1. An electric suspension device is provided with an actuator which is provided between a vehicle body and a wheel of a vehicle and generates a damping force for damping vibration of the vehicle body,

the electric suspension device is characterized by comprising:

an information acquisition unit that acquires information on the sprung velocity and the sprung acceleration of the vehicle, respectively;

a bounce target value calculation unit that calculates a bounce target value for controlling a bounce attitude of the vehicle based on the sprung velocity; and

a drive control unit that performs drive control of the actuator using a control target load obtained based on the bounce target value,

the bounce target value calculation unit has a function that relates the bounce target value to the sprung velocity, and sets a dead zone in which a fixed value is related as a change in the bounce target value from the sprung velocity that belongs to a predetermined velocity range including a switching point at which the direction of the sprung velocity switches between an extended side and a shortened side, in the function, and adjusts the width of the dead zone based on information of the sprung velocity and the sprung acceleration.

2. The electric suspension device according to claim 1,

the bounce target value calculation unit, when a 1 st vibration damping condition that the sprung velocity is equal to or less than a predetermined velocity threshold and the sprung acceleration exceeds a predetermined acceleration threshold is satisfied, performs adjustment to narrow the width of the non-reaction region compared with the width of the non-reaction region when the 1 st vibration damping condition is not satisfied, and performs calculation of the bounce target value using the function in which the non-reaction region after the adjustment is set,

the drive control unit performs drive control of the actuator using a control target load obtained based on the bounce target value obtained by the calculation.

3. The electric suspension device according to claim 1 or 2,

the information acquisition unit further acquires information on the direction of each of the sprung velocity and the sprung acceleration of the vehicle,

the bounce target value calculation unit performs adjustment for narrowing the width of the non-reaction region compared with the width of the non-reaction region when the 2 nd vibration damping condition that the sprung velocity and the sprung acceleration are the same in each direction is satisfied, and performs calculation of the bounce target value using the function in which the non-reaction region after the adjustment is set,

the drive control unit performs drive control of the actuator using a control target load obtained based on the bounce target value obtained by the calculation.

Background

Conventionally, there is known an electric suspension device provided between a vehicle body and a wheel of a vehicle and including an actuator that generates a damping force for damping vibration of the vehicle body (see patent document 1).

The electric suspension device of patent document 1 includes: a basic input amount calculation means that calculates a basic input amount of the vehicle based on a wheel speed variation detected by the wheel speed sensor; a target current setting means that sets a target current based on the basic input amount; a target current setting means for setting a target current based on the vehicle body acceleration detected by the acceleration sensor; and a control means for controlling the damper (actuator) based on the target current when a vehicle behavior control device for controlling the behavior of the vehicle is not operating, and controlling the damper (actuator) based on the target current when the vehicle behavior control device is operating.

According to the electric suspension device of patent document 1, the damping force of the actuator can be appropriately controlled regardless of the caster angle set in the suspension without using the up-down G sensor and the stroke sensor.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2015-47906

However, in the electric suspension device of patent document 1, as shown in fig. 12 and 0080 of patent document 1, the damping force base value calculation unit calculates the damping force reference value based on the input sprung velocity by referring to the sprung velocity-damping diagram (taking into account the correction described later). In the sprung velocity-attenuation map referred to herein, a non-reaction region in which the attenuation force reference value is zero is set in a velocity region near a switching point at which the direction of the sprung velocity switches between the extension side and the contraction side.

In the electric suspension device of patent document 1, because the value of the sprung velocity in the velocity region near the switching point often includes an error or the like, a dead zone is set in the velocity region near the switching point, and the damping force reference value that is a fixed value (zero) is associated with the value of the sprung velocity entering the dead zone. Thus, even when the value of the sprung velocity includes an error, a malfunction in damping force control due to the error is eliminated as much as possible.

However, in the case of the electric suspension device of patent document 1 in which a dead zone is set in a velocity range near the switching point of the sprung velocity, a calculation is performed to relate the damping force reference value that is a fixed value (zero) to the value of the sprung velocity in the velocity range, and the drive control of the actuator is performed using the damping force reference value that is the result of the calculation, the value of the sprung velocity entering the dead zone is not reflected in the drive control of the actuator even if it is assumed that the value is a high-precision value.

Therefore, in the electric suspension device of patent document 1, there is room for improvement in appropriately suppressing the fluctuation of the vehicle.

Disclosure of Invention

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 appropriately suppressing a change in behavior of a vehicle even when a dead zone is set in a speed region near a switching point of a sprung speed.

In order to achieve the above object, an electric suspension device according to the present invention (1) is an electric suspension device including an actuator that is provided between a vehicle body and a wheel of a vehicle and generates a damping force for damping vibration of the vehicle body, and is characterized by including: an information acquisition unit that acquires information on the sprung velocity and the sprung acceleration of the vehicle, respectively; a bounce target value calculation unit that calculates a bounce target value for controlling a bounce attitude of the vehicle based on the sprung velocity; and a drive control unit that performs drive control of the actuator using a control target load obtained based on the bounce target value, wherein the bounce target value calculation unit has a function that correlates the bounce target value with the sprung velocity, and sets a non-reaction region in the function that correlates a fixed value as a change in the bounce target value with the sprung velocity within a predetermined velocity region including a switching point at which the direction of the sprung velocity switches between an extended side and a shortened side, and the bounce target value calculation unit adjusts the width of the non-reaction region based on information on the sprung velocity and the sprung acceleration.

Effects of the invention

According to the electric suspension apparatus of the present invention (1), even in the case where the unresponsive region is set in the speed region near the switching point of the sprung speed, the behavior change of the vehicle can be appropriately suppressed.

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 provided in an electric suspension device according to an embodiment of the present invention.

Fig. 3 is a diagram showing the internal and peripheral portions of a load control ECU provided in an electric suspension device according to an embodiment of the present invention.

Fig. 4A is a diagram conceptually showing an internal configuration of a load control ECU provided in an electric suspension device according to an embodiment of the present invention.

Fig. 4B is an explanatory diagram of a sprung velocity map used when adjusting the width of the non-reaction region set in the function relating the bounce target value to the sprung velocity.

Fig. 4C is an explanatory diagram of a sprung velocity map used when adjusting the width of the non-reaction region set in the function relating the bounce target value to the sprung velocity.

Fig. 4D is an explanatory diagram of a reference bounce target load map conceptually showing the relationship of the bounce target load that changes according to the sprung velocity.

Fig. 4E is an explanatory diagram conceptually showing a bounce target load map of the relationship of the bounce target load that changes in accordance with the sprung velocity.

Fig. 4F is an explanatory diagram conceptually showing a bounce target load map of the relationship of the bounce target load that changes in accordance with the sprung velocity.

Fig. 5 is a flowchart for explaining the operation of the electric suspension device according to the embodiment of the present invention.

Description of the reference numerals

10 vehicle

11 electric suspension device

13 electromagnetic actuator (actuator)

41 information acquisition unit

43 target load calculation unit

45 drive control unit

47 bounce target value calculation part

52 bounce target load graph (function)

77 No reaction zone (deadband)

SV sprung velocity

SA sprung acceleration

Detailed Description

Hereinafter, the electric suspension device 11 according to the embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

In the drawings shown below, components having common functions are denoted by the same reference numerals. In this case, duplicate explanation is omitted in principle. In addition, the dimensions and shapes of the components may be distorted or exaggerated for convenience of description.

[ common basic configuration of electric suspension device 11 according to 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 a common overall configuration diagram of an electric suspension device 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 disposed for each wheel of a vehicle 10, and a load control ECU 15. The plurality of electromagnetic actuators 13 and the load control 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 load control ECU15 to the plurality of electromagnetic actuators 13 and a signal line 16 (see the broken line in fig. 1) for transmitting drive control signals of the electric motor 31 (see fig. 2) from the plurality of electromagnetic actuators 13 to the load control ECU 15.

In the present embodiment, the electromagnetic actuators 13 are disposed for each of the wheels including the front wheels (left and right front wheels) and the rear wheels (left and right rear wheels), and four in total are disposed. The electromagnetic actuators 13 disposed for the respective wheels are driven and controlled independently of each other in accordance with the expansion and contraction operations of the respective wheels.

In the embodiment of the present invention, unless otherwise specified, the plurality of electromagnetic actuators 13 have a common configuration. 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 is configured to include 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 via the ball bearing 21 so as to be rotatable around the shaft. The outer tube 19 is provided on the base housing 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 thread groove 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 on the base housing 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 hung on the pair of pulleys 33.

The electric motor 31 is provided with a rotation transformer 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 load control ECU15 via the signal line 16. The electric motor 31 is controlled to be rotationally driven in accordance with drive control electric power that the load control ECU15 supplies to the plurality of electromagnetic actuators 13 via the electric power supply line 14, respectively.

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

In the electromagnetic actuator 13 according to the embodiment of the present invention, as shown in fig. 2, a coupling portion 39 is provided at the lower end portion of the base housing 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 vibration damping pillar 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 electromagnetic actuator 13 configured as described above operates as follows. That is, for example, a case where a thrust force relating to upward vibration is input to the coupling portion 39 from the wheel side of the vehicle 10 is considered. In this case, the inner tube 29 and the nut 27 are intended to be 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 is intended to rotate in a direction in which the nut 27 descends. At this time, the electric motor 31 is caused to generate a rotational driving force in a direction of inhibiting the lowering 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.

In this way, the reaction force (damping force) against the urging force relating to the upward vibration is applied to the ball screw shaft 23, thereby damping the vibration to be transmitted from the wheel side to the vehicle body side.

[ internal constitution of load control ECU15 ]

Next, the internal and peripheral configurations of the load control ECU15 provided in the electric suspension device 11 according to the embodiment of the present invention will be described with reference to fig. 3.

Fig. 3 is a diagram showing the internal and peripheral portions of a load control ECU15 provided in the electric suspension device 11 according to the embodiment of the present invention.

[ electric suspension device of embodiment of the invention 11 ]

The load control ECU15 included in the electric suspension device 11 according to the embodiment of the present invention includes a microcomputer that performs various arithmetic operations. The load control ECU15 has a drive control function of generating drive forces related to the damping operation and the expansion/contraction operation of the electromagnetic actuators 13 by performing drive control of the plurality of electromagnetic actuators 13 based on the rotation angle signal of the electric motor 31 detected by the resolver 37, the target load, and the like.

In order to realize such a drive control function, the load control ECU15 includes an information acquisition unit 41, a target load calculation unit 43, and a drive control unit 45, as shown in fig. 3.

As shown in fig. 3, the information acquisition unit 41 acquires the rotation angle signal of the electric motor 31 detected by the resolver 37 as the time series information on the stroke position, and acquires the information of the sprung mass velocity SV by time differentiating the time series information on the stroke position. The sprung velocity SV is a velocity in the up-down direction of the sprung (vehicle body).

As shown in fig. 3, the information acquisition unit 41 acquires the respective pieces of time-series information for the sprung pitch rate PV, the sprung roll rate RV, and the sprung acceleration SA.

The information on the sprung pitch rate PV and the sprung roll rate RV may be acquired by, for example, a gyro sensor (not shown) provided in the vehicle 10.

The information of the sprung acceleration SA may be obtained by time-differentiating the information of the sprung velocity SV.

Further, the information acquisition unit 41 acquires information concerning which of the extension side or the contraction side the direction of the sprung velocity SV is directed, based on the information of the sprung velocity SV acquired as described above. Likewise, the information acquisition unit 41 acquires information concerning to which of the extension side or the contraction side the direction of the sprung acceleration SA is directed, based on the information of the sprung acceleration SA acquired as described above.

Further, the information acquisition unit 41 acquires the information of the sprung velocity absolute value | SV | by performing absolute value conversion on the acquired information of the sprung velocity SV.

Further, as shown in fig. 3, the information acquiring unit 41 acquires respective pieces of time-series information for the vehicle speed VS, the stroke position of the electromagnetic actuator 13, and the motor current relating to the electric motor 31.

The information on the sprung velocity SV, the sprung pitch rate PV, the sprung roll rate RV, the sprung acceleration SA, the direction of the sprung velocity SV, the direction of the sprung acceleration SA, the absolute value of the sprung velocity | SV |, the vehicle speed VS, the stroke position of the electromagnetic actuator 13, and the motor current related to the electric motor 31, which are acquired by the information acquisition unit 41, are sent to the target load calculation unit 43, respectively.

As shown in fig. 3, the target load calculation unit 43 has a function of calculating target loads, which are target values of the damping operation and the expansion/contraction operation of the electromagnetic actuator 13, based on the various information acquired by the information acquisition unit 41. Specifically, as shown in fig. 3, the target load calculation unit 43 includes a bounce target value calculation unit 47, a pitch target value calculation unit 48, and a roll target value calculation unit 49.

The bounce target value calculation unit 47 calculates a bounce target value for controlling the bounce attitude of the vehicle 10 based on the information of the sprung velocity SV and the sprung acceleration SA. The pitch target value calculation unit 48 calculates a pitch target value for pitch attitude control of the vehicle 10 based on the sprung pitch rate PV. The roll target value calculation unit 49 calculates a roll target value for roll attitude control of the vehicle 10 based on the sprung roll rate RV.

The internal configuration of the pop-up target value calculation unit 47 included in the target load calculation unit 43 will be described in detail later.

The drive control unit 45 calculates a target current value that can achieve the target load obtained by the target load calculation unit 43. Next, the drive control unit 45 performs drive control of the electric motor 31 provided in each of the plurality of electromagnetic actuators 13 so that the motor current relating to the electric motor 31 follows the calculated target current value. In each of the plurality of electromagnetic actuators 13, the drive control of the electric motor 31 is performed independently.

The drive control unit 45 can preferably use, for example, an inverter control circuit when generating the drive control electric power to be supplied to the electric motor 31.

[ constitution of the main part of load control ECU15 provided in electric suspension device 11 ]

Next, the configuration of the main part of the load control ECU15 included in the electric suspension device 11 according to the embodiment of the present invention will be described with reference to fig. 4A to 4F as appropriate.

Fig. 4A is a diagram conceptually showing a configuration of a main part of the load control ECU15 provided in the electric suspension device 11 according to the embodiment of the present invention. Fig. 4B and 4C are explanatory diagrams of the sprung velocity conversion map 73 used when adjusting the width of the dead zone 77 (see fig. 4E and 4F) set in the function relating the bounce target value to the absolute value | SV | of the sprung velocity SV. Fig. 4D to 4F are explanatory diagrams of the bounce target load map 52 conceptually showing the relationship of the bounce target load that changes in accordance with the sprung velocity SV.

The load control ECU15 included in the electric suspension device 11 includes a bounce target value calculation unit 47, a pitch target value calculation unit 48, a roll target value calculation unit 49, and an addition unit 69. However, the pitch target value calculation unit 48 and the roll target value calculation unit 49 are not so much related to the present invention, and therefore, detailed description thereof will be omitted.

[ internal constitution of the pop-up target value calculation section 47 ]

The bounce target value calculation unit 47 is configured to include a bounce gain setting unit (B gain setting unit) 51, an on-spring speed conversion unit 71, a bounce target load calculation unit 53, a primary multiplication unit 55, an extension-side gain (Ten gain) setting unit 61, a shortening-side gain (Comp gain) setting unit 63, a selection unit 65, and a secondary multiplication unit 67, in order to obtain a bounce target value that can appropriately maintain a bounce attitude.

The B gain setting unit 51 sets a predetermined pop-up gain (B gain). The B gain set by the B gain setting unit 51 is sent to the primary multiplying unit 55.

The sprung speed converting unit 71 has a function of converting the sprung speed absolute value | SV | in on the input side having a linear characteristic into the sprung speed absolute value | SV | out on the output side having a nonlinear characteristic.

When the sprung velocity SV is converted, the sprung velocity converting unit 71 refers to the information relating to the sprung velocity SV acquired by the information acquiring unit 41, the information relating to the sprung acceleration SA, and the sprung velocity conversion maps 73 (see fig. 4B) and 75 (see fig. 4C), as appropriate.

The sprung speed conversion maps 73 and 75 are graphs used when adjusting the width of the no-reaction zone 77 set in the function (the bounce target load map 52) that relates the bounce target value to the sprung speed SV.

In the following description, when it is not particularly necessary to distinguish whether or not the sprung velocity SV is absolute, "absolute value of sprung velocity | SV |" may be simply referred to as "sprung velocity SV".

The sprung velocity converting unit 71 selectively converts the sprung velocity SVin on the input side having linear characteristics into the sprung velocity SVout on the output side having nonlinear characteristics using the corresponding one of the sprung velocity conversion maps 73 and 75, based on the information relating to the sprung velocity SV acquired by the information acquiring unit 41 and the information relating to the sprung acceleration SA.

The specific procedure related to the switching of the sprung velocity SV will be described later in detail.

The information related to the sprung velocity SV includes information of the sprung velocity SV, the direction of the sprung velocity SV, and the absolute value | SV | of the sprung velocity.

The information related to the sprung acceleration SA includes information of the sprung acceleration SA, the direction of the sprung acceleration SA, and the absolute value | SA | of the sprung acceleration.

The value of the output-side sprung velocity SVout converted by the sprung velocity converting unit 71 is sent to the bounce target load calculating unit 53.

Here, the reference sprung velocity conversion characteristic of the reference sprung velocity conversion map 73 will be described with reference to fig. 4B. The reference sprung velocity is the output-side sprung velocity SVout (for setting the width of the non-reaction region 77 to a predetermined value) as a reference.

As shown by dividing the abscissa of fig. 4B, the change regions of the sprung velocity SVin on the input side of the reference sprung velocity conversion map 73 are constituted by the 1 st velocity region SV1, the 2 nd velocity region SV2, and the 3 rd velocity region SV 3.

The 1 st velocity region SV1 is a velocity region where the sprung velocity SV falls below the reference boundary velocity threshold SVth _ Bbd (| SV-SVth _ Bbd | ≦ 0). The reference boundary speed threshold SVth — Bbd is a threshold value for specifying a reference boundary point of the non-reaction region 77 in all speed regions of the sprung speed SV. The reference boundary point of the non-reaction region 77 is appropriately set in consideration of the width of the non-reaction region 77 as a reference (predetermined width of the non-reaction region 77).

The 1 st speed region SV1 is provided for suppressing the "bumpy feel" accompanying the damping force control when the damping force control of the vehicle body vibration is performed.

The "bumpy feel" is an impression of a driver feeling vehicle body vibration in a middle frequency range between the sprung resonance frequency range and the unsprung resonance frequency range.

In the 1 st speed region SV1 shown in fig. 4B, the reference sprung speed conversion map 73 has a characteristic in which the output-side sprung speed SVout takes a fixed value (zero) regardless of changes in the input-side sprung speed SVin. That is, when the input-side sprung velocity SVin is within the range of the 1 st velocity region SV1 (-SVth _ Bbd < SV < SVth _ Bbd), the output-side sprung velocity SVout corresponding thereto also becomes zero.

The 2 nd and 3 rd velocity regions SV2 and SV3 shown in fig. 4B are velocity regions in which the sprung velocity SVin on the input side exceeds the reference boundary velocity threshold SVth _ Bbd (| SV-SVth _ Bbd | > 0).

In the 2 nd speed region SV2, the reference sprung speed conversion map 73 has the following characteristics: except for a transient period until the sprung velocity SVin on the input side exceeds the reference boundary velocity threshold SVth _ Bbd and reaches the sprung velocity SVout on the output side, the value taken by the sprung velocity SVout on the output side is larger than the value taken by the sprung velocity SVin on the input side (SVin < SVout).

The 2 nd speed region SV2 is provided for suppressing a "light feeling" accompanying the damping force control when the damping force control of the vehicle body vibration is performed.

Further, "light-floating feeling" refers to an impression that a driver feels a vibration of the vehicle body in a frequency range of the sprung resonance frequency.

In the 3 rd speed region SV3, the reference sprung speed conversion map 73 has a characteristic in which the value of the input-side sprung speed SVin is equal to or greater than the output-side sprung speed SVout (SVin ≧ SVout).

The 3 rd speed region SV3 is provided to suppress "rough feeling" that occurs with damping force control for vehicle body vibration that exhibits a relatively high sprung speed SV exceeding the sprung resonance frequency.

Further, "uneven feeling" refers to an impression that the driver feels the vibration of the vehicle body during the execution of the damping force control.

Further, as the reference boundary speed threshold SVth _ Bbd, a probability density function of the sprung speed SV may be evaluated through experiments, simulations, and the like, and an appropriate value may be set in consideration of a case where distribution ratios of the sprung speed SV appearing in each of the 1 st speed region SV1, the 2 nd speed region SV2, and the 3 rd speed region SV3 satisfy predetermined distribution ratios with reference to the evaluation result.

On the other hand, the sprung-speed converting characteristics for adjustment of the sprung-speed converting diagram 75 will be described with reference to fig. 4C. The adjustment sprung velocity is an output-side sprung velocity SVout used to adjust the width of the dead zone 77.

As shown by dividing the horizontal axis of fig. 4C, the variation regions of the sprung velocity SVin on the input side of the adjusting sprung velocity conversion map 75 are constituted by the 1 st velocity region SV1, the 2 nd velocity region SV2, and the 3 rd velocity region SV 3.

The 1 st velocity region SV1 is a velocity region in which the sprung velocity SV falls below the adjustment boundary velocity threshold SVth _ Abd (| SV-SVth _ Abd | ≦ 0). The adjustment boundary velocity threshold SVth — Abd is a threshold value for defining an adjustment boundary point of the non-reaction region 77 in all velocity regions of the sprung velocity SV. The boundary point for adjustment of the non-reaction region 77 is appropriately set in consideration of the width of the non-reaction region 77 which is preferable as an adjustment margin.

As shown by comparing the reference boundary velocity threshold SVth _ Bbd and the adjustment boundary velocity threshold SVth _ Abd with each other in fig. 4C, the latter SVth _ Abd is smaller than the former SVth _ Bbd by the velocity difference Δ SVth. The width of the non-reaction region 77 can be adjusted to be narrowed by the amount corresponding to the velocity difference Δ SVth.

In the electric suspension device 11 according to the embodiment of the present invention, when the behavior of the vehicle 10 satisfies a predetermined vibration damping condition (described later in detail), the width of the non-reaction region 77 is adjusted to be narrower than the width of the non-reaction region 77 when the vibration damping condition is not satisfied. This adjustment to narrow the width of the non-reaction region 77 is performed by selectively using the adjustment sprung velocity conversion characteristic of the adjustment sprung velocity conversion map 75 instead of the reference sprung velocity conversion map 73.

In the 1 st speed region SV1 shown in fig. 4C, the sprung speed conversion map 75 for adjustment has a characteristic in which the sprung speed SVout on the output side takes a fixed value (zero) regardless of changes in the sprung speed SVin on the input side. That is, when the input-side sprung velocity SVin is within the range of the 1 st velocity region SV1 (-SVth _ Abd < SV < SVth _ Abd), the output-side sprung velocity SVout corresponding thereto also becomes zero.

The 2 nd and 3 rd velocity regions SV2 and SV3 shown in fig. 4C are velocity regions in which the sprung velocity SVin on the input side exceeds the adjustment boundary velocity threshold SVth _ Abd (| SV-SVth _ Abd | > 0).

In the 2 nd speed region SV1, the sprung speed conversion map 75 for adjustment has the following characteristics: the output-side sprung velocity svvout takes a value larger than that of the input-side sprung velocity SVin except for a transient period until the input-side sprung velocity SVin exceeds the adjustment boundary velocity threshold SVth _ Abd and reaches the output-side sprung velocity SVout (SVin < SVout).

On the other hand, in the 3 rd speed region SV1, the sprung speed conversion map 75 for adjustment has a characteristic that the value of the sprung speed SVin on the input side is equal to or greater than the value of the sprung speed SVout on the output side (SVin ≧ SVout).

Further, as the boundary speed threshold value SVth _ Abd for adjustment, a probability density function of the sprung speed SV may be evaluated through experiments, simulations, and the like, and an appropriate value may be set in consideration of a case where the distribution ratio of the sprung speed SV appearing in each of the 1 st speed region SV1, the 2 nd speed region SV2, and the 3 rd speed region SV3 satisfies a predetermined distribution ratio with reference to the evaluation result.

The bounce target load calculation unit 53 calculates a value of the bounce target load BTL according to the sprung velocity SV. When calculating the bounce target load BTL, the bounce target load calculation unit 53 refers to the information of the output-side sprung velocity SVout, the information of the sprung acceleration SA, and the bounce target load map (see fig. 4D)52 converted by the sprung velocity conversion unit 71. The bounce target load map 52 is a graph conceptually showing the relationship (bounce target load characteristic) of the bounce target load BTL that changes in accordance with the sprung velocity SV.

The value of the pop-up target load BTL calculated by the pop-up target load calculation unit 53 is sent to the primary multiplication unit 55.

Note that, as for the storage content of the pop-up target load map 52, a target value of the damping force control current may be used instead of the value of the pop-up target load BTL.

Here, the pop-up target load characteristics of the pop-up target load map 52 will be described with reference to fig. 4D.

As shown by dividing the abscissa of fig. 4D, the change region of the sprung velocity SV in the bounce target load map 52 is constituted by the 11 th velocity region SV11 and the 12 th velocity region SV 12.

The 11 th speed region SV11 is an extension-side speed region where the sprung speed SV exceeds zero as shown by the horizontal axis in fig. 4D.

As shown in fig. 4D, the bounce target load characteristic of the bounce target load map 52 in the 11 th speed region SV11 has the following characteristics: as the sprung speed SV is directed to the extension side and becomes larger, the bounce target load BTL directed to the shortening side becomes larger in infinite order of magnitude.

On the other hand, the 12 th speed region SV12 is a speed region of the shortened side where the sprung speed SV is lower than zero as shown by the horizontal axis of fig. 4D.

As shown in fig. 4D, the bounce target load characteristic of the bounce target load map 52 in the 12 th speed region SV12 has the following characteristics: as the sprung speed SV is directed to the shortened side and becomes larger, the bounce target load BTL directed to the extended side becomes larger in infinite order of magnitude.

Note here that the bounce target load calculating unit 53 refers to the information of the output-side sprung velocity SVout converted by the sprung velocity converting unit 71 and the bounce target load map 52 when calculating the bounce target load BTL.

When the reference sprung speed conversion map 73 shown in fig. 4B is selected as the example of the sprung speed conversion map, the bounce target load calculating portion 53 multiplies the reference sprung speed conversion characteristic of the reference sprung speed conversion map 73 by the bounce target load characteristic of the bounce target load map 52 shown in fig. 4D, thereby calculating the bounce target load BTL having the bounce target load characteristic shown in fig. 4E.

In the bounce target load characteristic of the bounce target load map 52 shown in fig. 4E, when the change region of the sprung velocity SV of the bounce target load map 52 is observed, a 13 th velocity region SV13 as the unresponsive region 77 exists between the 11 th velocity region SV11 and the 12 th velocity region SV12, as compared with the bounce target load characteristic of the bounce target load map 52 shown in fig. 4D.

The 13 th velocity region SV13 is a velocity region in which the sprung velocity SV falls below the 1 st velocity threshold SVth1 (| SV-SVth 1| ≦ 0) as shown on the horizontal axis of fig. 4E. The 1 st speed threshold SVth1 is a speed threshold corresponding to the reference boundary speed threshold SVth _ Bbd shown in fig. 4B.

In the 13 th velocity region SV13 shown in fig. 4E, the bounce target load map 52 has a characteristic in which the bounce target load BTL takes a fixed value (zero) regardless of a change in the sprung velocity SV. That is, when the sprung velocity SV is within the range of the 13 th velocity region SV13 (-SVth 1 < SV < SVth 1: no-reaction region 77), the corresponding bounce target load BTL is also zero.

On the other hand, when the adjustment sprung speed conversion map 75 shown in fig. 4C is selected as the example of the sprung speed conversion map, the bounce target load calculating unit 53 calculates the bounce target load BTL having the bounce target load characteristic shown in fig. 4F by multiplying the adjustment sprung speed conversion characteristic of the adjustment sprung speed conversion map 75 by the bounce target load characteristic of the bounce target load map 52 shown in fig. 4D.

In the bounce target load characteristic of the bounce target load map 52 shown in fig. 4F, similarly to the bounce target load characteristic of the bounce target load map 52 shown in fig. 4E, a 14 th speed region SV14 as the no reaction zone 77 exists between the 11 th speed region SV11 and the 12 th speed region SV 12.

The 14 th velocity region SV14 is a velocity region in which the sprung velocity SV falls below the 2 nd velocity threshold SVth2 (| SV-SVth 2| ≦ 0) as shown by the horizontal axis of fig. 4F. The 2 nd speed threshold SVth2 is set to a smaller value than the 1 st speed threshold SVth 1. That is, the width of the non-reaction region 77 of the pop-up target load map 52 shown in fig. 4F is narrowed compared to the width of the non-reaction region 77 of the pop-up target load map 52 shown in fig. 4E. The 2 nd speed threshold SVth2 is a speed threshold corresponding to the adjustment boundary speed threshold SVth _ Abd shown in fig. 4C.

In the 14 th speed region SV14 shown in fig. 4F, the bounce target load map 52 has a characteristic in which the bounce target load BTL takes a fixed value (zero) regardless of the change in the sprung speed SV, as in the example of the 13 th speed region SV13 shown in fig. 4E. That is, when the sprung velocity SV is in the range of the 14 th velocity region SV14 (-SVth 2 < SV < SVth 2: no-reaction region 77), the bounce target load BTL corresponding thereto also becomes zero.

The first multiplier 55 multiplies the B gain set by the B gain setting unit 51 by the value of the pop-up target load BTL calculated by the pop-up target load calculation unit 53. The multiplication result of the primary multiplication unit 55 is sent to the secondary multiplication unit 67.

A predetermined extension-side gain (Ten gain) related to the sprung velocity SV is set in the Ten gain setting unit 61. The Ten gain set by the Ten gain setting unit 61 is transmitted to the selection unit 65.

A predetermined shortening-side gain (Comp gain) related to the sprung velocity SV is set in the Comp gain setting unit 63. The Comp gain set by the Comp gain setting section 63 is sent to the selection section 65.

The selection unit 65 selects one of the Ten gain set by the Ten gain setting unit 61, the Comp gain set by the Comp gain setting unit 63, and the sprung velocity SV according to a predetermined flow. The information selected by the selection unit 65 is sent to the quadratic multiplication unit 67.

The second multiplier 67 multiplies the multiplication result of the first multiplier 55 by the information selected by the selector 65. The multiplication result of the second multiplication unit 67 is sent to an addition unit 69 (described later in detail).

The pitch target value calculation unit 48 calculates the pitch target value for pitch attitude control of the vehicle 10 based on the sprung pitch rate PV as described above.

The roll target value calculation unit 49 calculates the roll target value for roll attitude control of the vehicle 10 based on the sprung roll ratio RV as described above.

The adder 69 adds the multiplication result (bounce target value) by the quadratic multiplier 67 belonging to the bounce target value calculator 47, the calculation result (pitch target value) by the pitch target value calculator 48, and the calculation result (roll target value) by the roll target value calculator 49.

The adder 69 constitutes a part of the "drive control unit 45" of the present invention.

The addition result of the addition unit 69, that is, the integrated target load obtained by integrating all the control target values relating to the bounce attitude, the pitch attitude, and the roll attitude is transmitted to the electromagnetic actuators 13 provided on the wheels FL (front left), FR (front right), RL (rear left), and RR (rear right).

[ action of electric suspension device 11 ]

Next, the operation of the electric suspension device 11 according to the embodiment of the present invention will be described with reference to fig. 5. Fig. 5 is a flowchart for explaining the operation of electric suspension 11 according to the embodiment of the present invention.

In step S11 shown in fig. 5, the information acquisition unit 41 of the load control ECU15 acquires the rotation angle signal of the electric motor 31 detected by the resolver 37 as the time series information on the stroke position, and acquires the information on the sprung velocity SV by time differentiating the time series information on the stroke position.

The information acquisition unit 41 acquires information on the sprung pitch rate PV, the sprung roll rate RV, and the sprung acceleration SA.

Further, the information acquisition unit 41 acquires information on the vehicle speed VS, the stroke position of the electromagnetic actuator 13, and the motor current related to the electric motor 31.

The information on the sprung velocity SV, the sprung pitch rate PV, the sprung pitch rate RV, the sprung acceleration SA, the vehicle speed VS, the stroke position of the electromagnetic actuator 13, and the motor current for the electric motor 31 acquired by the information acquisition unit 41 are sent to the target load calculation unit 43, respectively.

In step S12, the bounce target load calculating unit 53 belonging to the target load calculating unit 43 of the load control ECU15 sets the width of the no-reaction zone 77 in the bounce target load characteristic of the bounce target load map 52 to an initial value (refer to the width of the no-reaction zone 77 of the 13 th speed region SV13 shown in fig. 4E).

In order to set the width of the dead zone 77 to an initial value, the sprung velocity converting unit 71 converts the sprung velocity SVin on the input side into the sprung velocity SVout on the output side using the reference sprung velocity conversion map 73 and outputs the converted speed. In this case, the bounce target load calculation unit 53 operates to set the width of the non-reaction region 77 in the bounce target load characteristic of the bounce target load map 52 to an initial value (see the width of the non-reaction region 77 in the 13 th speed region SV13 shown in fig. 4E).

In step S13, the bounce target load calculation unit 53 belonging to the target load calculation unit 43 of the load control ECU15 determines whether or not the sprung velocity SV acquired by the information acquisition unit 41 is equal to or less than a predetermined velocity threshold SVth (| SV-SVth | ≦ 0). The setting criterion of the predetermined speed threshold SVth will be described later.

When it is determined as a result of the determination at step S13 that the sprung velocity SV exceeds the predetermined velocity threshold SVth (| SV-SVth | > 0), the load control ECU15 advances the flow of processing to step S17.

On the other hand, if it is determined as a result of the determination at step S13 that the sprung velocity SV is equal to or less than the predetermined velocity threshold SVth (| SV-SVth | ≦ 0), the load control ECU15 advances the flow of processing to the next step S14.

In step S14, the bounce target load calculation unit 53 belonging to the target load calculation unit 43 of the load control ECU15 determines whether or not the sprung acceleration SA acquired by the information acquisition unit 41 exceeds a predetermined acceleration threshold value santh (| SA-santh | > 0). The setting criterion of the predetermined acceleration threshold value sant will be described later.

If it is determined as a result of the determination at step S14 that the sprung acceleration SA is equal to or less than the predetermined acceleration threshold value santh (| SA-santh | ≦ 0), the load control ECU15 advances the process to step S17.

On the other hand, if it is determined as a result of the determination at step S13 that the sprung acceleration SA exceeds the predetermined acceleration threshold value sant (| SA-santh | > 0), the load control ECU15 advances the flow of processing to the next step S15.

Here, in the electric suspension device 11 according to the embodiment of the present invention, when the sprung velocity SV is equal to or less than the predetermined velocity threshold SVth (yes in step S13) and the sprung acceleration SA exceeds the predetermined acceleration threshold santh (yes in step S14), it is considered that the 1 st vibration damping condition is satisfied, that is, the natural quality that the vehicle body vibration continues is high, and the target load calculation unit 43 of the load control ECU15 performs adjustment for narrowing the width of the dead zone 77 in the bounce target load characteristic of the bounce target load map 52 compared with the width (initial value) of the dead zone 77 when the 1 st vibration damping condition is not satisfied.

Thus, even when the non-reaction region 77 is set in a speed region near the switching point of the sprung speed SV, it is desired to appropriately suppress the behavior change of the vehicle 10.

When the sprung velocity SV is equal to or less than the predetermined velocity threshold SVth and the sprung acceleration SA exceeds the predetermined acceleration threshold SAth (the 1 st vibration damping condition is satisfied), the predetermined velocity threshold SVth and the predetermined acceleration threshold SAth may be set to appropriate values based on whether or not the vehicle body vibration continues and the likelihood is high.

In step S15, the target load calculation unit 43 of the load control ECU15 determines whether the spring velocity SV and the spring acceleration SA are the same in each direction based on the information on which of the extension side and the contraction side the direction of the spring velocity SV is directed and the information on which of the extension side and the contraction side the direction of the spring acceleration SA is directed, which are acquired by the information acquisition unit 41.

The target load calculation unit 43 of the load control ECU15 determines that the spring velocity SV and the spring acceleration SA are the same in the direction when both the directions of the spring velocity SV and the spring acceleration SA are directed to the extension side and when both the directions of the spring velocity SV and the spring acceleration SA are directed to the contraction side.

If it is determined as a result of the determination at step S15 that the spring velocity SV and the spring acceleration SA are not in the same direction, the load control ECU15 advances the process to step S17.

On the other hand, if it is determined in step S15 that the sprung velocity SV and the sprung acceleration SA have the same direction (the 2 nd vibration damping condition is satisfied), the load control ECU15 determines that the increase in vehicle body vibration is highly likely to be covered, and advances the process to the next step S16.

In step S16, the target load calculation unit 43 of the load control ECU15 performs adjustment to narrow the width of the non-reaction region 77 in the bounce target load characteristic of the bounce target load map 52 compared with the width (initial value) of the non-reaction region 77 when either of the 1 st or 2 nd vibration damping conditions is not satisfied.

Thus, even when the non-reaction region 77 is set in a speed region near the switching point of the sprung speed SV, the behavior change of the vehicle 10 is appropriately suppressed.

In step S17, when at least one of the 1 st and 2 nd vibration damping conditions of step S13 to step S15 is not satisfied, and the adjustment to narrow the width of the dead zone 77 of step S16 is not performed, the pop-up target value calculation unit 47 of the target load calculation unit 43 belonging to the load control ECU15 calculates the pop-up target load (pop-up target value) BTL with reference to the pop-up target load characteristics of the pop-up target load map 52 having the width of the dead zone 77 set as the initial value in step S12.

On the other hand, in step S17, since the 1 st and 2 nd vibration damping conditions of steps S13 to S15 are satisfied, when the adjustment to narrow the width of the unresponsive zone 77 of step S16 is performed, the pop-up target value calculation unit 47 of the target load calculation unit 43 belonging to the load control ECU15 calculates the pop-up target load (pop-up target value) BTL with reference to the pop-up target load characteristics of the pop-up target load map 52 having the (narrowed) width of the unresponsive zone 77 adjusted in step S16.

In step S18, the adder 69 of the drive control unit 45 belonging to the load control ECU15 adds the multiplication result (pop-up target value) by the quadratic multiplier 67 belonging to the pop-up target value calculator 47, the calculation result (pitch target value) by the pitch target value calculator 48, and the calculation result (roll target value) by the roll target value calculator 49. Thereby, an integrated target load obtained by integrating all the control target values relating to the bounce attitude, the pitch attitude, and the roll attitude is calculated.

In step S19, the drive controller 45 of the load control ECU15 executes drive control of the electromagnetic actuator 13 based on the integrated target load calculated in step S18.

In the electric suspension device 11 according to the embodiment of the present invention, when the predetermined 1 st vibration damping condition (the sprung velocity SV is equal to or less than the predetermined velocity threshold SVth and the sprung acceleration SA exceeds the predetermined acceleration threshold SAth) is satisfied, and when the predetermined 2 nd vibration damping condition (the sprung velocity SV and the sprung acceleration SA are in the same direction), the target load calculation unit 43 of the load control ECU15 performs adjustment for narrowing the width of the dead zone 77 in the bounce target load characteristic of the bounce target load map 52 to a width (initial value) of the dead zone 77 when at least either one of the 1 st or 2 nd vibration damping condition is not satisfied, as the case where the vehicle body vibration continues is high in the curability and the vehicle body vibration increases in the curability is high.

According to the electric suspension device 11 of the embodiment of the present invention, when the 1 st and 2 nd vibration damping conditions specified above are satisfied, the capability of suppressing the behavior of the vehicle 10 from changing can be appropriately suppressed even when the non-reaction region 77 is set in the speed region near the switching point of the sprung speed SV, because the capability of suppressing the vehicle body vibration from continuing is high, the capability of suppressing the vehicle body vibration from increasing is high, and the width of the non-reaction region 77 in the bounce target load characteristics of the bounce target load map 52 is adjusted to be narrowed.

Further, by performing drive control of the electromagnetic actuator 13 while taking into account all the control target values relating to the bounce attitude, the pitch attitude, and the roll attitude, it is possible to appropriately suppress a change in behavior of the vehicle 10.

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

The electric suspension device 11 according to claim 1 is premised on an electric suspension device 11 including an actuator (electromagnetic actuator 13) that is provided between a vehicle body and a wheel of the vehicle 10 and generates a damping force for damping vibration of the vehicle body.

The electric suspension device 11 according to claim 1 includes: an information acquisition unit 41 that acquires information on the sprung velocity SV and the sprung acceleration SA of the vehicle 10, respectively; a bounce target value calculation unit 47 that calculates a bounce target value for controlling the bounce attitude of the vehicle 10 based on the sprung velocity SV; and a drive control unit 45 that performs drive control of the electromagnetic actuator 13 using the control target load obtained based on the bounce target value.

The bounce target value calculation unit 47 has a function (bounce target load map 52) that relates the bounce target value to the sprung velocity SV. In the bounce target load map 52, a dead zone 77 is set in which a fixed value is associated as a change in the bounce target value with respect to the sprung velocity SV within a predetermined velocity range including a switching point at which the direction of the sprung velocity SV is switched between the extended side and the shortened side, and the bounce target value calculation unit 47 adjusts the width of the dead zone 77 based on information of the sprung velocity SV and the sprung acceleration SA.

In the electric suspension device 11 according to claim 1, the information acquisition unit 41 acquires information on the sprung velocity SV and the sprung acceleration SA of the vehicle 10, respectively. The bounce target value calculation unit 47 calculates a bounce target value for controlling the bounce attitude of the vehicle 10 based on the sprung velocity SV. The drive control unit 45 performs drive control of the electromagnetic actuator 13 using the control target load obtained based on the bounce target value.

The width of the non-reaction region 77 has a strong correlation with the control accuracy relating to the behavior change of the vehicle 10. Further, the information on the sprung velocity SV and the sprung acceleration SA has a strong correlation with the vibration damping performance and the convergence performance of the vehicle body vibration.

Therefore, the bounce target value calculation unit 47 adjusts the width of the dead zone 77 based on the information of the sprung velocity SV and the sprung acceleration SA.

According to the electric suspension device 11 based on viewpoint 1, since the bounce target value calculation unit 47 adjusts the width of the dead zone 77 based on the information of the sprung velocity SV and the sprung acceleration SA, even when the dead zone 77 is set in a velocity range near the switching point of the sprung velocity SV, the vibration damping performance and the convergence performance of the vehicle body vibration can be improved, and the behavior change of the vehicle 10 can be appropriately suppressed.

In the electric suspension device 11 according to viewpoint 2, in the electric suspension device 11 according to viewpoint 1, the bounce target value calculation unit 47 performs adjustment to narrow the width of the dead zone 77 to be smaller than the width of the dead zone 77 when the vibration damping condition that the sprung velocity SV is equal to or less than the predetermined velocity threshold SVth and the sprung acceleration SA exceeds the predetermined acceleration threshold santh is satisfied, and calculates the bounce target value using the bounce target load map 52 in which the dead zone 77 after the adjustment is set.

The drive control unit 45 may be configured to perform drive control of the electromagnetic actuator 13 using a control target load obtained based on the bounce target value obtained by the above calculation.

In the electric suspension device 11 according to viewpoint 2, the bounce target value calculation unit 47 performs adjustment to narrow the width of the unresponsive zone 77 compared to the width of the unresponsive zone 77 when the 1 st vibration damping condition is satisfied, in which the sprung velocity SV is equal to or less than the predetermined velocity threshold SVth and the sprung acceleration SA exceeds the predetermined acceleration threshold SAth. The bounce target value calculation unit 47 calculates the bounce target value using the bounce target load map 52 in which the adjusted unresponsive zone 77 is set.

Here, when the 1 st vibration damping condition that the sprung velocity SV is equal to or less than the predetermined velocity threshold SVth and the sprung acceleration SA exceeds the predetermined acceleration threshold SAth is satisfied, the inventors of the present invention have found that the vehicle body vibration sustainability has high performance.

When the adjustment of the narrowing of the width of the non-reaction region 77 is performed, in the bounce target load map 52, the region in which the bounce target value changes with respect to the change in the sprung acceleration SA is enlarged by the narrowing of the width of the non-reaction region 77. As a result, the change in the sprung acceleration SA can be reflected strictly on the bounce target value.

Next, the drive control unit 45 performs drive control of the electromagnetic actuator 13 using the control target load obtained based on the bounce target value obtained by the above calculation.

According to the electric suspension device 11 according to viewpoint 2, since the bounce target value calculation unit 47 performs the adjustment to narrow the width of the non-reaction region 77 when the 1 st vibration damping condition is satisfied, that is, when the natural performance in which the vehicle body vibration continues is high, compared to the width of the non-reaction region 77 when the vibration damping condition is not satisfied, the vibration damping performance and the convergence performance of the vehicle body vibration can be further improved and the behavior change of the vehicle 10 can be more appropriately suppressed, even when the non-reaction region 77 is set in the speed region near the switching point of the sprung velocity SV, as compared to the operational effect of the electric suspension device 11 according to viewpoint 1.

In the electric suspension device 11 according to aspect 1 or 2, the information acquisition unit 41 further acquires information on the direction of each of the sprung velocity SV and the sprung acceleration SA of the vehicle 10, with respect to the electric suspension device 11 according to aspect 3.

When the 2 nd vibration damping condition that the sprung velocity SV and the sprung acceleration SA are in the same direction is satisfied, the bounce target value calculation unit 47 performs adjustment to narrow the width of the dead zone 77 compared with the width of the dead zone 77 when the 2 nd vibration damping condition is not satisfied. The bounce target value calculation unit 47 calculates the bounce target value using the bounce target load map 52 in which the adjusted unresponsive zone 77 is set.

Here, when the 2 nd vibration damping condition that the sprung velocity SV and the sprung acceleration SA are the same in each direction is satisfied, it is found from the study of the inventors that the performance of increasing the vehicle body vibration is high. On the contrary, when the sprung velocity SV and the sprung acceleration SA are different in respective directions, the inventors of the present invention have found that the curability of the vehicle body to absorb vibration is high.

When the adjustment of the narrowing of the width of the non-reaction region 77 is performed, in the bounce target load map 52, the region in which the bounce target value changes with respect to the change in the sprung acceleration SA is enlarged by the narrowing of the width of the non-reaction region 77. As a result, the change in the sprung acceleration SA can be reflected strictly on the bounce target value.

Next, the drive control unit 45 performs drive control of the electromagnetic actuator 13 using the control target load obtained based on the bounce target value obtained by the above calculation.

According to the electric suspension device 11 according to viewpoint 3, since the bounce target value calculation unit 47 performs the adjustment to narrow the width of the non-reaction region 77 when the 2 nd vibration damping condition is satisfied, that is, when the natural performance of increasing the vehicle body vibration is high, compared to the width of the non-reaction region 77 when the 2 nd vibration damping condition is not satisfied, the vibration damping performance and the convergence of the vehicle body vibration can be further improved and the behavior change of the vehicle 10 can be more appropriately suppressed, compared to the above-described operational effect of the electric suspension device 11 according to viewpoint 1, even when the non-reaction region 77 is set in the speed region near the switching point of the sprung velocity SV.

Further, when the 1 st and 2 nd vibration damping conditions are satisfied, that is, when the severity of the continuation of the vehicle body vibration is high and the severity of the increase in the vehicle body vibration is high, the bounce target value calculation unit 47 performs adjustment to narrow the width of the dead zone 77 compared to the width of the dead zone 77 when at least either the 1 st or 2 nd vibration damping condition is not satisfied, so that the vibration damping performance and the convergence of the vehicle body vibration can be further improved and the behavior change of the vehicle 10 can be more appropriately suppressed, even when the dead zone 77 is set in the speed region near the switching point of the sprung velocity SV, compared to the above-described operational effect of the electric suspension device 11 according to the 1 st or 2 nd aspect.

[ 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 embodiments. This is because the present invention can be implemented in various ways without departing from the gist or the main feature thereof.

For example, in the description of the electric suspension device 11 according to the present invention, the electromagnetic actuator 13 that converts the rotational driving force of the electric motor 31 in the vertical stroke direction and functions as a component corresponding to the actuator according to the present invention is described as an example, but the present invention is not limited to this example.

As a component corresponding to the actuator of the present invention, for example, a known damping force variable damper of a single tube type (de-carbon type) shown in japanese patent application laid-open No. 2015-47906 may be applied. A piston rod is inserted into a cylindrical hydraulic cylinder filled with MRF (magnetic viscous fluid) so as to be slidable in the axial direction. The piston mounted at the front end of the piston rod divides the interior of the hydraulic cylinder into an upper oil chamber and a lower oil chamber. The piston is provided with a communication passage for communicating the upper oil chamber with the lower oil chamber, and an MLV coil positioned inside the communication passage.

In the description of the electric suspension device 11 according to the embodiment of the present invention, the examples shown in fig. 4D to 4F are described as the bounce target load characteristics of the bounce target load fig. 52, but the present invention is not limited to these examples.

In the present invention, the pop-up target load characteristics of the pop-up target load map 52 are not particularly limited, and desired pop-up target load characteristics may be appropriately adopted.

In the description of the electric suspension device 11 according to the embodiment of the present invention, an example in which the sprung speed converting unit 71 and the sprung load calculating unit 53 are used in combination is described as a configuration for adjusting the width narrowing of the unresponsive zone 77 in the sprung load characteristics of the sprung load map 52, but the present invention is not limited to this example.

In the present invention, as a configuration for adjusting the narrowing of the width of the non-reaction region 77 in the target pop-up load characteristics of the target pop-up load map 52, a desired configuration can be appropriately adopted.

In the description of the electric suspension apparatus 11 according to the embodiment of the present invention, the number of adjustment stages for adjusting the width narrowing of the unresponsive zone 77 in the bounce target load characteristic of the bounce target load map 52 is described as an example shown in one stage (see fig. 4E and 4F), but the present invention is not limited to this example.

In the present invention, as the number of adjustment stages for making adjustment to narrow the width of the non-reaction region 77 in the bounce target load characteristics of the bounce target load map 52, any number of stages may be adopted as appropriate.

In the electric suspension device 11 according to the embodiment of the present invention, information on the sprung velocity SV and the sprung acceleration SA of the vehicle 10 is used in combination as a parameter to be referred to for determining whether or not to adjust the width of the dead zone 77. Therefore, it is possible to accurately predict whether the vehicle body vibration tends to increase or converge.

Therefore, the adjustment for narrowing the width of the non-reaction region 77 (or the adjustment for widening the width of the non-reaction region 77) can be appropriately performed in time based on the result of the prediction of the vehicle body vibration.

Further, for example, when the 1 st vibration damping condition that the sprung velocity SV is equal to or lower than the predetermined velocity threshold SVth and the sprung acceleration SA exceeds the predetermined acceleration threshold SAth is satisfied, it can be predicted that the vehicle body vibration continues with high harshness using the information of the phase difference between the sprung velocity SV and the sprung acceleration SA.

For example, when the conditions that the sprung velocity SV is equal to or less than the predetermined velocity threshold SVth and the sprung acceleration SA is equal to or less than the predetermined acceleration threshold SAth are satisfied, it can be predicted that the vehicle body vibration converges with high harshness.

When a prediction result that the reliability of the vehicle body vibration continues is high, the convergence of the vehicle body vibration and the vibration damping performance may be improved by adjusting the width of the dead zone 77 to be wider.

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 disposed in total on both the front wheels (left and right front wheels) and the rear wheels (left and right rear wheels) is described, but the present invention is not limited to this example. A total of two electromagnetic actuators 13 may be 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 45 that independently performs drive control of each of the plurality of electromagnetic actuators 13 is mentioned.

Specifically, the drive control unit 45 may control the driving of the electromagnetic actuators 13 provided for 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 may be performed independently for each of the left wheel side and the right wheel side.