WO2023286428A1

WO2023286428A1 - Force generation mechanism control device, and force generation mechanism control method

Info

Publication number: WO2023286428A1
Application number: PCT/JP2022/019770
Authority: WO
Inventors: 信治瀬戸; 隆介平尾; 修之一丸
Original assignee: 日立Astemo株式会社
Priority date: 2021-07-13
Filing date: 2022-05-10
Publication date: 2023-01-19
Also published as: JP2023012108A

Abstract

Provided is a force generation mechanism control device with which both vibration damping performance of a vehicle body and grounding performance of a vehicle wheel can be achieved, and riding comfort of a vehicle can be improved. This force generation mechanism control device controls a force generation mechanism installed between a vehicle body and a vehicle wheel on the basis of a detection value of a road surface shape that is detected by an external recognition means installed in a vehicle. The force generation mechanism control device is characterized in that the detection value corresponds to a protrusion or depression of the road surface shape, and before the vehicle advances into such protrusion or depression, the force generation mechanism is made to generate a force in the same direction as a force in the up-down direction which is generated by the vehicle due to the protrusion or depression.

Description

Control device for force generating mechanism and method for controlling force generating mechanism

The present invention relates to a force generation mechanism control device and a force generation mechanism control method for controlling the ride comfort of a vehicle.

In general, vehicles such as automobiles control the force generation mechanism in order to achieve a comfortable ride.

As a background art in such a technical field, there is, for example, Japanese Patent Application Publication No. 2010-501387 (hereinafter referred to as Patent Document 1).

US Pat. No. 5,300,003 describes a wheel spring device installed between the vehicle body and the wheel carrier, the spring force characteristics of which are varied by controlling an actuator and reflecting the shape of the vertical cross-section of the path in front of the vehicle. and an actuator based on the sensed predictor variable such that the spring force characteristic of the wheel spring device is predictively adjusted to the shape of the vertical cross-section of the path ahead of the vehicle. is described (see the abstract of US Pat. No. 5,800,000).

Further, in Patent Document 1, by controlling the actuator just before the vehicle reaches the bump, the wheels are lifted in the direction of the arrow, and the vehicle rides over the bump while reducing the transmission of the push-up impact. is described (see 0025 of Patent Document 1).

Japanese Patent Publication No. 2010-501387

Patent Document 1 describes that the wheels are lifted to climb over the bump by controlling the actuator.

In this way, in general, a vehicle uses a preview sensor installed in front of the vehicle to detect road surface unevenness information, and gives an appropriate thrust command to the force generation mechanism to ensure that the vehicle is comfortable. Make the ride comfortable.

On the other hand, in order to achieve a comfortable ride of the vehicle, it is necessary to achieve both the damping properties of the vehicle body and the grounding properties of the wheels. However, Patent Literature 1 does not describe a control device for a force generating mechanism that achieves both the damping properties of the vehicle body and the grounding properties of the wheels.

Therefore, the present invention provides a control device for a force generation mechanism and a control method for a force generation mechanism that achieve both the damping properties of the vehicle body and the grounding properties of the wheels and improve the ride comfort of the vehicle.

In order to solve the above-described problems, the control device for the force generation mechanism of the present invention is installed between the vehicle body and the wheels based on the detected value of the road surface shape detected by the external recognition means installed in the vehicle. A control device for a force generating mechanism for controlling a force generating mechanism, wherein the detected value is a protrusion or depression in the road surface shape, and before the vehicle enters the protrusion or depression, the vertical direction of the vehicle is generated by the protrusion or depression. The force generating mechanism is characterized by generating a force in the same direction as the force.

Further, in order to solve the above-described problems, the control method of the force generation mechanism of the present invention provides a force generation mechanism installed between the vehicle body and the wheels based on the detected value of the road surface shape detected by the external world recognition means installed in the vehicle. A force generating mechanism control method for controlling a force generating mechanism, wherein the external world recognizing means detects a detection value of a road surface shape that is a protrusion or a depression, and before the vehicle enters the protrusion or depression, the vehicle The force generation mechanism is characterized in that a force in the same direction as the force in the vertical direction generated by the projection or depression is generated in the force generation mechanism.

According to the present invention, it is possible to provide a force generation mechanism control device and a force generation mechanism control method that achieve both the damping property of the vehicle body and the grounding property of the wheels and improve the ride comfort of the vehicle.

In addition, problems, configurations, and effects other than those described above will be clarified by the description of the embodiments below.

FIG. 2 is an explanatory diagram illustrating a spring mass model of a vehicle including the force generating mechanism described in Example 1; FIG. 5 is an explanatory diagram for explaining a time history response when the force generating mechanism described in Example 1 is operated; 5 is a flowchart for explaining control when operating the force generating mechanism described in Embodiment 1. FIG. FIG. 11 is an explanatory diagram illustrating a time history response when the force generating mechanism described in Example 2 is operated;

Hereinafter, embodiments of the present invention will be described using the drawings. It should be noted that substantially the same or similar configurations are denoted by the same reference numerals, and redundant description may be omitted if the description overlaps.

First, a spring mass model of a vehicle including the force generating mechanism described in Example 1 will be described.

FIG. 1 is an explanatory diagram explaining a spring mass model of a vehicle including the force generating mechanism described in the first embodiment.

In general, a vehicle consists of four wheels, left and right front wheels and left and right rear wheels. Therefore, FIG. 1 schematically describes the spring mass model of either the left or right front wheel for convenience of explanation.

As shown in FIG. 1, a vehicle model 1 includes a mass point 3 (hereinafter referred to as a sprung mass 3) composed of the body of a vehicle body, etc., and a mass point 5 composed of wheels (tires) (hereinafter referred to as an unsprung mass 5). ), a suspension spring 4 installed therebetween, and an actuator 9 which is a force generation mechanism (thrust force generation mechanism). The actuator 9 is composed of, for example, a linear motor or the like that generates a thrust force based on a thrust force command using an electromagnetic force.

The suspension spring 4 and the actuator 9 apply force to the sprung portion 3 and the unsprung portion 5 . The unsprung portion 5 is grounded with the road surface 8 via the tire spring 6 in the wheel.

In addition, the vehicle model 1 has a preview sensor (external world recognition means) 2 that detects unevenness information of the road surface 8 (information on protrusions (convex shape) or depressions (concave shape) in the road surface shape) in front of it. The preview sensor 2 is installed in front of the vehicle model 1 and detects unevenness information of the road surface 8 directly under it (detection value of the road surface shape detected by the external world recognition means). Note that the preview sensor 2 is composed of a stereo camera, a sonar sensor, a laser sensor, or the like.

Also, the vehicle model 1 may detect the unevenness information of the road surface 8 in advance using cloud information or the like without installing the preview sensor 2 .

The vehicle model 1 also has a vehicle speed sensor (not shown) for detecting the time (time) when the wheels reach the uneven shape of the road surface 8 . That is, it is possible to detect the time when the wheels reach the uneven shape of the road surface 8 from the vehicle speed detected by the vehicle speed sensor and the distance from the uneven shape of the road surface 8 to the wheels detected by the preview sensor 2 .

Also, the vehicle model 1 preferably has various sensors (acceleration sensor, vehicle height sensor, etc.) that detect the behavior of the sprung mass 3 and unsprung mass 5 .

The vehicle model 1 also has a controller 7 (a control device for the force generation mechanism) that calculates the thrust to be generated by the actuator 9 . The controller 7 inputs the information acquired by these sensors, calculates the thrust to be generated by the actuator 9 , and outputs a thrust command to the actuator 9 .

In FIG. 1, Z0 indicates the displacement of the road surface 8 (road surface displacement), Z1 indicates the displacement of the unsprung portion 5 (unsprung displacement), and Z2 indicates the displacement of the sprung portion 3 (suprung displacement). show.

Next, the time history response when the force generating mechanism described in Example 1 is operated will be described.

FIG. 2 is an explanatory diagram explaining the time history response when the force generating mechanism described in Example 1 is operated.

2(a) shows the change (vertical axis) of the road surface shape 20 with respect to time (horizontal axis), and FIG. 2(c) shows the change (vertical axis) of the sprung acceleration 22 with respect to time (horizontal axis), and FIG. 2(d) shows the change (vertical axis) of the unsprung acceleration 23 with respect to time (horizontal axis). FIG. 2(e) shows the change (vertical axis) of the sprung speed 24 with respect to time (horizontal axis), and FIG. 2(f) shows the change (vertical axis) of the unsprung speed 25 with respect to time (horizontal axis). each shown.

FIG. 2(a) shows a road surface shape 20 (Z0). Here, the road surface shape 20 is a sine wave-like projection (a convex shape) of one wavelength (the phase of the sine wave is shifted by 270 degrees and offset). shaped protrusion). That is, when the vehicle passes through this protrusion (the time at which the vehicle starts passing is set to t2 (starting time of passing the protrusion: entering the protrusion), and the time at which the vehicle ends passing is set to t3 (finishing time of passing the protrusion: leaving the protrusion). ), projections on the road surface shape 20 as shown in FIG.

Also, let t1 (projection input time) be the time at a predetermined interval before the projection is input to the vehicle. The time at which the preview sensor 2 detects the protrusion of the vehicle is before time t1, and in some cases may be at the same time as time t1.

FIG. 2(b) shows a thrust command 21, where the positive side of the thrust command 21 indicates the direction in which the space between the sprung mass 3 and the unsprung mass 5 contracts (contraction direction thrust), and the negative side indicates the Conversely, it indicates the direction in which the space between the sprung mass 3 and the unsprung mass 5 extends (stretching direction thrust).

That is, the controller 7 generates the thrust force command 21 at time t1, and outputs the thrust force command 21 to the actuator 9 from time t1.

Then, the thrust force command 21 is applied to the actuator 9 so that the thrust in the section between the projection input time t1 and the projection passage start time t2 (projection pre-section) is generally in the direction of contraction, and the projection passage start time In the projection section between t2 and the projection passage end time t3, the thrust is output so as to be a constant extensional thrust.

In the section between time t1 and time t2, the thrust force command 21 is output so as to produce a thrust force in the general contraction direction. In the section, first, the thrust force command 21 having the first slope is set so that the thrust in the contraction direction increases, and then the command 21 is set to the first slope having a slope smaller than the first slope so that the thrust in the contraction direction gradually increases. 2, and then the thrust force command 21 having a third slope (equivalent in absolute value to the first slope) so that the thrust in the contraction direction decreases and the thrust in the extension direction increases. Become.

Also, the thrust force command 21 becomes the thrust force command 21 having the fourth slope (equivalent to the first slope) so that the extension direction thrust is reduced in the interval after time t3.

By outputting the thrust force command 21 to the actuator 9 in this way, the sprung acceleration 22 is substantially constant in the section between time t1 and time t2, as shown in FIG. 2(c). It becomes negative acceleration (downward acceleration), and in the section between time t2 and time t3, it becomes constant positive acceleration (upward acceleration), and as shown in FIG. In the section between time t1 and time t2, it descends with a constant slope, and in the section between time t2 and time t3, it rises with a constant slope.

That is, the actuator 9 is configured such that the sprung mass 3 is accelerated downward in the interval between time t1 and time t2, and accelerated upward in the interval between time t2 and time t3. Operate. Then, the thrust force command 21 is set so that the total of the downward acceleration and the upward acceleration is offset. Specifically, if there is no disturbance other than the road surface shape 20, the thrust force command 21 is set so that the integral of the thrust in the extension direction and the integral of the thrust in the contraction direction match.

The thrust force command 21 is calculated in advance based on the frequency (length) and amplitude (height) of the projections, and the magnitude and extension of the thrust force in the contraction direction are calculated according to the frequency (length) and amplitude (height) of the projections. The magnitude of the directional thrust is determined and output as a thrust command 21 .

That is, the thrust force command 21 in the section between time t1 and time t2 is set so that the speed of the sprung mass 3 becomes 0 (zero) at time t3.

Further, the integral (magnitude, energy) of the thrust in the extension direction in the section between time t2 and time t3 and the integral (magnitude, energy ) and are set to be equivalent.

By setting the thrust force command 21 in this way, as shown in FIG. , and after time t3 (after passing the protrusion), it becomes almost 0 (zero).

Further, by setting the thrust force command 21 in this way, as shown in FIG. 2(d), the acceleration 23 of the unsprung mass 5 is temporarily , rises upward (upward to the right), then descends downward (downward to the right) by the force of the tire spring 6, then descends significantly downward due to the thrust in the extension direction, and between time t2 and time t3 In the section, the upward acceleration changes from small to large to small depending on the road surface shape 20 due to the protrusion, and becomes almost 0 (zero) after time t3.

Further, by setting the thrust force command 21 in this way, as shown in FIG. In the section between t2 and time t3, it rises upward, and becomes almost 0 (zero) after time t3.

That is, the sprung mass 3 generates speed in response to the thrust force command 21, operates at a downward speed in the negative area in the interval between time t1 and time t2, and operates at a downward speed in the interval between time t2 and time t3. In the section, it operates at an upward speed in the negative area, and at time t3, the speed becomes minimum.

Further, by setting the thrust force command 21 in this way, as shown in FIG. , descends downward in the second half, and in the section between time t2 and time t3, it repeats upward upward, downward downward, upward upward, and after time t3, it becomes almost 0 (zero).

That is, the unsprung mass 5 generates a speed according to the thrust force command 21, and in the interval between the time t1 and the time t2, in the positive area, the speed changes from the upward speed to the downward speed, and the projection It operates at a downward velocity in the negative area in front, and in the section between time t2 and time t3, it operates at a negative area, changing from a downward velocity to an upward velocity. It operates by changing from upward speed to downward speed in areas and from downward speed to upward speed in negative areas, and the speed becomes minimum at time t3. In this way, in the section between time t2 and time t3, the road surface speed due to the bump is canceled.

In this way, by controlling the actuator 9, the acceleration of the sprung mass 3, the acceleration of the unsprung mass 5, the speed of the sprung mass 3, and the speed of the unsprung mass 5 are all approximately It can be set to 0 (zero) and no residual vibration occurs in the vehicle. As a result, by suppressing the vibration of the sprung mass 3, the vibration damping property of the vehicle body is improved, and by suppressing the vibration of the unsprung mass 5, the road contact property of the wheel is improved. , and the ride comfort of the vehicle can be improved.

In other words, in the section between time t2 and time t3, the force exerted by the actuator 9 to suppress the unsprung mass 5 is simultaneously transmitted to the sprung mass 3, so that force is input to the sprung mass 3. In this case, the force transmitted to the sprung mass 3 is controlled in advance in the section between the time t1 and the time t2 so that the sprung mass 3 can be damped at the time t3.

The position of the sprung mass 3 is the integral of the speed 24 of the sprung mass 3, and is located below the position before passing through the protrusion when passing through the protrusion. Then, after passing through the projection, it is necessary to perform an operation to return it to its original position. By returning this slowly, the speed can be reduced, and the acceleration that affects the ride comfort can also be reduced.

Also, since the actuator 9 is operated with the thrust force command 21 set in advance, the speed may not be completely 0 (zero) at time t3. Therefore, after time t3, it is preferable to use skyhook control and/or groundhook control, for example, to execute control to attenuate the position, velocity, and acceleration.

As described above, the control device for the force generating mechanism described in the first embodiment can perform the following operations based on the road surface shape detection value (unevenness information of the road surface 8) detected by the external world recognition means (preview sensor 2) installed in the vehicle. , a controller 9 that controls a force generating mechanism (actuator 9) installed between the vehicle body (sprung 3) and the wheel (unsprung 5), the detected value being a protrusion (convex shape) on the road surface shape Before the vehicle enters the protrusion, the vehicle causes the force generating mechanism to generate a force in the same direction as the upward force generated by the protrusion (thrust in the contraction direction to the actuator 9).

Then, after the vehicle enters the protrusion, the vehicle causes the force generating mechanism to generate a force in the direction opposite to the upward force generated by the protrusion (an extensional thrust force on the actuator 9).

As a result, it is possible to achieve both the damping properties of the vehicle body and the grounding properties of the wheels, improving the ride comfort of the vehicle.

In addition, in Example 1, an actuator 9 (for example, a linear motor) installed between the sprung portion 3 and the unsprung portion 5 for suspension is used as the force generating mechanism.

On the other hand, the force generation mechanism is not limited to this. For example, targeting the front wheels, when a braking force is generated by a brake (braking device for braking the vehicle) on the front wheels, the space between the sprung mass 3 and the unsprung mass 5 of the front wheels shrinks. As a result, a braking force is generated in the section between time t1 and time t2 in FIG. After that, when the vehicle is accelerated by an accelerator (driving device for driving the vehicle), driving force is generated in the section between time t2 and time t3 in FIG. Extensional thrust is generated. By controlling the braking force of the brake and the driving force of the accelerator in this way, it is possible to achieve control that produces the same effect as in the first embodiment.

Also, the control of the actuator 9 and the control of the braking force and driving force may be used together.

As described above, according to the first embodiment, a plurality of force generating mechanisms can be selected as the control target, and versatility is also increased. In addition, by setting a plurality of force generation mechanisms as control targets, the force generation mechanisms complement each other in the event of failure of the force generation mechanisms, for example, and the reliability of control is improved. Also, the thrust required for the actuator 9 can be reduced.

Next, the control when operating the force generating mechanism described in Embodiment 1 will be described.

FIG. 3 is a flow chart explaining control when operating the force generating mechanism described in the first embodiment.

As shown in FIG. 3, the control method of the force generation mechanism has the following procedures.

(1) First, the size (frequency and amplitude) of the protrusion is detected (step 31). Based on the size of the protrusion detected before time t1, the size of the thrust in the contraction direction and the size of the thrust in the extension direction, which are calculated in advance according to the size of the protrusion, are calculated. That is, the thrust force command 21 is calculated based on the size of the protrusion that will pass from now on and the vehicle speed. The thrust force command 21 may be calculated by the vehicle based on the size of the protrusion and the vehicle speed after the size of the protrusion is detected.

(2) Next, it is determined whether or not time t1 (predetermined time before the projection passes) or time t2 has been reached (step 32). If it is time t1 (yes), the process proceeds to step 33, and if it is time t2 (no), the process proceeds to step . Then, in the section between time t1 and time t2, the process proceeds to step 33, and in the section between time t2 and time t3, the process proceeds to step .

(3) Next, at time t1, a thrust command 21 (roughly contraction direction thrust) is output to the actuator 9 at time t1. Before the time t1, the output of the thrust force command 21 is waited. Further, in the section between time t1 and time t2, the thrust force command 21 of approximately the compression direction thrust is output.

(4) Next, the actuator 9 generates a thrust in the direction of contraction based on the thrust in the direction of contraction (step 37).

(5) Next, when time t2 has come, it is determined whether or not it is a section between time t2 and time t3 (step 34). If the interval is between time t2 and time t3 (yes), the process proceeds to step 35;

(6) Next, at time t2, a thrust command 21 (stretching direction thrust) is output to the actuator 9 at time t2. Further, the thrust force command 21 for the thrust in the extension direction is also output in the section between time t2 and time t3.

(7) Next, the actuator 9 generates thrust in the direction of extension based on the thrust in the direction of extension (step 37).

(8) Next, after time t3, a thrust force command 21 for damping feedback (FB) is output. That is, the same thrust force command 21 as before time t1 is output.

(9) Next, the actuator 9 operates based on the damping feedback thrust command 21 (step 37).

Note that the section between time t1 and time t2 and the section between time t2 and time t3 change according to the vehicle speed.

In Example 1, the period from time t2 to time t3 is approximately 20 to 50 ms, and the period from time t1 to time t2 is approximately 50 ms. In other words, Example 1 is particularly effective for protrusions with a frequency of about 20 to 50 ms.

Thus, the control method of the force generating mechanism described in the first embodiment is based on the detected value of the road surface shape (unevenness information of the road surface 8) detected by the external recognition means (preview sensor 2) installed in the vehicle. , A control method for a controller 9 that controls a force generating mechanism (actuator 9) installed between a vehicle body (sprung 3) and a wheel (unsprung 5), wherein the external world recognition means is a projection (convex shape ) is detected, and before the vehicle enters the bump, the force in the same direction as the upward force generated by the bump (thrust in the direction of contraction to the actuator 9) is applied to the force generating mechanism. Occur.

Then, after the vehicle enters the projection, the vehicle generates a force in the direction opposite to the upward force generated by the projection (an extensional thrust force on the actuator 9) in the force generating mechanism.

Thus, according to the first embodiment, the acceleration of the sprung mass 3, the acceleration of the unsprung mass 5, the speed of the sprung mass 3, and the speed of the unsprung mass 5 are all substantially zero after (immediately after) passing through the projection. (zero), that is, it is possible to suppress the vibration to the vehicle body and wheels to a minimum, to almost eliminate the residual vibration to the vehicle, to achieve both damping performance and grounding performance, and to improve the performance of the vehicle. Ride comfort can be improved.

In the first embodiment, the velocity and acceleration of the sprung mass 3 and the unsprung mass 5 are set to approximately 0 (zero) at time t3, but a time after time t3 (a time until the vibration converges) is allowed. It may be approximately 0 (zero). As a result, the thrust required for the actuator 9 can be suppressed, the acceleration of the sprung mass 3 and the unsprung mass 5 can be further reduced, and the ride comfort of the vehicle can be improved.

Also, by lengthening the interval (pre-operation time) between time t1 and time t2, the magnitude of the compression direction thrust can be reduced, and the acceleration of the sprung mass 3 and the unsprung mass 5 in front of the projection can be reduced to It can be further reduced, and the ride comfort of the vehicle can be improved.

Next, the time history response when the force generating mechanism described in Example 2 is operated will be described.

FIG. 4 is an explanatory diagram explaining the time history response when the force generating mechanism described in Example 2 is operated.

The second embodiment differs from the first embodiment in road surface shape. That is, the first embodiment assumes that the road surface shape is a protrusion (convex shape), and the second embodiment assumes that the road surface shape is a depression (concave shape). Also, when describing the second embodiment, differences from the first embodiment will be described.

4(a) shows the change (vertical axis) of the road surface shape 120 with respect to time (horizontal axis), and FIG. 4(b) shows the change (vertical axis) of the thrust command 121 with respect to time (horizontal axis). 4(c) shows the change (vertical axis) in the sprung acceleration 122 with respect to time (horizontal axis), and FIG. 4(d) shows the change (vertical axis) in the unsprung acceleration 123 with respect to time (horizontal axis). 4(e) shows the change (vertical axis) of the sprung speed 124 with respect to time (horizontal axis), and FIG. 4(f) shows the change (vertical axis) of the unsprung speed 125 with respect to time (horizontal axis). each shown.

FIG. 4(a) shows a road surface shape 120 (Z0), where the road surface shape 120 is a depression (concave shape) of one sinusoidal wave (the phase of the sinusoidal wave is shifted by 270 degrees and offset). shape depression). That is, when the vehicle passes through the cave-in (the time at which the vehicle starts passing through the cave-in is set to t2 (cavity-passing start time: cave-in entry time), and the time at which the vehicle finishes passing is set to t3 (cavity-passing end time: cave-in exit time). ), the depression in the road surface shape 120 as shown in FIG.

Also, let t1 (cavity input time) be the time at a predetermined interval before the vehicle is inputted with a cave-in. The time at which the preview sensor 2 detects the collapse of the vehicle is before the time t1, and in some cases may be at the same time as the time t1.

FIG. 4(b) shows the thrust command 121, where the positive side of the thrust command 121 indicates the direction in which the space between the sprung mass 3 and the unsprung mass 5 contracts (contraction direction thrust), and the negative side indicates the Conversely, it indicates the direction in which the space between the sprung mass 3 and the unsprung mass 5 extends (stretching direction thrust).

That is, the controller 7 generates the thrust force command 121 at time t1, and outputs the thrust force command 121 to the actuator 9 from time t1.

Then, the thrust force command 121 is applied to the actuator 9 so that the thrust in the section between the collapse input time t1 and the collapse passage start time t2 (pre-collapse section) is generally in the extension direction, In the collapse section between t2 and the collapse passage end time t3, the thrust is output so as to be a constant contraction direction thrust.

And this thrust force command 121 is in the opposite direction (reverse direction) to the thrust force command 21 shown in FIG.

By setting the thrust force command 121 in this way, as shown in FIG. , and after time t3 (after passing through the depression), it becomes almost 0 (zero).

Further, by setting the thrust force command 121 in this way, as shown in FIG. 4(d), the acceleration 123 of the unsprung mass 5 is temporarily , descends downward (downward to the right), then rises upward (upward to the right) by the force of the tire spring 6, and then rises significantly upward due to the thrust in the contraction direction, and between time t2 and time t3 In the section, due to the depression, the downward acceleration changes from small to large to small according to the road surface shape 120, and becomes almost 0 (zero) after time t3.

Further, by setting the thrust force command 121 in this way, as shown in FIG. In the section between t2 and time t3, it decreases downward, and after time t3, it becomes almost 0 (zero).

Further, by setting the thrust force command 121 in this way, as shown in FIG. , rises upward in the second half, and in the section between time t2 and time t3, it repeats downward, upward, downward, and after time t3, it becomes almost 0 (zero).

Thus, in the second embodiment, sprung acceleration 122, unsprung acceleration 123, sprung velocity 124, and unsprung velocity 125 are generated in directions opposite to those in the first embodiment.

As described above, the control device for the force generating mechanism described in the second embodiment is based on the road surface shape detection value (unevenness information of the road surface 8) detected by the external recognition means (preview sensor 2) installed in the vehicle. , a controller 9 that controls a force generating mechanism (actuator 9) installed between the vehicle body (sprung 3) and the wheel (unsprung 5), and the detected value is a depression (concave shape) in the road surface shape Before the vehicle enters the cave-in, the force generating mechanism generates a force in the same direction as the downward force generated by the cave-in (thrust in the extension direction to the actuator 9).

Then, after the vehicle enters the cave-in, the force generating mechanism is caused to generate a force in the direction opposite to the downward force generated by the car cave-in (thrust in the contraction direction to the actuator 9).

In addition, in the procedure shown in FIG. 3, step 33 becomes the thrust force command 121 in the extension direction, and step 35 becomes the thrust force command 121 in the contraction direction.

As described above, the control method of the force generating mechanism described in the second embodiment is based on the road surface shape detection value (unevenness information of the road surface 8) detected by the external world recognition means (preview sensor 2) installed in the vehicle. , A control method for a controller 9 that controls a force generating mechanism (actuator 9) installed between a vehicle body (sprung 3) and a wheel (unsprung 5), wherein the external world recognition means is depressed (concave shape ) is detected, and before the vehicle enters the cave-in, a force in the same direction as the downward force generated by the cave-in (extending thrust force on the actuator 9) is applied to the force generating mechanism. Occur.

Then, after the vehicle enters the cave-in, the force generating mechanism generates a force in the direction opposite to the downward force generated by the car cave-in (thrust in the direction of contraction to the actuator 9).

According to the second embodiment, as in the first embodiment, after (immediately after) passing through the depression, the acceleration of the sprung mass 3, the acceleration of the unsprung mass 5, the speed of the sprung mass 3, and the speed of the unsprung mass 5 are Both can be set to almost 0 (zero), that is, vibrations to the vehicle body and wheels can be suppressed to a minimum, residual vibrations to the vehicle can be almost eliminated, and both damping performance and grounding performance can be achieved. , the ride comfort of the vehicle can be improved.

The present invention can combine Example 1 and Example 2.

Further, in these embodiments, when the external world recognizing means detects a protrusion or depression, before the vehicle enters the protrusion or depression, the force generated in the vertical direction applied to the force generating mechanism and the frequency of the protrusion or depression are detected. Depending on, the force in the same direction (when the frequency is relatively small, about 20 to 50 ms) or in the opposite direction (when the frequency is relatively large, about 50 to 100 ms) is selected, and the selected force is applied to the force generation mechanism. can occur.

Then, when the projection or depression with a frequency of about 20-50 ms and the projection or depression with a frequency of about 50-100 ms are continuous, the direction of the force generated by the force generating mechanism is switched. As a result, it is possible to achieve both damping properties and grounding properties, thereby improving the ride comfort of the vehicle.

It should be noted that the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments are specifically described in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described.

Also, part of the configuration of one embodiment can be replaced with part of the configuration of another embodiment. Also, the configuration of another embodiment can be added to the configuration of one embodiment. Also, a part of the configuration of each embodiment can be deleted, a part of another configuration can be added, and a part of another configuration can be substituted.

1 Vehicle model 2 Preview sensor 3 Sprung 4 Suspension spring 5 Unsprung 6 Tire spring 7 Controller 8 Road surface 9

Actuator

20, 120 Road surface

shape Time history

21, 121... Time history of

thrust command

22, 122... Time history of sprung

acceleration

23, 123... Time history of

unsprung acceleration

24, 124... Time history of sprung

velocity

25, 125... Time history of unsprung speed.

Claims

A force generation mechanism control device for controlling a force generation mechanism installed between a vehicle body and a wheel based on a road surface shape detection value detected by an external world recognition means installed in the vehicle,
The detected value is a protrusion or depression in the road surface shape, and before the vehicle enters the protrusion or depression, the vehicle generates a force in the same direction as the vertical force generated by the protrusion or depression. A control device for a force generating mechanism, wherein the force is generated by the mechanism.
A control device for a force generating mechanism according to claim 1,
A control device for a force generating mechanism, wherein the force generating mechanism is an actuator installed between the vehicle body and the wheel.
A control device for a force generating mechanism according to claim 1,
A control device for a force generation mechanism, wherein the force generation mechanism is a braking device for braking the vehicle and a drive device for driving the vehicle.
A control device for a force generating mechanism according to claim 2,
A force generation characterized in that, when the external world recognition means detects a road surface shape detection value that is a protrusion, the force generation mechanism is caused to generate a thrust in a contraction direction before the vehicle enters the protrusion. Mechanism control device.
A control device for a force generating mechanism according to claim 4,
A control device for a force generation mechanism, wherein the force generation mechanism is caused to generate a thrust in an extension direction after the vehicle enters the projection.
A control device for a force generating mechanism according to claim 2,
When the external world recognizing means detects a road surface shape detection value of a depression, the force generating mechanism causes the force generating mechanism to generate a thrust in the extension direction before the vehicle enters the depression. Mechanism control device.
A control device for a force generating mechanism according to claim 6,
A control device for a force generating mechanism, wherein the force generating mechanism is caused to generate a thrust force in a contraction direction after the vehicle enters a cave-in.
A force generation mechanism control method for controlling a force generation mechanism installed between a vehicle body and a wheel based on a road surface shape detection value detected by an external world recognition means installed in the vehicle, comprising:
The external world recognizing means detects a detected value of a road surface shape that is a protrusion or depression, and before the vehicle enters the protrusion or depression, the vehicle detects a force in the same direction as the vertical force generated by the protrusion or depression. A method for controlling a force generating mechanism, characterized in that the force of (1) is generated in the force generating mechanism.