阅读说明：本技术 电动悬架装置 (Electric suspension device ) 是由 大野智史 米田笃彦 于 2020-03-20 设计创作，主要内容包括：本发明的电动悬架装置即使在控制模式的设定切换时也将异响的产生、车辆举动的紊乱避免于未然。具有：产生与衰减动作以及伸缩动作相关的驱动力的电磁致动器；分别获取与电磁致动器相关的驱动力的信息以及控制模式选择信息的信息获取部；驱动力运算部,其设定基于与电磁致动器相关的控制模式选择信息确定的规定的控制模式,并且基于与该控制模式相关的设定信息分别设定与电磁致动器相关的目标衰减力以及目标伸缩力；和驱动控制部,其使用基于由驱动力运算部设定的目标衰减力以及目标伸缩力确定的目标驱动力来进行电磁致动器的驱动控制。驱动力运算部在与电磁致动器相关的驱动力收敛于规定的力范围内的时期进行与规定的控制模式相关的设定切换动作。(The invention provides an electric suspension device which can avoid the generation of abnormal sound and the disturbance of vehicle behavior even when the setting of a control mode is switched. Comprising: an electromagnetic actuator that generates a driving force related to the damping operation and the telescopic operation; an information acquisition unit that acquires information on a driving force of the electromagnetic actuator and control mode selection information, respectively; a driving force calculation unit that sets a predetermined control mode determined based on control mode selection information relating to the electromagnetic actuator, and sets a target damping force and a target expansion/contraction force relating to the electromagnetic actuator based on setting information relating to the control mode; and a drive control unit that performs drive control of the electromagnetic actuator using a target drive force determined based on the target damping force and the target extension/contraction force set by the drive force calculation unit. The driving force calculation unit performs a setting switching operation for a predetermined control mode at a timing when the driving force for the electromagnetic actuator converges within a predetermined force range.)

1. An electric suspension device, comprising:

an electromagnetic actuator that is provided between a vehicle body and a wheel of a vehicle and generates a driving force related to a damping action;

an information acquisition portion that acquires information of the driving force relating to the electromagnetic actuator and control mode selection information, respectively;

a setting unit that sets a predetermined control mode determined based on the control mode selection information on the electromagnetic actuator acquired by the information acquisition unit, and sets a target damping force, which is a target value of a damping operation on the electromagnetic actuator, based on the setting information on the control mode; and

a drive control unit that performs drive control of the electromagnetic actuator using a target drive force determined based on the target damping force set by the setting unit,

the setting unit performs a setting operation for the predetermined control mode at a timing when the driving force for the electromagnetic actuator acquired by the information acquisition unit converges to a predetermined force range.

2. An electric suspension device, comprising:

an electromagnetic actuator that is provided between a vehicle body and wheels of a vehicle and generates a driving force related to a damping operation and a telescopic operation;

an information acquisition portion that acquires information of the driving force relating to the electromagnetic actuator and control mode selection information, respectively;

a setting unit that sets a predetermined control mode determined based on the control mode selection information on the electromagnetic actuator acquired by the information acquisition unit, and sets a target damping force as a target value of a damping operation and a target expansion/contraction force as a target value of an expansion/contraction operation on the electromagnetic actuator based on the setting information on the control mode; and

a drive control unit that performs drive control of the electromagnetic actuator using a target drive force determined based on the target damping force and the target extension/contraction force set by the setting unit,

the setting unit performs a setting switching operation in the predetermined control mode at a timing when at least one of the driving force related to the electromagnetic actuator, the target driving force, the target damping force, and the target extension/contraction force acquired by the information acquisition unit converges within a predetermined force range.

3. The electric suspension device according to claim 2,

the information acquisition section further acquires information on a stroke speed and a sprung speed of the electromagnetic actuator,

the setting unit sets the target damping force based on the information on the damping force control mode and the information on the stroke speed acquired by the information acquisition unit, and sets the target expansion/contraction force based on the information on the expansion/contraction force control mode and the information on the sprung mass speed acquired by the information acquisition unit,

the setting unit performs a setting switching operation for the damping force control mode and a setting switching operation for the expansion/contraction force control mode at different times.

4. The electric suspension device according to claim 2 or 3,

the information acquisition portion also acquires information of a vehicle speed,

the setting unit adjusts the width of the force range based on the vehicle speed acquired by the information acquisition unit.

5. The electric suspension device according to claim 2 or 3,

the information acquisition portion further acquires information of a state of a driving force generation device that generates driving force of the vehicle,

the setting unit adjusts the width of the force range based on the state of the driving force generation device acquired by the information acquisition unit.

Technical Field

The present invention relates to an electric suspension device including an electromagnetic actuator that is provided between a vehicle body and a wheel of a vehicle and generates a driving force related to a damping operation and a telescopic operation.

Background

Conventionally, an electric suspension device is known which is provided between a vehicle body and wheels of a vehicle and includes an electromagnetic actuator that generates a driving force for a damping operation and a telescopic operation (see, for example, patent document 1). The electromagnetic actuator is configured to have a ball screw mechanism in addition to the electric motor. The electromagnetic actuator operates to generate a driving force for the damping operation and the expansion/contraction operation by converting the rotational motion of the electric motor into the linear motion of the ball screw mechanism.

Here, the driving force related to the damping operation means a damping force. The damping force is a force in a direction different from the direction of the stroke speed of the electromagnetic actuator. On the other hand, the driving force related to the expansion and contraction motion means an expansion and contraction force. The expansion/contraction force is a force generated regardless of the direction of the stroke speed.

The electric suspension device of patent document 1 has a speed-damping force table defining a correspondence relationship between a stroke speed and a damping force of an electromagnetic actuator. In this electric suspension device, a target damping force corresponding to the stroke speed is calculated based on the stroke speed of the electromagnetic actuator and the speed-damping force map, and the driving control of the electromagnetic actuator is performed using the target driving force determined based on the calculated target damping force, thereby improving the comfort and steering stability of the vehicle.

Disclosure of Invention

However, in the electric suspension device of patent document 1, the driving force related to the electromagnetic actuator is abruptly changed when the setting of the control mode is switched, and there is a possibility that abnormal noise is generated and the behavior of the vehicle is disturbed.

The present invention has been made in view of the above circumstances, and an object thereof is to provide an electric suspension device capable of avoiding generation of abnormal noise and disturbance of vehicle behavior even when the setting of a control mode is switched.

In order to achieve the above object, the present invention according to claim 1 is an electric suspension device including: an electromagnetic actuator that is provided between a vehicle body and a wheel of a vehicle and generates a driving force related to a damping action; an information acquisition portion that acquires information of the driving force relating to the electromagnetic actuator and control mode selection information, respectively; a setting unit that sets a predetermined control mode determined based on the control mode selection information on the electromagnetic actuator acquired by the information acquisition unit, and sets a target damping force, which is a target value of a damping operation on the electromagnetic actuator, based on the setting information on the control mode; and a drive control unit that performs drive control of the electromagnetic actuator using a target drive force determined based on the target damping force set by the setting unit, wherein the setting unit performs a setting operation in the predetermined control mode at a timing when the drive force relating to the electromagnetic actuator acquired by the information acquisition unit converges within a predetermined force range.

Effects of the invention

According to the present invention, it is possible to avoid the occurrence of abnormal noise and disturbance of vehicle behavior even when the setting of the control mode is switched.

Drawings

Fig. 1 is an overall configuration diagram of an electric suspension device according to an embodiment of the present invention.

Fig. 2 is a partial sectional view of an electromagnetic actuator included in the electric suspension device.

Fig. 3 is a configuration diagram of the interior and peripheral portion of an ECU included in the electric suspension device.

Fig. 4 is a diagram conceptually showing the inside of an ECU included in the electric suspension device.

Fig. 5A is an explanatory diagram of a1 st damping force graph in the comfort mode showing a relationship of the 1 st damping force according to the stroke speed.

Fig. 5B is an explanatory diagram of a2 nd damping force graph in the normal mode showing a relationship of the 2 nd damping force corresponding to the stroke speed.

Fig. 5C is an explanatory diagram of a 3 rd damping force graph in the motion mode showing the relationship of the 3 rd damping force according to the stroke speed.

Fig. 6 is a flowchart for explaining the operation of the electric suspension apparatus according to the embodiment of the present invention.

Fig. 7 is a diagram conceptually showing the inside of an ECU included in an electric suspension device according to a modification.

Fig. 8A is a diagram for explaining the operation of the electric suspension device according to the modification.

Fig. 8B is a diagram for explaining the operation of the electric suspension device according to the modification.

Description of the reference numerals

10 vehicle

11 electric suspension device

13 electromagnetic actuator

43 information acquisition unit

47 driving force calculation unit (setting unit)

49 drive control unit

Detailed Description

Hereinafter, an electric suspension device according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings as appropriate.

In the drawings shown below, the same reference numerals are given to components having common functions. In addition, the size and shape of the components may be distorted or exaggerated for the sake of convenience of description.

[ basic constitution common to the electric suspension devices 11 of the embodiment of the present invention ]

First, a basic configuration common to the electric suspension device 11 according to the embodiment of the present invention will be described with reference to fig. 1 and 2.

Fig. 1 is an overall configuration diagram common to electric suspension devices 11 according to an embodiment of the present invention. Fig. 2 is a partial sectional view of the electromagnetic actuator 13 constituting a part of the electric suspension apparatus 11.

As shown in fig. 1, an electric suspension device 11 according to an embodiment of the present invention includes: a plurality of electromagnetic actuators 13 provided to each wheel of the vehicle 10; and an electronic control unit (hereinafter, referred to as "ECU") 15. The plurality of electromagnetic actuators 13 and the ECU15 are connected to each other via an electric power supply line 14 (see the solid line in fig. 1) for supplying drive control electric power from the ECU15 to the plurality of electromagnetic actuators 13 and a signal line 16 (see the broken line in fig. 1) for transmitting a rotation angle signal of the electric motor 31 (see fig. 2) from the plurality of electromagnetic actuators 13 to the ECU 15.

In the present embodiment, four electromagnetic actuators 13 are arranged in total on each of the wheels including the front wheel (left front wheel, right front wheel) and the rear wheel (left rear wheel, right rear wheel). The electromagnetic actuators 13 provided to the respective wheels are independently driven and controlled in accordance with the expansion and contraction operation of each wheel.

In the embodiment of the present invention, the plurality of electromagnetic actuators 13 each have a common configuration, unless otherwise specified. Therefore, the description of the plurality of electromagnetic actuators 13 is replaced by the description of the configuration of one electromagnetic actuator 13.

As shown in fig. 2, the electromagnetic actuator 13 includes a base housing 17, an outer tube 19, a ball bearing 21, a ball screw shaft 23, a plurality of balls 25, a nut 27, and an inner tube 29.

The base housing 17 supports the base end side of the ball screw shaft 23 to be rotatable around the axis via the ball bearing 21. The outer tube 19 is provided in the base case 17 and houses the ball screw mechanism 18 including the ball screw shaft 23, the plurality of balls 25, and the nut 27. The plurality of balls 25 roll along the screw grooves of the ball screw shaft 23. The nut 27 is engaged with the ball screw shaft 23 via the plurality of balls 25, and converts the rotational motion of the ball screw shaft 23 into a linear motion. The inner tube 29 connected to the nut 27 is integrated with the nut 27 and displaced in the axial direction of the outer tube 19.

As shown in fig. 2, the electromagnetic actuator 13 includes an electric motor 31, a pair of pulleys 33, and a belt member 35 in order to transmit a rotational driving force to the ball screw shaft 23. The electric motor 31 is provided in the base case 17 in parallel with the outer tube 19. Pulleys 33 are attached to the motor shaft 31a of the electric motor 31 and the ball screw shaft 23, respectively. A belt member 35 for transmitting the rotational driving force of the electric motor 31 to the ball screw shaft 23 is suspended from the pair of pulleys 33.

The electric motor 31 is provided with a resolver (resolver)37 for detecting a rotation angle signal of the electric motor 31. A rotation angle signal of the electric motor 31 detected by the resolver 37 is sent to the ECU15 via the signal line 16. The electric motor 31 is controlled to be rotationally driven in accordance with drive control electric power supplied from the ECU15 to each of the plurality of electromagnetic actuators 13 via the electric power supply line 14.

In the present embodiment, as shown in fig. 2, the motor shaft 31a of the electric motor 31 and the ball screw shaft 23 are arranged substantially in parallel and coupled to each other, whereby the dimension in the axial direction of the electromagnetic actuator 13 is reduced. However, the motor shaft 31a of the electric motor 31 and the ball screw shaft 23 may be arranged coaxially and coupled to each other.

In the electromagnetic actuator 13 of the present embodiment, as shown in fig. 2, a coupling portion 39 is provided at the lower end portion of the base case 17. The connecting portion 39 is connected and fixed to an unsprung member (a lower arm on the wheel side, a knuckle, and the like) not shown. On the other hand, an upper end portion 29a of the inner tube 29 is connected and fixed to a sprung member (a strut tower portion on the vehicle body side, etc.), not shown.

In short, the electromagnetic actuator 13 is provided in parallel with a spring member, not shown, provided between the vehicle body and the wheel of the vehicle 10. The sprung member is provided with a sprung acceleration sensor 40 (see fig. 3) that detects acceleration of the vehicle body (sprung) along the stroke direction of the electromagnetic actuator 13.

The electromagnetic actuator 13 configured as described above operates as follows. That is, for example, a case is considered in which an urging force relating to upward vibration is input to the coupling portion 39 from the wheel side of the vehicle 10. In this case, the inner tube 29 and the nut 27 are lowered integrally with respect to the outer tube 19 to which the urging force associated with the upward vibration is applied. Under this influence, the ball screw shaft 23 rotates in a direction to descend in accordance with the nut 27. At this time, a rotational driving force of the electric motor 31 is generated which hinders the lowering direction of the nut 27. The rotational driving force of the electric motor 31 is transmitted to the ball screw shaft 23 via the belt member 35.

As described above, by applying a reaction force (damping force) against the urging force relating to the upward vibration to the ball screw shaft 23, the vibration to be transmitted from the wheel side to the vehicle body side is damped.

[ internal constitution of ECU15 ]

Next, the internal and peripheral configurations of ECU15 included in electric suspension device 11 according to the embodiment of the present invention will be described with reference to fig. 3, 4, and 5A to 5C. Fig. 3 is a configuration diagram of the interior and peripheral portion of an ECU15 included in an electric suspension device 11 according to an embodiment of the present invention. Fig. 4 is a diagram conceptually showing the inside of the ECU15 included in the electric suspension device 11. Fig. 5A is an explanatory diagram of the 1 st damping force graph 52a in the comfort mode showing the relationship of the 1 st damping force corresponding to the stroke speed SV. Fig. 5B is an explanatory diagram of the 2 nd damping force graph 52B in the normal mode showing the relationship of the 2 nd damping force corresponding to the stroke speed. Fig. 5C is an explanatory diagram of the 3 rd damping force map 52C in the sport mode showing the relationship of the 3 rd damping force corresponding to the stroke speed SV.

The ECU15 is configured to include a microcomputer that performs various arithmetic operations. The ECU15 has a drive control function for generating drive forces for the damping operation and the expansion/contraction operation by individually drive-controlling the plurality of electromagnetic actuators 13 based on a rotation angle signal of the electric motor 31 detected by the resolver 37.

In order to realize such a drive control function, as shown in fig. 3, the ECU15 is configured to include an information acquisition unit 43, a drive force calculation unit 47, and a drive control unit 49.

As shown in fig. 3, the information acquisition unit 43 acquires the rotation angle signal of the electric motor 31 detected by the resolver 37 as the timing information on the stroke position, and acquires the information on the stroke velocity SV by differentiating the timing information on the stroke position with time.

Further, as shown in fig. 3, the information acquisition unit 43 acquires the time-series information on the sprung acceleration detected by the sprung acceleration sensor 40, and acquires the information on the sprung velocity BV by integrating the time-series information on the sprung acceleration with time.

As shown in fig. 3, the information acquisition unit 43 acquires information on the vehicle speed detected by the vehicle speed sensor 41, information on the yaw rate detected by the yaw rate sensor 42, a control mode selection signal for selecting one of the damping force control mode and the expansion/contraction force control mode, and information on the actual driving force of the electromagnetic actuator 13.

The information on the stroke velocity SV, the information on the sprung velocity BV, the control mode selection signal, and the information on the actual driving force relating to the electromagnetic actuator 13 acquired by the information acquiring unit 43 are sent to the driving force calculating unit 47, respectively.

As shown in fig. 4, the driving force calculation unit 47 includes a damping force setting unit 51 and an expansion force setting unit 53. A driving force determination unit 55, and an addition unit 57. The driving force calculation unit 47 corresponds to a "setting unit" of the present invention.

The driving force calculation unit 47 basically has the following functions: a target damping force as a target value of the damping operation and a target expansion/contraction force as a target value of the expansion/contraction operation are set for the electromagnetic actuator 13, respectively, and the driving forces of the damping operation and the expansion/contraction operation of the electromagnetic actuator 13 are obtained by calculation so as to realize the set target damping force and the target expansion/contraction force.

More specifically, the driving force calculation unit 47 sets the damping control mode and the expansion/contraction control mode for the electromagnetic actuator 13 based on the control mode selection information for the electromagnetic actuator 13. The control mode selection information on the electromagnetic actuator 13 is information for selectively instructing the control modes (the damping control mode and the expansion/contraction control mode) on the electromagnetic actuator 13 in accordance with an instruction operation by the driver, for example.

Examples of the control modes (damping control mode and expansion/contraction control mode) relating to the electromagnetic actuator 13 include: a comfort mode that provides comfortable comfort after suppressing vibration in the vehicle interior, a normal mode that provides standard comfort, and a sport mode that prioritizes the steering stability of the vehicle 10 over comfort, and the like.

The driving force calculation unit 47 sets a target damping force as a target value of the damping operation and a target expansion/contraction force as a target value of the expansion/contraction operation with respect to the electromagnetic actuator 13, respectively, based on setting information on the control mode (for example, information indicating that the comfort mode is set as the control mode).

Specifically, as shown in fig. 4, the driving force calculation unit 47 includes, for example, a damping force setting unit 51 for each of the comfort mode, the normal mode, and the sport mode as the control mode. The damping force setting unit 51 includes 1 st to 3 rd damping force charts 52a, 52b, and 52 c.

As shown in fig. 5A to 5C, the 1 st to 3 rd damping force tables 52a, 52b, and 52C store values of the 1 st to 3 rd damping forces that change in correspondence with changes in the stroke speed SV for each control mode. The values of the 1 st to 3 rd damping forces are actually stored as target values of the damping force control currents.

The 1 st damping force characteristic associated with the comfort mode is associated with the 1 st damping force map 52 a. The 2 nd damping force characteristic relating to the normal mode is associated with the 2 nd damping force map 52 b. The 3 rd damping force characteristic associated with the motion pattern is associated with the 3 rd damping force map 52 c.

As shown in fig. 5A, the 1 st damping force characteristic relating to the comfort mode has a1 st linear velocity region SV1 in which the 1 st damping force changes in a substantially linear shape in accordance with a change in the stroke velocity SV. The 1 st damping force characteristic in the 1 st linear velocity region SV1 has the following features: as the stroke speed SV becomes larger toward the extension side, the 1 st damping force directed toward the contraction side becomes larger in a substantially linear shape, and on the other hand, as the stroke speed SV becomes larger toward the contraction side, the 1 st damping force directed toward the extension side becomes larger in a substantially linear shape. When the stroke speed SV is zero, the 1 st damping force corresponding thereto also becomes zero.

As shown in fig. 5B, the 2 nd damping force characteristic relating to the normal mode has a2 nd linear velocity region SV2 in which the 2 nd damping force changes in a substantially linear shape in accordance with a change in the stroke velocity SV, as in the 1 st damping force characteristic. The 2 nd damping force characteristic in the 2 nd linear velocity region SV2 has the following characteristics: as the stroke speed SV becomes larger toward the extension side, the 2 nd damping force directed toward the contraction side becomes larger in a substantially linear shape, and on the other hand, as the stroke speed SV becomes larger toward the contraction side, the 2 nd damping force directed toward the extension side becomes larger in a substantially linear shape. When the stroke speed SV is zero, the 2 nd damping force corresponding thereto also becomes zero.

As shown in fig. 5C, the 3 rd damping force characteristic relating to the sport mode has a 3 rd linear velocity region SV3 in which the 3 rd damping force changes in a substantially linear shape in accordance with a change in the stroke velocity SV, as in the 1 st and 2 nd damping force characteristics. The 3 rd damping force characteristic in the 3 rd linear velocity region SV3 has the following characteristics: as the stroke speed SV becomes larger toward the extension side, the 3 rd damping force directed toward the contraction side becomes larger in a substantially linear shape, and on the other hand, as the stroke speed SV becomes larger toward the contraction side, the 3 rd damping force directed toward the extension side becomes larger in a substantially linear shape. When the stroke speed SV is zero, the 3 rd damping force corresponding thereto also becomes zero.

The inclination of the 2 nd damping force characteristic in the 2 nd linear velocity region SV2 (see fig. 5B) is set steeper than the inclination of the 1 st damping force characteristic in the 1 st linear velocity region SV1 (see fig. 5A).

Similarly, the inclination of the 3 rd damping force characteristic in the 3 rd linear velocity region SV3 (see fig. 5C) is set to be steeper than the inclination of the 2 nd damping force characteristic in the 2 nd linear velocity region SV2 (see fig. 5B).

The speed change width in the 2 nd linear velocity region SV2 (see fig. 5B) is set narrower than the speed change width in the 1 st linear velocity region SV1 (see fig. 5A).

Similarly, the speed change width in the 3 rd linear velocity region SV3 (see fig. 5C) is set narrower than the speed change width in the 2 nd linear velocity region SV2 (see fig. 5B).

The damping force setting unit 51 included in the driving force calculation unit 47 selectively uses the damping force table 52 in accordance with the setting information on the control mode from the 1 st to 3 rd damping force tables 52a, 52b, and 52c, which are deformation tables of the damping force table 52, and sets the value of the damping force corresponding to the stroke speed SV at that time as the target damping force.

On the other hand, as shown in fig. 4, the driving force calculation unit 47 has a stretching force setting unit 53 for each of the comfort mode, the normal mode, and the sport mode as the control mode. The stretching force setting unit 53 includes 1 st to 3 rd stretching force charts 54a, 54b, and 54 c.

In each of the 1 st to 3 rd stretching force tables 54a, 54b, and 54c, values of the target stretching force that change in correspondence with changes in the sprung mass velocity BV are stored for each control mode. The value of the target expansion/contraction force is actually stored as the target value of the expansion/contraction force control current.

The 1 st stretching force characteristic associated with the comfort mode is associated with the 1 st stretching force map 54 a. The 2 nd expansion force characteristic associated with the normal mode is associated with the 2 nd expansion force map 54 b. The 3 rd stretching force characteristic associated with the exercise mode is associated with the 3 rd stretching force map 54 c. The 1 st to 3 rd stretching force characteristics are not described in detail since they are slightly related to the present invention.

The extension/contraction force setting unit 53 included in the driving force calculation unit 47 selectively uses the extension/contraction force table 53 in accordance with the setting information on the control mode from the 1 st to 3 rd extension/contraction force tables 54a, 54b, and 54c as the deformation tables 54a, 54b, and 54c of the extension/contraction force table 53, and sets the value of the extension/contraction force corresponding to the sprung velocity BV at that time as the target extension/contraction force.

A predetermined force range FA is set in the driving force determination unit 55 provided in the driving force calculation unit 47. As the predetermined force range FA, an appropriate range obtained by experiments, simulations, and the like may be set so that a sudden change in the driving force of the electromagnetic actuator 13 does not occur when the setting of the control mode is switched.

The driving force determination unit 55 determines whether or not the actual driving force Fdr regarding the electromagnetic actuator 13 acquired by the information acquisition unit 43 falls within a predetermined force range FA.

When it is determined as a result of the drive force determination that the actual drive force Fdr relating to the electromagnetic actuator 13 falls within the predetermined force range FA, the drive force determination unit 55 transmits a setting operation permission signal to the damping force setting unit 51 and the stretching force setting unit 53, respectively, to permit the setting operation in accordance with the setting information relating to the control mode.

In short, the driving force calculation unit 47 performs the setting switching operation in accordance with the setting information on the control mode at the timing when the actual driving force Fdr regarding the electromagnetic actuator 13 acquired by the information acquisition unit 43 falls within the predetermined force range FA.

This prevents occurrence of abnormal noise and disturbance of vehicle behavior due to a sudden change in the driving force of the electromagnetic actuator 13 when the control mode is switched.

As shown in fig. 4, the addition unit 57 included in the driving force calculation unit 47 calculates the target driving force by adding the target damping force set by the damping force setting unit 51 and the target stretching force set by the stretching force setting unit 53, and calculates a driving control signal for realizing the target driving force by calculation. The drive control signal as the calculation result of the drive force calculation unit 47 is sent to the drive control unit 49.

The drive control unit 49 supplies drive control electric power to the electric motor 31 provided in each of the plurality of electromagnetic actuators 13 in accordance with the drive control signal transmitted from the drive force calculation unit 47, thereby independently controlling the drive of each of the plurality of electromagnetic actuators 13.

In generating the drive control electric power to be supplied to the electric motor 31, for example, an inverter (inverter) control circuit can be preferably used.

[ operation of the electric suspension device 11 according to the embodiment of the present invention ]

Next, the operation of the electric suspension device 11 according to the embodiment of the present invention will be described with reference to fig. 6. Fig. 6 is a flowchart for explaining the operation of electric suspension 11 according to the embodiment of the present invention.

In step S11 (stroke velocity acquisition) shown in fig. 6, the information acquisition unit 43 of the ECU15 acquires the rotation angle signal of the electric motor 31 detected by the resolver 37 as the timing information on the stroke position, and acquires the information of the stroke velocity SV by differentiating the timing information on the stroke position with time. The information on the stroke speed SV thus acquired is sent to the driving force calculation unit 47.

In step S12 (sprung velocity acquisition), the information acquisition unit 43 of the ECU15 acquires the sequence information on the sprung acceleration detected by the sprung acceleration sensor 40, and acquires the information on the sprung velocity BV by integrating the sequence information on the sprung acceleration with time. The information on the sprung velocity BV thus acquired is sent to the driving force calculation unit 47.

In step S13 (control mode/actual driving force acquisition), the information acquisition unit 43 of the ECU15 acquires a control mode selection signal indicating selection information on the damping force control mode and the expansion/contraction force control mode, and information on the actual driving force of the electromagnetic actuator 13, respectively.

In step S14, the driving force determination unit 55 included in the driving force calculation unit 47 of the ECU15 determines the driving force whether or not the actual driving force Fdr with respect to the electromagnetic actuator 13 acquired in step S13 converges on the predetermined force range FA (| Fdr | < FA.

If it is determined that the actual driving force Fdr relating to the electromagnetic actuator 13 falls within the predetermined force range FA as a result of the driving force determination at step S14 (yes at step S14), the ECU15 advances the flow of the process to the subsequent step S15. The driving force determination unit 55 included in the driving force calculation unit 47 of the ECU15 transmits a setting operation permission signal to the damping force setting unit 51 and the extension/contraction force setting unit 53, respectively, to the effect that the setting operation is permitted in accordance with the setting information on the control mode.

On the other hand, if it is determined that the actual driving force Fdr with respect to the electromagnetic actuator 13 does not converge within the predetermined force range FA as a result of the driving force determination at step S14 (no at step S14), the ECU15 shifts the flow of processing to step S16.

When it is determined that the actual driving force Fdr with respect to the electromagnetic actuator 13 falls within the predetermined force range FA as a result of the driving force determination at step S14, the driving force calculation unit 47 of the ECU15 sets the target damping force and the target expansion/contraction force in response to the latest control mode setting at step S15.

That is, the damping force setting unit 51 and the expansion/contraction force setting unit 53 included in the driving force calculation unit 47 of the ECU15 receive the setting operation permission signal transmitted from the driving force determination unit 55, and perform the setting switching operation in accordance with the setting information on the control mode at the timing when the actual driving force Fdr of the electromagnetic actuator 13 acquired by the information acquisition unit 43 falls within the predetermined force range FA.

That is, the damping force setting unit 51 included in the driving force calculation unit 47 of the ECU15 selectively uses the damping force table 52 in accordance with the setting information on the control mode selection signal acquired in step S13 from the 1 st to 3 rd damping force tables 52a, 52b, and 52c, which are deformation tables of the damping force table 52, and sets the value of the damping force corresponding to the stroke speed SV at that time as the target damping force.

The extension/contraction force setting unit 53 included in the driving force calculation unit 47 of the ECU15 selectively uses the extension/contraction force map 53 in accordance with the setting information on the control mode selection signal control mode acquired in step S13 from the 1 st to 3 rd extension/ contraction force maps 54a, 54b, and 54c as the deformation maps 54a, 54b, and 54c of the extension/contraction force map 53, and sets the value of the extension/contraction force corresponding to the sprung mass velocity BV at that time as the target extension/contraction force.

When it is determined that the actual driving force Fdr with respect to the electromagnetic actuator 13 does not fall within the predetermined force range FA as a result of the driving force determination at step S14, the driving force calculation unit 47 of the ECU15 sets the target damping force and the target expansion/contraction force while maintaining the predetermined control mode setting at step S16.

In step S17 (driving force calculation process), the addition unit 57 included in the driving force calculation unit 47 of the ECU15 calculates a target driving force by adding the target damping force set by the damping force setting unit 51 and the target stretching force set by the stretching force setting unit 53 in step S15 or S16, and calculates a driving control signal for realizing the target driving force by calculation.

In step S18, the drive controller 49 of the ECU15 supplies drive control electric power to the electric motor 31 provided in each of the plurality of electromagnetic actuators 13 in accordance with the drive control signal obtained by the calculation in step S17, thereby performing drive control of the plurality of electromagnetic actuators 13.

[ internal constitution of ECU15 included in electric suspension device 11 according to the modification of the embodiment of the present invention ]

Next, the internal configuration of the ECU15 included in the electric suspension device 11 according to the modification of the embodiment of the present invention will be described with reference to fig. 7. Fig. 7 is a diagram conceptually showing the inside of an ECU15 provided in an electric suspension device 11 according to a modification of the embodiment of the present invention.

There are a large number of common components in the electric suspension device 11 according to the embodiment of the present invention shown in fig. 4 and the electric suspension device 11 according to the modified example of the embodiment of the present invention shown in fig. 7.

Therefore, attention is paid to the difference between the electric suspension device 11 according to the embodiment of the present invention and the electric suspension device 11 according to the modification of the embodiment of the present invention, and the difference will be mainly described instead of the description of the configuration of the electric suspension device 11 according to the modification of the embodiment of the present invention.

Electric suspension device 11 according to the modification of the embodiment of the present invention is different from electric suspension device 11 according to the embodiment of the present invention in that: the information acquiring unit 43 also acquires information on the vehicle speed and information on the state of a driving force generating device (not shown) that generates the driving force of the vehicle 10, and the driving force determining unit 55 of the driving force calculating unit 47 of the ECU15 receives the information on the vehicle speed and the information on the state of the driving force generating device, which are acquired by the information acquiring unit 43.

[ Effect of operation of electric suspension device 11 according to the embodiment of the present invention ]

The electric suspension device 11 according to aspect 1 includes: an electromagnetic actuator 13 that is provided between the vehicle body and the wheels of the vehicle 10 and generates a driving force related to the damping action; an information acquisition portion 43 that acquires information on the driving force of the electromagnetic actuator 13 and control mode selection information, respectively; a driving force calculation unit (setting unit) 47 that sets a predetermined control mode determined based on the control mode selection information on the electromagnetic actuator 13 acquired by the information acquisition unit 43, and sets a target damping force, which is a target value of a damping operation, on the electromagnetic actuator 13 based on the setting information on the control mode; and a drive control unit 49 that performs drive control of the electromagnetic actuator 13 using a target drive force determined based on the target damping force set by the drive force calculation unit 47.

The driving force calculation unit (setting unit) 47 performs a setting operation relating to a predetermined control mode at a timing when the driving force Fdr relating to the electromagnetic actuator 13 acquired by the information acquisition unit 43 converges within the predetermined force range FA.

In the electric suspension device 11 according to claim 1, the driving force calculation unit 47 performs the setting operation according to the predetermined control mode at a timing when the driving force Fdr obtained by the information obtaining unit 43 with respect to the electromagnetic actuator 13 falls within the predetermined force range FA.

Here, the setting operation related to the control mode includes not only the setting related to the control mode (including both the single setting and the switching setting), but also the operation of setting the target damping force related to the electromagnetic actuator 13 based on the setting information related to the control mode (by this setting operation, the drive control of the electromagnetic actuator 13 based on the target damping force is actually performed).

The timing when the driving force Fdr relating to the electromagnetic actuator 13 falls within the predetermined force range FA assumes a period when the setting of the control mode is switched, and when the setting is switched, the driving force relating to the electromagnetic actuator 13 does not suddenly change.

Further, performing the setting operation relating to the predetermined control mode at the timing when the driving force Fdr relating to the electromagnetic actuator 13 acquired by the information acquisition unit 43 converges within the predetermined force range FA means that the setting operation relating to the predetermined control mode is performed again after the driving force Fdr relating to the electromagnetic actuator 13 converges within the predetermined force range FA.

According to electric suspension unit 11 based on point 1, since the setting operation for the control mode is performed at the timing when driving force Fdr for electromagnetic actuator 13 falls within predetermined force range FA, even when the setting of the control mode is switched, a sudden change in the driving force for electromagnetic actuator 13 does not occur, and as a result, the occurrence of abnormal noise and disturbance in the behavior of the vehicle can be avoided.

Further, the electric suspension device 11 according to the second aspect includes: an electromagnetic actuator 13 that is provided between the vehicle body and the wheels of the vehicle 10 and generates a driving force related to the damping operation and the expansion/contraction operation; an information acquisition portion 43 that acquires information on the driving force of the electromagnetic actuator 13 and control mode selection information, respectively; a driving force calculation unit (setting unit) 47 that sets a predetermined control mode determined based on the control mode selection information on the electromagnetic actuator 13 acquired by the information acquisition unit 43, and sets a target damping force as a target value of the damping operation and a target expansion/contraction force as a target value of the expansion/contraction operation on the electromagnetic actuator 13 based on the setting information on the control mode; and a drive control unit 49 for performing drive control of the electromagnetic actuator 13 using a target drive force determined based on the target damping force and the target extension/contraction force set by the drive force calculation unit 47,

the driving force calculation unit (setting unit) 47 performs a setting switching operation for a predetermined control mode at a timing when the driving force Fdr for the electromagnetic actuator 13 acquired by the information acquisition unit 43 falls within a predetermined force range FA.

The electric suspension device 11 according to aspect 2 is different from the electric suspension device 11 according to aspect 1 in that: the point of the electromagnetic actuator 13 at which the driving force relating to the damping operation and the expansion/contraction operation is generated, the point at which the driving force calculation unit (setting unit) 47 sets the target damping force and the target expansion/contraction force, and the point at which the setting switching operation relating to the predetermined control mode is performed are referred to.

That is, in the electric suspension device 11 according to viewpoint 2, the driving force calculation unit 47 performs the setting switching operation according to the predetermined control mode at a timing when at least one of the driving force Fdr, the target driving force, the target damping force, and the target expansion/contraction force, which are acquired by the information acquisition unit 43, with respect to the electromagnetic actuator 13 falls within the predetermined force range FA.

Here, the setting switching operation related to the control mode includes not only the switching of the setting related to the control mode but also an operation of switching the setting of the target damping force and the target expansion/contraction force related to the electromagnetic actuator 13 based on the setting information related to the control mode (by this setting switching operation, the driving control of the electromagnetic actuator 13 based on at least one of the target damping force and the target expansion/contraction force is actually performed).

The timing at which at least one of the driving force Fdr, the target driving force, the target damping force, and the target expansion/contraction force of the electromagnetic actuator 13 converges within the predetermined force range FA assumes a timing at which a sudden change in the driving force of the electromagnetic actuator 13 does not occur even when the setting of the control mode is switched.

According to the electric suspension device 11 based on viewpoint 2, by performing the setting switching operation relating to the predetermined control mode at the timing when at least any one of the driving force Fdr, the target driving force, the target damping force, and the target expansion/contraction force relating to the electromagnetic actuator 13 falls within the predetermined force range FA, sudden change in the driving force relating to the electromagnetic actuator 13 does not occur even when the setting of the control mode is switched, and as a result, the occurrence of abnormal noise and disturbance in the behavior of the vehicle can be avoided.

In the electric suspension device 11 according to viewpoint 3, in addition to the information acquisition unit 43 acquiring information on the stroke speed SV and the sprung speed BV of the electromagnetic actuator 13, the information acquisition unit 43 of the electric suspension device 11 according to viewpoint 2 sets the target damping force based on the information on the damping force control mode and the information on the stroke speed SV acquired by the information acquisition unit 43, sets the target expansion/contraction force based on the information on the expansion/contraction force control mode and the information on the sprung speed BV acquired by the information acquisition unit 43, and performs the setting switching operation on the damping force control mode and the setting switching operation on the expansion/contraction force control mode at different times.

According to the electric suspension device 11 according to point 3, the setting switching operation for the damping force control mode and the setting switching operation for the expansion/contraction force control mode can be performed at different times corresponding to the respective modes.

Further, the electric suspension device 11 according to aspect 4 may be configured such that the electric suspension device 11 according to aspect 2 or 3 includes: the information acquiring unit 43 also acquires information of the vehicle speed VS, and the driving force calculating unit (setting unit) 47 adjusts the width of the force range FA based on the vehicle speed VS acquired by the information acquiring unit 43. The electric suspension device 11 according to aspect 4 corresponds to the electric suspension device 11 according to the modification of the embodiment of the present invention (see fig. 7).

The operation of the electric suspension device 11 according to point 4 will be described with reference to fig. 8A. Fig. 8A is a diagram illustrating an operation of an electric suspension device 11 used in a modification of the embodiment of the present invention.

In the electric suspension device 11 according to viewpoint 4, the driving force calculation unit 47 adjusts the width of the force range FA based on the vehicle speed VS.

Specifically, for example, the running sound of the vehicle 10 in a case where the vehicle speed VS exists in the low vehicle speed region (including stop) AR1(VS < VS1) is smaller than the running sound of the vehicle 10 in a case where the vehicle speed VS exists in the medium-high vehicle speed region AR2(VS ≧ VS 1). Thus, when the vehicle speed VS exists in the low vehicle speed region AR1, a higher level of silence is required at the time of switching the setting of the control mode than when the vehicle speed VS exists in the medium vehicle speed region AR 2.

On the other hand, the running sound of the vehicle 10 in the case where the vehicle speed VS exists in the medium-high vehicle speed region AR2 is larger than the running sound of the vehicle 10 in the case where the vehicle speed VS exists in the low vehicle speed region AR 1. Thus, when the vehicle speed VS is present in the medium-high vehicle speed region AR2, a higher level of convenience is required for silent switching of the setting of the control mode (in response to a request for switching of the setting of the control mode at high speed) than when the vehicle speed VS is present in the low vehicle speed region AR 1.

Therefore, in the electric suspension device 11 according to the 4 th aspect, the driving force calculation unit 47 adjusts the force range FA in the case where the vehicle speed VS exists in the low vehicle speed region AR1 to be narrower than the force range FA in the case where the vehicle speed VS exists in the medium-high vehicle speed region AR 2.

Incidentally, in the example shown in FIG 8A, the force range FA in the case where the vehicle speed VS exists in the low vehicle speed region AR1 is set to a fixed value FA1, the force range FA in the case where the vehicle speed VS exists in the middle vehicle speed region (VS 1. ltoreq. VS < VS2) is set to (FA2-FA 1: however, FA1 < FA2), and the force range FA in the case where the vehicle speed VS exists in the high vehicle speed region is set to a fixed value FA 2.

Thus, when vehicle speed VS is present in low vehicle speed region AR1 (higher level of silence is required when the setting of the control mode is switched because the traveling sound of vehicle 10 is small), the setting switching operation for the predetermined control mode is performed at a timing when driving force Fdr for electromagnetic actuator 13 is sufficiently small and converges within force range FA adjusted to be narrower than when vehicle speed VS is present in high vehicle speed region AR 2.

As a result, when the vehicle speed VS is in the low vehicle speed region AR1, the setting switching of the control mode can be performed quietly.

On the other hand, in the electric suspension device 11 according to viewpoint 4, the driving force calculation unit 47 adjusts the force range FA in the case where the vehicle speed VS exists in the medium-high vehicle speed region AR2 to be wider than the force range FA in the case where the vehicle speed VS exists in the low vehicle speed region AR 1.

Thus, when the vehicle speed VS is present in the middle-high vehicle speed region AR2 (where a higher level of convenience is required with respect to silence), the setting switching operation for the predetermined control mode is performed at a timing when the driving force Fdr for the electromagnetic actuator 13 is reduced and falls within the force range FA adjusted to be wider than that when the vehicle speed VS is present in the low vehicle speed region AR 1. As a result, when the vehicle speed VS is present in the middle vehicle speed region AR2, the setting of the control mode can be switched more quickly than when the vehicle speed VS is present in the low vehicle speed region AR1, and this can improve convenience at a higher level.

According to electric suspension device 11 according to viewpoint 4, driving force calculation unit (setting unit) 47 adjusts the width of force range FA based on vehicle speed VS, and thus, in addition to the operational effect of electric suspension device 11 according to viewpoint 2 or 3, an effect of silent switching of the setting of the control mode or an effect of quick switching of the setting of the control mode according to vehicle speed VS can be expected.

Further, the electric suspension device 11 according to claim 5 may be configured such that the electric suspension device 11 according to claim 2 or 3 includes: the information acquisition unit 43 also acquires information on the state of the driving force generation device that generates the driving force of the vehicle 10, and the driving force calculation unit (setting unit) 47 adjusts the width of the force range FA based on the state of the driving force generation device acquired by the information acquisition unit 43. The electric suspension device 11 according to aspect 5 corresponds to the electric suspension device 11 according to the modification of the embodiment of the present invention (see fig. 7).

The operation of the electric suspension device 11 according to point 5 will be described with reference to fig. 8B. Fig. 8B is a diagram illustrating an operation of electric suspension 11 used in a modification of the embodiment of the present invention.

In the electric suspension device 11 according to viewpoint 5, the driving force calculation unit 47 adjusts the width of the force range FA based on the state of the driving force generation device.

Specifically, for example, in the case where the vehicle 10 is a hybrid vehicle, the driving force generation device is in a state of a running sound of the vehicle 10 in a region AR11 (region where the engine rotational speed ES is less than ES 1: ES < ES1) of the EV mode (mainly on the low speed side) in which the driving force is generated using the electric motor, and is less than the driving sound of the vehicle 10 in a region AR12 (region where the engine rotational speed ES is equal to or greater than ES 1: ES ≧ ES1) of the engine drive mode (mainly on the high speed side) in which the driving force generation device is in a state of generating the driving force using the internal combustion engine. Thus, in region AR11 in which the state of the drive force generation device is the EV mode, a higher level of silence is required when the setting of the control mode is switched than in region AR12 in which the state of the drive force generation device is the engine drive mode.

On the other hand, the running sound of the vehicle 10 in the region AR12 where the state of the driving force generation device is the engine drive mode is larger than the running sound of the vehicle 10 in the region AR11 where the state of the driving force generation device is the EV mode. Thus, in the region AR12 in which the state of the drive force generation device is the engine drive mode, higher level of convenience is required for silent property when the setting of the control mode is switched (in response to a request for switching the setting of the control mode quickly) than in the region AR11 in which the state of the drive force generation device is the EV mode.

Therefore, in electric suspension device 11 according to viewpoint 5, driving force calculation unit 47 adjusts the force range FA in the case where the state of the driving force generation device is the EV mode (region AR11) to be narrower than the force range FA in the case where the state of the driving force generation device is the engine drive mode (region AR 12).

Incidentally, in the example shown in fig. 8B, the force range FA in the region AR11(ES < ES1) where the state of the driving force generation device is the EV mode is set to a fixed value FA11, the force range FA in the region where the engine rotation speed ES is ES1 or more and is short of ES2 in the region AR12 where the state of the driving force generation device is the engine drive mode is set to (FA12-FA 11: however, FA11 < FA12), and the force range FA in the region where the engine rotation speed ES is ES2 or more in the region AR12 where the state of the driving force generation device is the engine drive mode is set to a fixed value FA 12.

Thus, in the case where the state of the driving force generation device is the EV mode (the region AR11 is required to have higher level of silence when the setting of the control mode is switched because the traveling sound of the vehicle 10 is small), the setting switching operation for the predetermined control mode is performed at a timing when the driving force Fdr for the electromagnetic actuator 13 is sufficiently small and converges within the force range FA adjusted to be narrower than the case where the state of the driving force generation device is the engine drive mode (the region AR 12). As a result, when the state of the drive force generation device is the EV mode, the setting of the control mode can be switched quietly.

On the other hand, in the electric suspension device 11 according to viewpoint 5, the driving force calculation unit 47 adjusts the force range FA in the case where the state of the driving force generation device is the engine drive mode (region AR12) to be wider than the force range FA in the case where the state of the driving force generation device is the EV mode (region AR 11).

Thus, in the case where the state of the driving force generation device is the engine drive mode (region AR12) where a higher level of convenience is required for silent performance, the setting switching operation for the predetermined control mode is performed at a timing when the driving force Fdr for the electromagnetic actuator 13 becomes small and falls within the force range FA adjusted to be wider than the case where the state of the driving force generation device is the EV mode (region AR 11).

As a result, in the case where the state of the driving force generation device is the engine drive mode (region AR12), the setting of the control mode can be switched faster than in the case where the state of the driving force generation device is the EV mode (region AR11), and in this regard, higher level convenience can be achieved.

According to electric suspension device 11 according to viewpoint 5, since driving force calculation unit (setting unit) 47 adjusts the width of force range FA based on the state of the driving force generation device, it is possible to expect the effect of silent switching of the setting of the control mode or the effect of quick switching of the setting of the control mode according to the state of the driving force generation device, in addition to the operational effect of electric suspension device 11 according to viewpoint 2 or 3.

[ other embodiments ]

The embodiments described above are specific examples of the present invention. Therefore, the technical scope of the present invention should not be construed in a limiting manner by these examples. The present invention can be implemented in various forms without departing from the spirit or essential characteristics thereof.

For example, in the description of the electric suspension apparatus 11 according to the embodiment of the present invention, an example is described in which the driving force determination unit 55 determines whether or not the actual driving force Fdr with respect to the electromagnetic actuator 13 acquired by the information acquisition unit 43 falls within the predetermined force range FA, but the present invention is not limited to this example.

The present invention may be configured as follows: the driving force determination unit 55 determines whether or not the target driving force for the electromagnetic actuator 13 is within a predetermined force range FA.

In the description of electric suspension unit 11 according to the embodiment of the present invention, the following example is given: when it is determined that the actual driving force Fdr for the electromagnetic actuator 13 falls within the predetermined force range FA as a result of the driving force determination, the driving force determination unit 55 transmits a setting operation permission signal to the damping force setting unit 51 and the stretching force setting unit 53, respectively, to permit the setting operation in accordance with the setting information on the control mode.

In the present invention, instead of the setting operation permission signal indicating that the setting operation is permitted in accordance with the setting information on the control mode, a setting operation instruction signal indicating that the setting operation is to be performed may be used.

In the description of the electric suspension device 11 according to the embodiment of the present invention, the comfort mode, the normal mode, and the sport mode are described as examples of the plurality of control modes relating to the electromagnetic actuator 13, but the present invention is not limited to this example.

As the control mode relating to the electromagnetic actuator 13 to which the present invention is applied, any control mode may be adopted as long as it has a function of controlling at least one of the damping force and the expansion/contraction force relating to the electromagnetic actuator 13.

In the description of the electric suspension device 11 according to the embodiment of the present invention, an example in which four electromagnetic actuators 13 are arranged in total on both the front wheels (left and right front wheels) and the rear wheels (left and right rear wheels) has been described, but the present invention is not limited to this. A configuration may be adopted in which two electromagnetic actuators 13 in total are disposed on either the front wheels or the rear wheels.

Finally, in the description of the electric suspension device 11 according to the embodiment of the present invention, the drive control unit 49 that individually performs drive control of the plurality of electromagnetic actuators 13 is referred to.

Specifically, the drive control unit 49 may control the driving of the electromagnetic actuator 13 provided for each of the four wheels independently for each wheel.

The drive control of the electromagnetic actuators 13 provided for the four wheels may be performed independently for each of the front wheel side and the rear wheel side, or the drive control of the electromagnetic actuators 13 provided for the four wheels may be performed independently for each of the left wheel side and the right wheel side.