50, the damping force setting unit 52 executes a target damping force setting process whose procedure is shown in the flowchart of FIG. 5 at a predetermined processing interval (for example, 2 ms). When the damping force setting unit 52 starts the target damping force setting process, first, in step S1 of FIG. 5, each acceleration of the vehicle body 1 obtained from the lateral G sensor 10, the front and rear G sensor 11, and the vertical G sensor 14, The motion state of the automobile V is determined based on the vehicle speed input from the vehicle speed sensor 9, the steering speed input from the steering angle sensor (not shown), and the like. Next, the damping force setting unit 52 calculates the skyhook control target value Dsh of each damper 4 in step S2 based on the motion state of the vehicle V, and calculates the roll control target value Dr of each damper 4 in step S3. In step S4, the pitch control target value Dp of each damper 4 is calculated.

  Next, the damping force setting unit 52 determines whether or not the stroke speed Ss of each damper 4 is a positive value in Step S5, and if this determination is Yes (that is, the damper 4 is on the extension side). In step S6, the largest one of the three control target values Dsh, Dr, Dp is set as the target damping force Dtgt. In step S7, the target current generating unit 53 is set with the target damping force Dtgt. Output. In addition, when the determination in step S5 is No (that is, when the damper 4 is operating on the contraction side), the damping force setting unit 52 determines that among the three control target values Dsh, Dr, and Dp in step S8. The smallest value is set as the target damping force Dtgt, and the target damping force Dtgt is output to the target current generating unit 53 in step S7.

<Target current generation processing>
In the damper control device 50 of the present embodiment, the target current generating unit 53 executes a target current generating process whose procedure is shown in the flowchart of FIG. 6 in parallel with the above-described damping force control. When the target current generating unit 53 starts the target current generating process, first, in step S11 of FIG. 5, the target current Itgt corresponding to the target damping force Dtgt and the stroke speed Ss is retrieved / set from the target current map of FIG. .

  Next, the target current generator 53 detects the vibration frequency of the damper 4 from the stroke speed Ss in step S12. Next, the target current generating unit 53 determines whether or not the unsprung resonance frequency component is included in the vibration frequency in a predetermined amount or more in step S13 (that is, whether or not the damper 4 is causing unsprung resonance). If this determination is No, a drive current corresponding to the target current Itgt is output to the MLV coil 40 of each damper 4 in step S14.

  On the other hand, when the damper 4 causes unsprung resonance and the determination in step S13 is Yes, the target current generation unit 53 delays the target current Itgt with a predetermined delay time Tdly (for example, 40 ms) in step S15. In step S14, a drive current corresponding to the target current Itgt is output to the MLV coil 40 of each damper 4. The delay time Tdly is set in consideration of the output delay due to the low-pass filter in the current driver, the magnetic constant of the MLV coil 40, the current rise delay due to the generation of eddy current in the MLV coil 40, and the like. However, it may be set by performing a running experiment using an actual vehicle.

  In the present embodiment, by adopting such a configuration, even when the damper 4 is causing unsprung resonance, the amount of reverse damping force (reverse to the target damping force) as shown in FIG. Compared to the target damping force, the amount of positive damping force (the area where positive damping force is generated is indicated by hatching in the figure) is significantly increased compared to the target damping force. Thus, the reduction in ride comfort, which has been a problem with conventional devices, is effectively suppressed.

  Although description of specific embodiment is finished above, the aspect of the present invention is not limited to the above embodiment. For example, in the above embodiment, the present invention is applied to an MRF type damping force damper, but the present invention is also applied to an MF (magnetic fluid) type damping force damper and other types of current control type damping force variable dampers. Is possible. In the above embodiment, the vibration frequency is detected from the stroke speed using a band-pass filter, and when the vibration frequency includes a lot of unsprung resonance frequency components, it is determined that the damper is resonating unsprung. However, the vibration frequency may be detected from the wheel speed by using a bandpass filter, or the unsprung resonance is determined when the sign of the stroke speed is reversed in the vicinity of half of the unsprung resonance period. Also good. In the above embodiment, the target current is simply delayed according to the output delay or rise delay of the current. However, the weighted average of the target current before the delay and the target current after the delay is used as the new target current. The unsprung resonance may be surely attenuated using the larger one of the target current before the delay and the target current after the delay as the target current, or the target current and the delay before the delay Riding comfort may be improved by using the smaller one of the later target currents as the target current. In addition, the specific configuration of the automobile and the control device, the specific control procedure, and the like can be changed as appropriate without departing from the spirit of the present invention.

1 is a schematic configuration diagram of a four-wheeled vehicle according to an embodiment. It is a longitudinal cross-sectional view of the damper which concerns on embodiment. It is a block diagram which shows schematic structure of the damping-force control apparatus which concerns on embodiment. It is a block diagram which shows schematic structure of the roll control part which concerns on embodiment. It is a flowchart which shows the procedure of the target damping force setting process which concerns on embodiment. It is a flowchart which shows the procedure of the target electric current production | generation process which concerns on embodiment. It is a target current map concerning an embodiment. It is a graph which shows the stroke speed-current-damping force in the unsprung resonance area | region which concerns on embodiment. It is a graph which shows the stroke speed-current-damping force in the sprung resonance area concerning a conventional device. It is a graph which shows the stroke speed-current-damping force in the unsprung resonance area concerning a conventional apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car body 3 Wheel 4 Damping force variable damper 13 Stroke sensor 50 Damper control device 52 Damping force setting part (target damping force setting means)
53 Target Current Generation Unit 61 Target Current Setting Unit (Target Current Setting Unit)
62 Vibration frequency detection unit (vibration frequency detection means)
63 Lower resonance determining unit 64 Delay processing unit (delay means)
V car

Claims (3)

A control device for controlling a current-controlled variable damping force damper provided for suspension of a vehicle body,
Target damping force setting means for setting a target damping force of the damping force variable damper based on the motion state of the vehicle body;
Target current setting means for setting a target current for the damping force variable damper based on a setting result of the target damping force setting means and a stroke speed of the damping force variable damper;
Driving current output means for outputting a driving current to the damping force variable damper based on the target current;
Vibration frequency detection means for detecting the vibration frequency of the damping force variable damper;
Unsprung resonance determining means for determining whether or not the damping force variable damper is in an unsprung resonance state based on the vibration frequency detected by the vibration frequency detecting means;
When the unsprung resonance determining means determines that the damping force variable damper is in the unsprung resonance state, the output timing of the drive current is delayed so that the amount of damping force opposite to the target damping force is reduced . A damping force variable damper control device comprising delay means.   2. The damping force variable damper control device according to claim 1, wherein the vibration frequency detection means detects the vibration frequency based on the stroke speed.   The unsprung resonance determining means determines that the damping force variable damper is in an unsprung resonance state when a predetermined amount of unsprung resonance frequency components are included in the vibration frequency. The damping force variable damper control device described in 1.

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