WO2018180719A1 - Vehicle control device - Google Patents

Abstract

Provided is a vehicle control device capable of achieving both improved steering stability and improved vehicle maneuverability through adjustment of roll center position and roll stiffness in accordance with the road surface being traversed. The vehicle control device is applied to a vehicle equipped with a roll center position adjustment mechanism (11) and a roll stiffness varying mechanism (5). The vehicle control device is provided with a road surface information acquisition means (23) for acquiring information about the road surface being traversed and a vehicle control means (24) for controlling the roll center position adjustment mechanism (11) and the roll stiffness varying mechanism (13) on the basis of the acquired road surface information. The vehicle control means (24) has a road surface evaluation value calculation means (26) and a vehicle parameter calculation means (27).

Description

Vehicle control device Related applications

This application claims the priority of Japanese Patent Application No. 2017-062035 filed on Mar. 28, 2017, which is incorporated herein by reference in its entirety.

The present invention is mounted on a vehicle including a suspension device that can change the roll center position during traveling and a roll stiffness changing device that can change the roll stiffness of the vehicle during traveling, and controls the roll center position and roll stiffness. The present invention relates to a vehicle control device.

Conventionally, a vehicle suspension device that can adjust the roll center position of the front and rear wheels while maintaining the vehicle height is used, and the front and rear wheels in the suspension device according to changes in the so-called spring mass and the center of gravity point on the spring when the vehicle is stopped By adjusting the roll center position, there is one that attempts to obtain a desired roll behavior during turning traveling even if the loading condition changes (for example, Patent Document 1).

JP 2007-022287 A

In the technique described in Patent Document 1, a vehicle suspension device that can adjust the roll center position of the front and rear wheels while maintaining the vehicle height is used to respond to changes in the sprung mass and the sprung center of gravity when the vehicle is stopped. By adjusting the roll center positions of the front and rear wheels in the suspension mechanism, a desired roll behavior is obtained during turning while the loading conditions change. Here, the vertical force F _z is generated (vertical force F _z is roll center C angle formed between the position and ground _f theta and lateral force F to the wheel as shown in Figure 10 when an external force (lateral force) is applied to the wheel _It is determined by _y and is expressed by equation (1)).
F _z = F _y tanθ (1)
Such a lateral force is generated on a rough road or a road with many unevenness on the road surface.

In Patent Document 1, the roll center position is determined in consideration of only the roll behavior during turning, and the vertical force when an external force is applied to the wheels is not considered. For example, when the sprung center of gravity increases, the roll center position is raised to suppress the roll behavior, but the vertical force generated by the external force acting on the wheels increases, so the vehicle is likely to wobble and the steering stability of the vehicle is improved. It will decline.

An object of the present invention is to provide a vehicle control device that can achieve both improvement in steering stability and improvement in vehicle performance by adjusting a roll center position and roll rigidity in accordance with a traveling road surface. That is.

Hereinafter, in order to facilitate understanding, the present invention will be described with reference to the reference numerals of the embodiments for convenience.

The vehicle control device of this invention
A roll center position adjusting mechanism 11 that is provided in the suspension device 4, 4A of the front wheel 2f and / or the rear wheel 2r and can change the roll center position, and / or the front wheel 2f and / or the rear wheel 2r. A vehicle control device 20 for controlling the roll center position and the roll stiffness in a vehicle comprising a roll stiffness variable mechanism 5 capable of changing the roll stiffness of
Road surface information acquisition means 23 for acquiring information of the road surface traveling;
Vehicle control means 24 for controlling the roll center position adjusting mechanism 11 and the roll stiffness varying mechanism 5 based on the acquired road surface information.

According to this configuration, the roll center position and the roll stiffness of the vehicle are changed by controlling the roll center position adjusting mechanism 11 and the roll stiffness variable mechanism 5 by the vehicle control means 24 according to the road surface on which the vehicle is traveling. As a result, both improvement in steering stability and improvement in vehicle performance are achieved.

In the present invention, the vehicle control means 24 is
Vehicle parameter calculation means 27 for calculating a roll center position and a roll stiffness target value based on the acquired road surface information;
The vehicle parameter calculation means 27 calculates the roll center position and the target value of roll rigidity so that the change in the roll of the vehicle caused by the external force becomes small when traveling on a road surface where the external force acting on the wheels 2 increases. You may make it do.
Thus, the vehicle parameter calculation means 27 is provided, and the roll center position adjustment mechanism 11 and the roll stiffness variable mechanism 5 are controlled by calculating the target roll center position and the roll stiffness target value based on the road surface information. Thus, appropriate control can be performed. In this case, when the external force acting on the wheel 2 is large as when traveling on a rough road, the vehicle parameter calculation means 27 lowers the roll center position below the reference position with the suspension device 4. The roll change of the vehicle can be reduced.

In the case of this configuration, when the vehicle parameter calculation means 27 is traveling on a road surface where the external force acting on the wheels 2 increases, the vehicle center calculation unit 27 sets the roll center position to the reference position so as to reduce the vehicle wobble caused by the external force. The target value of the roll center position may be calculated so as to be lower than that, and the roll stiffness target value may be calculated so that the roll stiffness is larger than a reference value so that the roll change of the vehicle becomes smaller. As described above, when the external force acting on the wheel 2 is large as when traveling on a rough road, the roll center position is lowered by the suspension device 4 and the roll stiffness of the vehicle is increased by the roll stiffness variable mechanism 5. By doing so, it is possible to achieve both improvement in steering stability and improvement in vehicle motion performance by suppressing vehicle wobble caused by external force and reducing the roll change of the vehicle.

The vehicle parameter calculation means 27 may calculate a target value of roll rigidity so that the roll behavior of the vehicle does not change even if the roll center position is changed. Thereby, the improvement of the steering stability and the improvement of the motion performance of the vehicle can be obtained at a higher level.

In this invention, the road information acquisition means 25 which acquires road information from the outside is provided,
The vehicle parameter calculation means 27 may calculate the target value of the roll center position and roll stiffness using the road information.
When the road surface such as an expressway is known to be relatively flat, the roll angle is reduced by increasing the roll stiffness target value, so that the motion performance of the vehicle can be improved. When the vehicle parameter calculation means 27 uses road information, the target value of the roll center position and roll stiffness may be calculated using only road information instead of road surface information. One of them may be mainly used and the other may be corrected.

In this invention, the vehicle includes the roll center position adjusting mechanism 11 and the roll stiffness variable mechanism 5 for both the front wheel 2f and the rear wheel 2r,
The vehicle parameter calculation means 27 may calculate the target value of the roll rigidity before and after the vehicle so as not to change the ratio of the roll rigidity of the front wheel 2f and the roll rigidity of the rear wheel 2r.
By not changing the roll rigidity ratio of the vehicle, the steering stability is further improved.

In this invention, it has a road surface evaluation value calculation means 26 for calculating a road surface evaluation value from the road surface information acquired by the road surface information acquisition means 23,
The vehicle parameter calculation unit 27 may calculate a target value of the roll center position and roll rigidity based on the evaluation value.
By calculating the road surface information as road surface evaluation values, it becomes easy to calculate the roll center position and the roll stiffness target values.

In the present invention, a vehicle height adjusting mechanism 181 that can change the vehicle height by driving an actuator may be provided. By simultaneously adjusting the vehicle height and the roll center position of the vehicle, it is possible to more effectively achieve both the vehicle performance and the steering stability.

Any combination of at least two configurations disclosed in the claims and / or the specification and / or the drawings is included in the present invention. In particular, any combination of two or more of each claim in the claims is included in the invention.

The present invention will be understood more clearly from the following description of preferred embodiments with reference to the accompanying drawings. However, the embodiments and drawings are for illustration and description only and should not be used to define the scope of the present invention. The scope of the invention is defined by the appended claims. In the accompanying drawings, the same reference numerals in a plurality of drawings indicate the same or corresponding parts.

1 is a schematic plan view showing a vehicle equipped with a vehicle control device according to a first embodiment of the present invention. It is a model front view of the vehicle. It is a schematic diagram which shows an example of the stabilizer actuator of the vehicle. It is a block diagram which shows the conceptual structure of a vehicle control apparatus. It is a front view of the suspension device showing a state where the roll center position of the vehicle is at the reference position. It is a front view of the suspension device showing a state where the roll center position of the vehicle is in the lowered position. It is a model side view which shows the roll axis | shaft and roll center of the vehicle. It is a model front view which shows the state at the time of turning of the vehicle. It is a block diagram which shows the conceptual structure of the vehicle control apparatus which concerns on 2nd Embodiment of this invention. It is explanatory drawing which shows the roll center height of a vehicle.

A first embodiment according to the vehicle control device 20 of the present invention will be described with reference to the drawings. In FIG. 1, the vehicle includes a vehicle body 1 including a suspension device 4 that supports wheels 2 that are left and right front wheels 2f, and a suspension device 4 that supports wheels 2 that are left and right rear wheels 2r, and a front wheel 2f. A stabilizer device 5 serving as a roll stiffness variable mechanism is provided for each of the rear wheels 2R.

<Suspension device 4>
As shown in FIG. 2, the front and rear suspension devices 4 employ double wishbone suspensions for the left and right wheels 2, respectively. A knuckle 6 that rotatably supports each wheel 2 is connected to the vehicle body 1 via a pair of upper and lower upper arms 7 and a lower arm 8. The upper arm 7 and the lower arm 8 are supported so as to be swingable about support points 7a and 8a at the side end of the vehicle body 1, and the wheel 2 is moved up and down according to the swing of the upper arm 7 and the lower arm 8. To do. The shock absorber unit 9 between the upper arm 7 and the vehicle body 1 supports the vehicle body 1 elastically so as to be movable up and down, and attenuates the stroke in the vertical direction.

<Roll center position adjusting mechanism 11>
A support point 8a on the vehicle body 1 side of the lower arm 8 is connected to the vehicle body 1 via a roll center actuator 12 that can extend and contract in the vertical direction of the vehicle body. Accordingly, the support point 8a on the side of the vehicle body 1 moves in the vertical direction of the vehicle body according to the expansion and contraction of the roll center actuator 12 (the vertical movement of the roll center actuator 12). The roll center actuator 12 is operated by a drive source (not shown) such as a hydraulic actuator such as an electric motor or a hydraulic cylinder. The roll center actuator 12 and a mechanism (not shown) for connecting the roll center actuator 12 to the vehicle body 1 and the lower arm 8 constitute a roll center position adjusting mechanism 11.

<Roll center controller 21>
The roll center actuator 12 is controlled by a roll center controller 21. The roll center controller 21 controls the position of the roll center actuator 12 according to a command from a host control unit such as the vehicle control device 20 or another ECU, and changes the roll center position.

<Stabilizer device 5 (roll stiffness variable mechanism)>
In this embodiment, a stabilizer device 5 serving as a roll stiffness variable mechanism for changing the roll stiffness (typically roll suppression) is provided for the front wheel 2f and the rear wheel 2r, respectively. The stabilizer device 5 includes a left stabilizer member 5L, a right stabilizer member 5R, and a stabilizer actuator 14 that couples these together so as to be rotatable relative to each other. The stabilizer device 5 is a form of an active stabilizer device, and the stabilizer actuator 14 causes the left and right stabilizer members 5L and 5R to mutually rotate, thereby changing the overall elastic force of the stabilizer device 5 to change the inside of the suspension device 4. The roll rigidity of the vehicle 1 is controlled by reducing the stress difference between the left and right.

The stabilizer actuator 14 is a rotary actuator that includes an electric motor 15 and a speed reducer 16 that decelerates the output of the electric motor 15 and rotates the output shaft 16a at a low speed, for example, as shown in FIG. The speed reducer 16 has a high reduction ratio such as a wave gear.

<Stabilizer controller 22>
The electric actuator 15 of the stabilizer actuator 14 is controlled by the stabilizer controller 22. The stabilizer controller 22 controls the electric motor 15 of the stabilizer actuator 14 based on a command from a host control unit such as the vehicle control device 20 or another ECU, thereby causing the left and right stabilizer members 5L and 5R (FIG. 1) to interact with each other. Rotate to change torsional rigidity. Here, the roll angle Φ with respect to the lateral acceleration generated in the vehicle is expressed by the following equation (2).

 
　ここで、Ａ_ｙは横加速度、Ｗ_ｓは車両のいわゆるバネ上の荷重、Ｋ_φfは前輪ロール剛性、Ｋ_φrは後輪ロール剛性である。つまり、スタビライザーアクチュエータ１４によってロール剛性を変化させると、ロール角Φが変化する。Δｈについては、後述する。

Here, the A _y lateral acceleration, the W _s so-called load on the spring, K _.phi.f vehicle front wheels roll stiffness, K _{[phi] r} is the rear wheel roll rigidity. That is, when the roll stiffness is changed by the stabilizer actuator 14, the roll angle Φ changes. Δh will be described later.

In this embodiment, the stabilizer device 5 is used as the roll stiffness variable device. However, the stabilizer device 5 may be configured by a device other than the stabilizer device 5, for example, a device that makes the damping force variable such as a shock absorber or an air spring ( (Not shown) may be provided as a roll stiffness variable device, and it is also possible to change the roll stiffness.

<Vehicle behavior due to changes in roll center position and roll rigidity>
By changing the roll center position and roll rigidity as described above, it is possible to control the roll angle of the vehicle and the vertical force of the wheels, respectively. The stability can be improved at the same time.

Here, the roll center positions of the front and rear wheels of the vehicle will be described with reference to FIG. The intersection of the extension lines of the upper arm 7 and the lower arm 8 on the right side of the figure is the instantaneous rotation center A of the wheel contact point B, which is the instantaneous rotation center A and the right wheel contact point B in the left-right direction. A roll center C is an intersection of straight lines connecting the instantaneous rotation center A ′ on the opposite side and the wheel contact point B ′. That is, by adjusting the position of the support point 8a of the lower arm 8 up and down by extending and contracting the roll center actuator 12 in each of the four wheel suspension devices 4, the front wheel roll center position C _f (FIG. 7) and the rear wheel It is possible to change the roll center position _Cr . For example, FIG. 6 shows a case where the position of the support point 8 a of the lower arm 8 is lowered by the roll center actuator 12. When the position of the support point 8a of the lower arm 8 is lowered as shown in FIG. 6, the roll center C1 becomes lower than the reference position.

As shown in FIG. 7, a straight line connecting the front wheel roll center _Cf and the rear wheel roll center _Cr becomes a roll axis. The height of the center of gravity G is h _g , the point on the roll axis located directly below the center of gravity G is the point C _g (hereinafter referred to as “roll center C _g ”), and the height from the ground to the roll center C _{g Where} h _Cg is the moment arm length Δh when the force acts on the center of gravity G is expressed by the following equation (3).
Δh = h _g -h _Cg (3)

Also, the turning time of the centrifugal force F _gy 8 when acting on the center of gravity G, the roll moment M _R is generated around the roll center C _g. By the roll moment M _R , the vehicle as a whole performs a roll motion around the roll axis. Roll moment M _R is expressed by equation (4).
M _R = F _gy · Δh (4)
That is, as the roll center position becomes higher, that is, away from the ground (in the above example, h _Cg becomes larger), the arm length Δh of the moment becomes smaller, so the roll moment M _R becomes smaller.

On the other hand, when an external force (lateral force F _y ) is applied to the wheel 2 as shown in FIG. 10, a vertical force is generated. Such a lateral force is generated on a rough road or the like. Vertical force F _z is determined by the angle formed θ and the lateral force F _y between the roll center position and the ground, the formula (5) shown by (formula (1)) to.
F _z = F _y tanθ (5)
That, tan .theta as the position of the roll center C _f is lower (closer to ground) decreases, the vertical force F _z is less likely wander body to become smaller. Accordingly, since the vertical force F _z of the roll angle φ and the vehicle wheels by roll center position changes, maneuverability of the vehicle and steering stability is changed.

<Overview of vehicle control device 20>
The vehicle control device 20 will be described with reference to FIG. The vehicle control device 20 is provided by a dedicated ECU (Electronic Control Unit) provided separately from the host ECU 19 or as a part of the host ECU 19, and includes a computer having a processor and a ROM having a program executed by the processor (ROM). It is configured by other electronic circuits such as a read only memory (RAM) and a random access memory (RAM) or a co-processor. The vehicle control device 20 includes a road surface information acquisition unit 23 and a vehicle control unit 24 as basic configurations, and further includes, for example, a road information acquisition unit 25.

<Road surface information acquisition means 23, road information acquisition means 25>
The road surface information acquisition unit 23 is a unit that acquires information such as unevenness of the road surface on which the vehicle is traveling from sensors and temporarily stores the information. Here, a stroke sensor 28 is used as the sensors. In this case, the road surface information acquisition unit 23 monitors and acquires the stroke change amount (stroke displacement amount from the reference position) of the suspension device 4 by the suspension stroke sensor 28.

The road information acquisition means 25 is means for obtaining and temporarily storing the road information from the road information receiving means 29 for receiving road information given from outside the vehicle, such as a car navigator or ETC. The “road information” is information relating to the road on which the vehicle is traveling, for example, whether the road is a highway or a general road. The outputs of the stroke sensor 28 and the road information acquisition unit 25 may be input to the road surface information acquisition unit 23 and the road information acquisition unit 25 via the host ECU 19.

<Vehicle control means 24>
The vehicle control means 24 is a means for giving a command for controlling the roll center position adjusting mechanism 11 and the stabilizer device 5 to the roll center controller 21 and the stabilizer controller 22 based on the acquired road surface information. The value calculation means 26 and the vehicle parameter calculation means 27 are comprised.

<Road surface evaluation value calculating means 26>
The road surface evaluation value calculation unit 26 is a unit that calculates a road surface evaluation value from the road surface information acquired by the road surface information acquisition unit 23. For example, as described above, the road surface information means 23 monitors the stroke change amount (stroke displacement amount from the reference position) of the suspension device 4 by the suspension stroke sensor 28. The road surface evaluation value calculation means 26 The evaluation value is calculated by judging the road surface unevenness based on the amplitude of the stroke change amount. At this time, the road surface evaluation value is calculated to be larger as it is determined that the road surface is uneven and the external force acting on the wheels is larger.

It should be noted that the road surface evaluation value calculation means 26 may use the vertical acceleration signal of the vehicle body 1 acquired via the road surface information means 23 by a gyro sensor (not shown) as road surface information. Alternatively, the road surface evaluation value calculating means 26 may calculate the road surface evaluation value based on the road information received from the outside by the road information receiving means 29 such as a car navigator or ETC.

<Vehicle parameter calculation means 27>
The vehicle parameter calculation unit 27 is a unit that calculates a roll center position and a target value of roll stiffness based on the acquired road surface information and gives the target values to the roll center controller 21 and the stabilizer controller 22 as commands.

Specifically, the vehicle parameter calculation means 27 calculates a roll center position and a target value of roll rigidity using the evaluation value as road surface information. In this case, the roll center position is obtained from the evaluation value by a map using, for example, a map of the relationship between the evaluation value and the roll center position. Of course, the roll center position may be calculated from a calculation formula instead of a map.

The roll stiffness is calculated based on the lateral acceleration A _y / roll angle Φ (A _y / Φ). The following equation (6) is obtained by modifying the above equation (2).

This A _y / Φ is regarded as the roll rigidity of the vehicle. From equation (6), when the roll center position changes, Δh changes, so that the roll rigidity of the vehicle changes. Therefore, the roll rigidity K _φf and K _φr before and after the roll center position are changed to keep the roll rigidity of the vehicle at the target value. At this time, the front and rear roll stiffnesses K _φf 1 and K _φr 1 corresponding to the change are calculated so that the ratio of the front and rear roll stiffnesses does not change when Δh changes as shown in Equation (7).
K _φf 1: K _φr 1 = K _φf : K _φr (7)
By changing the front-rear roll rigidity without changing the front-rear roll rigidity ratio, the roll rigidity of the vehicle can be maintained at the target value without changing the steering characteristic of the vehicle.

Further, the vehicle parameter calculation unit 27 may change the target value of the roll center position and the roll stiffness Φ / A _y based on road information obtained from the road information receiving unit 29 such as a car navigation device or ETC. For example, when it is known that the road surface is relatively flat, such as on an expressway, the set value of the roll stiffness is increased by increasing the target value of the roll stiffness Φ / _Ay compared to the original target value. Then, since the roll angle Φ (A _y / Φ) becomes small, the motion performance of the vehicle is improved. By carrying out the above-described control processing, the roll force is not changed while reducing the vertical force of the wheels, so that it is possible to achieve both improved steering stability and improved vehicle performance.

The vehicle parameter calculation unit 27 switches between using road information obtained from the road information receiving unit 29 and road surface information obtained from the road surface information obtaining unit 23 for calculating the roll stiffness and the roll center position. Alternatively, the roll stiffness and the roll center position may be calculated using mainly one of road information and road surface information and using the other for correction.

In addition to this, the vehicle parameter calculation means 27 preferably calculates as follows. For example, even if the roll center position is changed, the roll stiffness target value is calculated so that the vehicle roll behavior does not change. When the vehicle is provided with a roll stiffness variable mechanism such as the roll center position adjusting mechanism 11 and the stabilizer device 5 for both the front wheel 2f and the rear wheel 2r, the vehicle parameter calculation means 27 calculates the roll stiffness of the front wheel 2f. The target value of the roll stiffness before and after the vehicle is calculated so as not to change the roll stiffness ratio of the rear wheel 2r.

<Roll center controller 21 and stabilizer controller 22>
The roll center controller 21 controls the position of the roll center actuator 12 so as to follow the target value of the roll center position, which is the calculation result of the vehicle parameter calculation means 27. The stabilizer controller 22 is an active stabilizer controller and controls the stabilizer actuator 14 to control the roll stiffness so as to follow the target value of the roll stiffness that is the calculation result of the vehicle parameter calculation means 27.

The vehicle parameter calculation means 27 calculates the roll center position and the target value of the roll stiffness so that the change in the roll of the vehicle caused by the external force becomes small when traveling on a road surface where the external force acting on the wheels increases. However, this is calculated as described above as a result of the evaluation value by the road surface evaluation value calculation means 26. That is, as described above, the road surface evaluation value calculating unit 26 calculates the road surface evaluation value so large that it is determined that the road surface is uneven and the external force acting on the wheels is large. As a result, the vehicle parameter calculating unit 27 When the vehicle is traveling on a road surface where the external force acting on the wheels is large, the roll center position and the roll stiffness target values are calculated so that the vehicle roll change caused by the external force is small.

As described above, by adjusting the roll center position and the roll rigidity according to the road surface on which the vehicle is traveling, it is possible to achieve both improvement in handling stability and improvement in vehicle performance.

The components (not shown) in the roll center controller 21 and the stabilizer controller 22 and the above-described means and function units (not shown) in the vehicle control device 20 are specifically realized by software or hardware. LUT (Look Up Table) or a specified conversion function stored in a software library (Library) or equivalent hardware, and if necessary, a comparison function or four arithmetic functions in the library It is composed of a hardware circuit or a software function on a processor (not shown) that can perform an operation and output a result using equivalent hardware or the like.

<Second Embodiment, Vehicle Height Adjustment Function>
FIG. 9 shows a second embodiment when the suspension device 4A has a vehicle height adjustment function. In this embodiment, the configuration, operation, and effects in the first embodiment are the same as those described in the first embodiment, except for matters to be specifically described. The suspension device 4A with a vehicle height adjustment function includes a shock absorber unit 9A that adjusts the vehicle height by changing the overall length of the suspension device 4A. The suspension device 4A has a vehicle height adjustment mechanism 18 in the shock absorber unit 9A. High adjustment is made. The shock absorber unit 4A with a vehicle height adjusting function includes an actuator (not shown) composed of a combination of a hydraulic cylinder or an electric motor and a direct acting mechanism in addition to the shock absorber portion 17 constituting the normal shock absorber unit 4. By providing the vehicle height adjuster 18 that expands and contracts by driving, the total length of the shock absorber unit 9A changes as the movable end moves forward and backward. By using the suspension device 4A with a vehicle height adjustment function and simultaneously adjusting the vehicle height and the roll center position of the vehicle, it is possible to more effectively achieve both the vehicle performance and the steering stability.

<Vehicle height control means 31>
The vehicle height control means 31 determines the vehicle height according to the distance between the road surface and the vehicle body (specifically, based on the measured value of a sensor for measuring the distance between the road surface and the vehicle body 1, a roll rate sensor, etc. (not shown)) The vehicle height adjusting mechanism 18) is controlled. When the vehicle height adjusting mechanism 18 is controlled, the vehicle parameter calculating means 27 takes into account the change in the vehicle height under the control of the vehicle height control means 31 and subtracts, for example, the amount of change in the roll center due to the vehicle height adjustment. Calculate the target position value.

In each of the above-described embodiments, the double wishbone type suspension devices 4 and 4A are used. However, the present invention is not limited to this, and any type of suspension device can be used as long as the roll center position can be adjusted. Even so, the present invention can be applied. Moreover, although the active type stabilizer device 5 is adopted as means for changing the roll rigidity, the present embodiment is not limited to this, and the present embodiment is applied to any apparatus that can change the roll rigidity during traveling. Can do.

Furthermore, in each said embodiment, although the roll center controller 21 and the stabilizer controller 22 showed the structure provided separately from the vehicle control apparatus 22, the roll center controller 21 and the stabilizer controller 22 are in the vehicle control apparatus 20 inside. May be provided, or may be provided integrally with the vehicle control means 24.

As described above, the preferred embodiments have been described with reference to the drawings, but various additions, modifications, and deletions are possible without departing from the spirit of the present invention. Therefore, such a thing is also included in the scope of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Car body 2 ... Wheel 4 ... Suspension apparatus 4A ... Suspension apparatus 5 with a vehicle height adjustment function ... Stabilizer apparatus (roll rigidity variable mechanism)
6 ... Knuckle 7 ... Upper arm 8 ... Lower arm 9 ... Shock absorber unit 9A ... Shock absorber unit 11 with vehicle height adjustment function ... Roll center position adjustment mechanism 12 ... Roll center actuator 14 ... Stabilizer actuator 17 ... Shock absorber unit 18 ... Car High adjustment mechanism 19: host ECU
DESCRIPTION OF SYMBOLS 22 ... Stabilizer controller 20 ... Vehicle control apparatus 21 ... Roll center controller 22 ... Stabilizer controller 23 ... Road surface information acquisition means 24 ... Vehicle control means 25 ... Road information acquisition means 26 ... Road surface evaluation value calculation means 27 ... Vehicle parameter calculation means 28 ... stroke sensor 29 ... road information receiver unit 31 ... vehicle height adjusting mechanism 32 ... vehicle height control means C, C1, C g _... roll center Cf ... front wheel roll center position C r _... rear wheel roll center position

Claims (8)

A roll center position adjusting mechanism that is provided in the suspension device of either or both of the front wheels and the rear wheels and that can change the roll center position, and a roll that can change the roll rigidity of either or both of the front wheels and the rear wheels. In a vehicle including a variable stiffness mechanism, a vehicle control device that controls the roll center position and roll stiffness,
Road surface information acquisition means for acquiring information on the road surface traveling;
A vehicle control device comprising: vehicle control means for controlling the roll center position adjusting mechanism and the roll stiffness variable mechanism based on the acquired road surface information. The vehicle control device according to claim 1, wherein the vehicle control means includes:
Vehicle parameter calculation means for calculating a roll center position and a roll stiffness target value based on the acquired road surface information;
The vehicle parameter calculation means calculates a roll center position and a target value of roll rigidity so that a change in roll of the vehicle caused by the external force is reduced when traveling on a road surface where the external force acting on the wheels increases. Control device. The vehicle control device according to claim 2,
When the vehicle parameter calculation means is traveling on a road surface where an external force acting on the wheels is large, the roll center position is lowered so as to lower the roll center position from the reference position so that the vehicle wobble caused by the external force is reduced. A vehicle control device that calculates a target value of a roll stiffness so that a roll stiffness is larger than a reference value so as to calculate a target value of a position and further to reduce a roll change of the vehicle. In the vehicle control device according to claim 2 or 3,
The vehicle parameter calculation means is a vehicle control device that calculates a target value of roll stiffness so that the roll behavior of the vehicle does not change even if the roll center position is changed. The vehicle control device according to any one of claims 2 to 4,
Road information acquisition means for acquiring road information from outside,
The vehicle parameter calculation means is a vehicle control device that calculates the target value of a roll center position and roll stiffness using the road information. The vehicle control device according to any one of claims 2 to 5,
The vehicle includes the roll center position adjustment mechanism and the roll stiffness variable mechanism on both front wheels and rear wheels,
The vehicle parameter calculating means calculates a target value of the roll rigidity before and after the vehicle so as not to change the ratio of the roll rigidity of the front wheels and the roll rigidity of the rear wheels. The vehicle control device according to any one of claims 2 to 6,
Road surface evaluation value calculating means for calculating a road surface evaluation value from the road surface information acquired by the road surface information acquiring means;
The vehicle parameter calculation means is a vehicle control device that calculates a target value of the roll center position and roll rigidity based on the evaluation value. The vehicle control device according to any one of claims 1 to 7, further comprising a vehicle height adjustment mechanism capable of changing a vehicle height by driving an actuator.

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