JPH04500492A - A device that controls the chassis according to the driving route - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] A device that controls the chassis according to the driving route Conventional technology The present invention is directed to a vehicle as defined in the preamble of claim 1, in particular a vehicle running on the chassis of an automobile. The present invention relates to a device for controlling according to a road.

The driving condition of a vehicle is related to the driving operations of the vehicle driver, but it is also related to the driving route. . Vibration energy is transmitted to the vehicle body as a result of unevenness in the road that causes vibrations in the vehicle wheels. It will be reached. In order to obtain the best possible driving comfort, such vibrations must be must be prevented. In particular, the load on the wheels changes due to unevenness on the driving road, causing dynamic Fluctuations in wheel load occur. This variation in wheel load represents driving safety. Running To ensure stability, the load on the wheels must be as constant as possible.

German patent DE-PS3518503 describes a computer-based method for determining the damping characteristics of a vehicle's spring system. A device is described which controls according to the driving route with data assistance. This device has no A sensor is installed that generates an electrical signal that characterizes the unevenness of the path. These electrical signals are input to a signal processing circuit. The signal processing circuit separates the sensor signals into different Convert into two signals. The first signal corresponds to the average amount of unevenness of the road as a whole. , the second signal indicates the ratio of the long-wave road irregularities to the short-wave irregularities, expressed as a waveform. ing. Using these signals, a characteristic data generator generates the shock absorber control system. A signal is generated to manipulate the position. The summand of this operation signal is the average amount of unevenness of the traveling road. , wavyness, and a function related to the product of the average amount of unevenness and the wavyness.

A sensor is installed on the front axle of the vehicle to detect values of dynamic driving conditions. Also, a sensor is installed in the front body area to detect the acceleration on the body side. Ru. With this configuration and the signal processing described above, it is possible to calculate the average unevenness of the vehicle vehicle control speed course. values and thus temporally shifted roughness values are taken into account.

Advantages of the invention On the other hand, the device of the present invention described in the characteristic part of claim 1 has the following features: It has the following advantages. In other words, the unevenness of the running road or the running road that occurs on each wheel. The system detects temporal changes (velocity) in the unevenness of the wheels and immediately inputs them to the control circuit. The actuator that is turned off can be controlled accordingly. Do it like this The system detects unevenness on the road and immediately applies a corresponding amount of suppression, so the optimum wheel The load value is maintained at the set value, and wheel deflection is suppressed so that no vibration is transmitted to the vehicle body. can do. In the present invention, each wheel area of the vehicle is monitored by a sensor, and Each wheel area is equipped with a dedicated control circuit, so it can be used even if the road is uneven. It can also prevent pitching and rolling of the car body.

In this way, the vehicle chassis control of the present invention provides greater driving safety and comfort. I can do it. The entire amount of unevenness on the road is processed instantly, so there is no need to wait as long as before. Unlike averaging processing where the amplitude changes as the deviation occurs, it is possible to use significantly more sophisticated chassis control. It is possible to obtain controlled dynamic characteristics and improve the comfort and safety characteristics of the vehicle. Wear.

According to an embodiment of the present invention, the unevenness of the running road and/or the temporal change of the unevenness of the running road is input to the controller as a disturbance amount.

Buffer force, relative distance between the wheel and the body part in the wheel area (amount of elastic compression) and the wheel A sensor is provided in each wheel area to detect the vertical acceleration of the wheel. these three Based on the sensor data, a processing circuit calculates the unevenness of the driving road and the temporal changes in the unevenness of the driving road. It is formed. Particularly preferably, unlike conventional techniques, a quantity such as the mass of a vehicle body is changed. Data that becomes Does the mass of the car body change depending on the load? It is et al.

Specifically, this device is configured as follows. In other words, each wheel is provided with an adding section. The buffer force is input to this addition section, and the first multiplier is calculated for each wheel area in the arithmetic circuit. The spring constant of the spring device installed in the area and the calculated amount of elastic compression are input, and the The second multiplier is the wheel mass and the calculated wheel acceleration is the subtracted amount in the calculation circuit. The output signal of the adder is input to the adder, and the output signal of the adder is multiplied by the third multiplier in the arithmetic circuit. The reciprocal of the tire bounce constant and the multiplication are calculated and input as a subtraction amount to the addition point, and then The two time integral values of wheel acceleration formed by the integral circuit are the addition points. The output amount of this addition point becomes the instantaneous value of the unevenness of the traveling road.

Preferably, the output signal of the adder indicates a change in the force of the tire on the road. configured to form a variation in load;

In order to form temporal changes in the unevenness of the running road, the time integral of the wheel acceleration is positive. The third multiplication obtained by the sign and through the differentiator is the case where the output value of the arithmetic circuit has a negative sign. It is input to the addition point.

Using active or bioactive shock absorbers as actuators be able to. An active shock absorber is a piston-cylinder unit. A pressure medium is actively applied to the piston, with a damping force on the vertical axis and a piston on the horizontal axis. A shot that allows characteristic curves in each of the four quadrants of the Cartesian coordinate system that describes the ton velocity. It is a quad absorber. Active shock absorbers displace the piston. requires a large amount of control energy because pressure must be actively created. Ru. On the other hand, in an active displacement absorber, the displacement of the piston causes The pressure medium is simply pushed away, and pressure is actively created due to the displacement of the piston. Since nothing to do is done, little control energy is required. In this case also the piston Consisting of a cylinder unit, the cylinder chambers are mutually connected via a passage cross section by a piston. It is divided into two rooms that communicate with each other. This passage cross section is controllable. Sunawa In other words, it is possible to change the flow resistance of the pressure medium pushed by the piston. .

The sensor that detects the buffering force is located in the vehicle body where the shock absorber support part is connected. Favorable measurement results are obtained when measuring force in minutes. Detect wheel acceleration The sensor is preferably arranged in close proximity to the bearing of the associated wheel. elastic compression The sensor for detecting the amount is the tapped axle of the relevant wheel and the relevant body part of the vehicle body. Measure the value for minutes.

drawing The present invention will be explained in detail below based on the drawings.

FIG. 1 is a block diagram of a vehicle chassis control device according to the present invention.

FIG. 2 shows a two-body model for chassis control.

Figure 3 shows the layout of the sensor that detects driving condition data in the model. This is an illustration.

FIG. 4 is a block diagram for detecting unevenness on a running road.

FIG. 5 is a detailed block diagram of the chassis control.

Description of examples The area of each of the four wheels, i.e. the front axle 2, of the vehicle (passenger car) schematically shown in FIG. and two wheels in the area of the rear axle 3 are each provided with a sensor 4.5.6. It is provided. Each wheel 1 is placed on a tapped axle (mounting shaft) and is fitted with a spring device. It is connected to the vehicle body 8 via 7 (FIG. 2). Wheel support parallel to spring device 7 An actuator 9 is arranged between the section and the vehicle body 8. Actuator 9 is bioactive It is configured as a shock absorber 10.

Sensor 4 (FIG. 1) is used to detect the damping force Fd. Sensor 4 is A support part (not shown) of each shock absorber 10 is used to detect the measured amount of the shock absorber 10. and are respectively arranged between vehicle body parts located in the wheel area of the vehicle body 8 (FIG. 3). each In order to calculate the elastic compression amount xar of the wheel 1 with respect to the vehicle body 8, that of the related wheel 1 A sensor 5 is arranged between each tapped axle and a corresponding body part of the vehicle body 8. . The sensor 6 is attached very close to the bearing portion of each wheel 1. This sensor is for car Detect wheel acceleration r. Wheel stress in the vertical direction, that is, parallel to the amount of elastic compression xar A velocity value r is detected.

The signals from the sensors 4, 5, 6 are respectively input to a signal shaping circuit 11. plastic surgery The received signals are respectively processed in the processing unit 12 to determine the unevenness S of the traveling road and the traveling road. The time-varying color of the unevenness can be seen. This will be explained in detail later. these and other signals (buffer force Fd, elastic compression speed Mar, elastic compression amount xar, (vehicle speed Ma, etc.), the processor circuit 65 generates related active shots. A drive signal for driving the quad absorber 10 is formed. Processing unit 12 and process The processor circuit 65 is preferably realized by a high-performance microprocessor. . The instantaneous damping value of the bioactive shock absorber 10 is determined by the speed of the road for each wheel. It is individually optimized by taking into consideration the unevenness S and the temporal change in the unevenness of the running road.

Optimization of the overall damping value against pitching and rolling of the vehicle is performed by upper circuit 15. 0 assignments. This circuit connects a data transmission device 14 (e.g. CAN bus) in both directions. It is connected to the processor circuit 65 via the processor circuit 65 . Also. Circuit 15 and processor The circuit 65 is connected to a data transmission device via a lead 1il13. Furthermore The data transmission device 14 is also led to other electronic circuits of the vehicle (for example for injection control). There is. Alternatively, the circuit 15 may be tied to one of the processor circuits 65 or multiple processors may It can also be distributed to the processor circuit 65.

FIG. 2 shows a so-called two-body model showing the area of each wheel of the vehicle. ing. The wheel mass mr of the wheel l is connected to the vehicle body mass ma via the spring device 7. There is. In this case, the vehicle body mass ma is the mass part related to wheel 1, which is the content of the total mass of the vehicle body. be.

The spring device 7 has a spring constant ca. Buffer force between wheel mass mr and vehicle body mass ma Shock absorbers 1 and 0 are arranged to generate Fd. Elastic part of wheel 1 In this model, the spring constant for each wheel is simple based on the model described above. The equation of motion for the wheel can be established as shown in Figure 2. This formula is as follows with Fr=cr(xr-6).

p'd+　CaXar-Fr-mri'r=　OFr indicates the fluctuation of wheel load, It represents the change in force acting on the relevant tires on the road.

Solve the equation of motion of the wheels for the unevenness of the running road 6 and the temporal change S of the unevenness of the running road and,· S = xr - (1/cr) Fr 5=xr-(1/cr)Fr is obtained.

Figure 4 shows the circuit configuration that accounts for the unevenness S of the running road and the temporal change in the unevenness of the running road. Illustrated as a block diagram. Such a circuit configuration is for each wheel l of the vehicle. It will be established. Corresponding car m I Buffer force Fd detected by No 1r sensor 4 is input to the low-pass filter 19 (500H2). This low pass filter The output is connected to a bypass filter 20 (T=5s). bypass fill The output of the data processor 20 is input to an evaluation circuit 21 having a coefficient of "1". Evaluation circuit 21 The output is input to the adder 22 in an additive manner. Resilience of the associated wheel 1 to the vehicle body 8 The compression amount xar is detected by the corresponding sensor 5 as described above. This center Data from the sensor is similarly input to the low-pass filter 22' (500Hz), The output is input to the bypass filter 23 (T=5s). Bypass The output of the filter 23 is multiplied by the spring constant Ca of the spring device 7. It is connected to the circuit 24. Furthermore, the output signal of the arithmetic circuit 24 is added to the adder section for the first multiplication. 22.

The wheel acceleration yr detected from the corresponding sensor 6 is passed through a low-pass filter 25 (5 00Hz), and a bypass filter 2 is installed after this low-pass filter 25. 6 (T = 5s) is connected. The multiplication by the wheel mass mr is the second multiplication to perform the calculation. The arithmetic circuit 28 is connected to the output of the bypass filter 26 via the lead wire 27. . The output signal of the second multiplier circuit 28 is input to the adder 22 in a subtractive manner.

The output 29 of the adder 22 is subtractively connected to the adder point 30 via the arithmetic circuit 33 for the third multiplication. It is continued. In the arithmetic circuit, the third multiplier is the inverse of the spring constant (cr) of the wheel l (tire). When multiplying by a number, calculation is performed.

Lead wire 27 connects two integrators 31.3 which divide the input data into two equal roots with respect to time. Branches into an integrating circuit 27' having a 1° angle. This is obtained by filter 25.26. This means that the wheel movement amount xr is derived from the wheel acceleration kr. integral The output of circuit 27' is connected to summing point 30 with a negative sign. The output of addition point 30 is The unevenness S of the running road is obtained. Also, the third multiplier is applied to the output of the arithmetic circuit 33 by the differentiating circuit 3. 2' is connected, and this differential value is led to the addition point 32 with a negative sign. Also this addition The relative wheel speed 'irr is input at the point. Wheel acceleration obtained from integrator 31 The time integral value of degree r is input to the addition point 32 with a positive sign. To the output of addition point 32 The temporal change S of the unevenness of the running road can be obtained.

In this way, the unevenness S of the running road can be indirectly measured using the circuit shown in FIG. can be used. This unevenness is input to the controller 65 of the chassis control device as a disturbance amount. Be it. In the same way, the time-varying location of the unevenness of the driving road can be obtained, and this can also be sent to the controller externally. Input as a random quantity.

A corresponding schematic block diagram is shown in FIG. The illustrated circuit device is for each car. It is provided for each ring. This circuit incorporates the circuit shown in FIG. buffer The force Fd, the wheel acceleration kr, the relative elastic compression amount xar, and the vehicle body acceleration emma a are partially Anti-Aliasing Filter (Anti-Aliasing-F) low pass filters 19.22' and 25.38 configured as Powered.

The low-pass filter 19 is connected to the bypass filter 20 via a lead wire 39. , the filtered buffer force Fd data is input to the controller 65 from the output 41. Powered. The output 41 is further led to an evaluation circuit 21 connected to an adder 22 . B The output of the -pass filter 25 is connected to the integrator 31 and is connected to the already explained bypass filter. It is connected to the router 26. Furthermore, the output of the bypass filter 26 is sent to the adder 22 as a negative The second multiplication input with the sign is led to the arithmetic circuit 28. The output of the integrator 31 has a wheel The speed xr is obtained, and this wheel speed is passed through the filter 48 to the other It is input to an integrator 31'. The output of this integrator provides the wheel movement amount xr, which This is input to the addition point 30.

The output amount of the integrator 31; cr (wheel speed) is transmitted through the lead wire 51 and the filter 52. It is guided to the adding section 53. The output of the low-pass filter 22' is connected to a differentiator 54. , the output of this differentiator 54, that is, the relative elastic compression velocity Mar, is passed through a filter 55. and is input to the controller 65. Furthermore, the output of the low-pass filter 22 is bypassed. It is connected to a filter 23, and the output of the filter is multiplied by the first multiplication circuit 24. It is guided to the adding section 22. The output of the bypass filter 23 is further connected to a controller 65. input the relative elastic compression amount xar. The output of the low-pass filter 38 is similarly The output of the filter 58 is input to the integrator 59. It will be done. Integrator 59 supplies vehicle speed xa to controller 65.

The output of the adder 22 is connected to a differentiator 61 via a lead wire 29. Differentiator 6 The relative wheel speed rr is obtained from the output of 1, and this value is sent to the adding section 53 with a negative sign. Connected. Lead! I29 is further connected to addition point 30 with a negative sign. additional points The output 30° of 30 is connected to the controller 65 and supplies the unevenness S of the traveling road. Addition section 5 A temporal change S in the unevenness of the traveling road occurs in the output 63 of No. 3, and this value is sent to the controller 65. is input. The controller 65 receives the above-mentioned input 11 (Fd.

;car, S, S, xar and xa) to form a driving voltage Vd, and The control device for the shock absorber 10 is driven to change the passage cross section.

international search report Absence report

Claims (1)

[Claims] 1) It has a sensor that detects dynamic driving conditions, and the data from the sensor is sent to the processing circuit. This processing circuit generates a signal that characterizes the unevenness of the driving road. Vehicles, especially automobiles, in which actuators cooperating with the vehicle's spring system are controlled In the device for controlling a vehicle chassis according to a traveling route, the processing circuit controls each wheel (1) The unevenness of the running road ( S) and/or the instantaneous value of the temporal change (S) of the unevenness of the running road, and It is characterized by supplying the intermediate value to the control circuit provided on each axle (1) as an actual amount. A device that controls the vehicle chassis according to the route it is traveling on. 2) The unevenness of the running road (S) and/or the temporal change in the unevenness of the running road (S) is a disturbance. Claim 1, characterized in that the amount is input to the controller (65) as a quantity. equipment. 3) Buffer force (Fd), relative distance between wheel (1) and vehicle body (8) (elastic compression amount xar ) and the vertical acceleration (■ar) of the wheels (4, 5, 6). The device according to claim 1 or 2, which is provided in the wheel area. Place. 4) Each wheel (1) is provided with an adder (22), and the adder receives the buffer as an input amount. force (Fd) and the spring provided in each wheel area in the first multiplication circuit (24) The elastic compression amount (xar) multiplied by the spring constant (ca) of the device (7) is input. and the car multiplied by the wheel mass (mr) in the second multiplication circuit (28). The wheel acceleration (■r) is input to the addition section as a subtraction amount, and the addition section (22 ) is outputted to the third multiplication circuit (33) by calculating the tire spring constant (cr). It is multiplied by the reciprocal and inputted as the subtraction amount to the addition point (30), and then to the integration circuit ( 27') The two integral values of the wheel acceleration (■r) with respect to time formed by The output amount of this addition point (30) is inputted to the addition point (30), and the output amount of this addition point (30) is ) is the instantaneous value of any one of claims 1 to 3. The device according to item 1. 5) The output signal of the adder (22) is a dynamic signal indicating a change in the force of the tire on the road. A range of claims characterized in that the wheel load fluctuation Fr=cr(xr-S) is formed. The device according to any one of paragraphs 1 to 4. 6) In order to form temporal changes (S) in the unevenness of the running road, the acceleration of the wheels (■ r ) has a positive sign and the third multiplication obtained via the differentiator (32') The feature is that the output value of the multiplication circuit (33) is inputted to the addition point (32) with a negative sign. An apparatus according to any one of claims 1 to 5. 7) the actuator is configured as a semi-active shock absorber; The device according to any one of claims 1 to 6, characterized in that: 8) The sensor (4) that detects the buffering force (Fd) is a shock absorber (10) measuring the force between the support part of the vehicle and the relevant body part of the vehicle body (8). An apparatus according to any one of claims 1 to 7. 9) Bearing part of the wheel (1) related to the sensor (6) that detects the wheel acceleration (■r) Any one of claims 1 to 8, characterized in that they are located nearby. The device according to item 1. 10) The sensor (5) that detects the amount of elastic compression (xar) is attached to the related wheel (1). Measuring the value between the tab axle and the relevant body part of the vehicle body (8) An apparatus according to any one of claims 1 to 9.