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WO2013051663A1 - Procédé et dispositif permettant d'évaluer l'angle de roulis d'un véhicule - Google Patents
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WO2013051663A1 - Procédé et dispositif permettant d'évaluer l'angle de roulis d'un véhicule - Google Patents

Procédé et dispositif permettant d'évaluer l'angle de roulis d'un véhicule Download PDF

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Publication number
WO2013051663A1
WO2013051663A1 PCT/JP2012/075837 JP2012075837W WO2013051663A1 WO 2013051663 A1 WO2013051663 A1 WO 2013051663A1 JP 2012075837 W JP2012075837 W JP 2012075837W WO 2013051663 A1 WO2013051663 A1 WO 2013051663A1
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Prior art keywords
roll angle
roll
load
height adjustment
vehicle
Prior art date
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Ceased
Application number
PCT/JP2012/075837
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English (en)
Japanese (ja)
Inventor
岩間　俊彦
由太 藤巻
智秋 佐々木
健一 降幡
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Isuzu Motors Ltd
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Isuzu Motors Ltd
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Publication date
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Publication of WO2013051663A1 publication Critical patent/WO2013051663A1/fr
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Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0511—Roll angle

Definitions

  • the present invention relates to a vehicle roll angle estimation method and apparatus.
  • Japanese Unexamined Patent Application Publication No. 2009-227265 describes a method and apparatus that can estimate a roll angle when vehicle height adjustment is not executed.
  • this method and apparatus from each displacement and each internal pressure value measured at any two different time points from a certain time before the start of the vehicle height adjustment of the left and right suspensions to a certain time after the end, The second roll angle and the first and second roll moments due to the left and right suspensions are calculated, and the roll stiffness coefficient specific to the vehicle equipped with the suspension is calculated from the roll angle and the roll moment.
  • the displacement characteristic corresponding to the measured internal pressure average value of the left and right suspensions is selected as the common displacement characteristic for the left and right suspensions when the vehicle height adjustment is not performed.
  • the roll angle when the vehicle height adjustment is not executed is obtained, and the vehicle height adjustment is performed using the roll angle when the vehicle height adjustment is not executed. Determine the correction roll angle. Then, the detected roll angle is corrected by the determined correction roll angle.
  • the roll angle when the vehicle height adjustment is not executed is obtained on the assumption that the load-displacement characteristic (spring characteristic) of the suspension can be linearly approximated. For this reason, for example, when the suspension spring characteristics are out of a linear approximation range, such as full rebound, the roll angle when the vehicle height adjustment is not executed cannot be obtained with a desired accuracy, and the obtained correction roll The reliability of the angle is lowered, and the correction accuracy of the detected roll angle is lowered.
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to provide a roll angle estimation method and apparatus capable of suppressing a decrease in correction accuracy of a detected roll angle.
  • the vehicle roll angle estimation method has the same load-displacement characteristic and load-internal pressure characteristic, and a part of left and right that are subject to automobile height adjustment. If the load-displacement characteristic of either one of the suspensions is not within a range that can be linearly approximated, a first step that determines that the update is prohibited, and a period from a certain time before the start of the vehicle height adjustment of the left and right suspensions to the end First and second internal pressures and first and second internal pressures measured at each of any different first and second time points between which at least a portion of the vehicle height adjustment is interposed after a certain period of time.
  • the first and second roll angles and the first and second roll moments by the left and right suspensions are calculated from the values, respectively, and the calculated first and second roll angles and the first and second low angles are calculated. From the moment, the roll stiffness coefficient specific to the vehicle equipped with the suspension is calculated, and the measured internal pressure average value of the left and right suspensions among the plurality of load-displacement characteristics obtained in advance using the internal pressure value that the suspension can exhibit as a parameter. A corresponding load-displacement characteristic is selected as a load-displacement characteristic common to the left and right suspensions when the vehicle height adjustment is not performed, and the calculated second roll angle and second roll moment are calculated.
  • a second step for obtaining a roll angle when the vehicle height adjustment is not performed, and the vehicle height adjustment obtained in the second step are as follows. By subtracting the second roll angle calculated in the second step from the roll angle when not performed If it is determined in the third step for obtaining the correction roll angle by the vehicle height adjustment and the update prohibition state in the first step, the correction roll angle obtained in the third step is updated and stored. And a fourth step that does not update the correction roll angle when it is determined in one step that the update is prohibited.
  • the vehicle roll angle estimation method has the same load-displacement characteristics and load-internal pressure characteristics, and the load of at least one of the left and right suspensions to be subject to automobile height adjustment- If the displacement characteristic is not within the range that can be linearly approximated, the roll angle and the roll by the left and right suspensions are determined from the first step for determining that the update is prohibited, and the displacement and internal pressure values measured at any time of the left and right suspensions.
  • the load-displacement characteristic corresponding to the measured internal pressure average value of the left and right suspensions is calculated as the vehicle height.
  • the vehicle height adjustment is performed.
  • the vehicle height adjustment is performed.
  • the roll angle calculated in the second step is performed from the second step for determining the roll angle when not performed and the roll angle when the vehicle height adjustment determined in the second step is not performed. If it is determined in the third step that obtains the correction roll angle by the vehicle height adjustment and the update prohibition state in the first step, the correction roll angle obtained in the third step is updated and stored, and And a fourth step that does not update the correction roll angle when it is determined in the first step that the update is prohibited.
  • the first step may include a step of determining that the update is prohibited when the at least one suspension is full rebound or full bump.
  • the update prohibition state when the displacement of the at least one suspension is out of a predetermined displacement range, or when the internal pressure value of the at least one suspension is out of a predetermined pressure range, the update prohibition state.
  • the first step may be executed before or after the second and third steps, or may be executed in parallel with the second and third steps. If the first step is executed before the second and third steps and it is determined that the update is prohibited in the first step, the processes of the second and third steps are executed. It does not have to be.
  • the vehicle roll angle estimating device has the same load-displacement characteristic and load-internal pressure characteristic, and the load of any one of the left and right suspensions to be adjusted for automobile height
  • a determination unit that determines that the update is prohibited when the displacement characteristics are not within a linear approximation range, and the vehicle between a certain time before the start of the vehicle height adjustment of the left and right suspensions and a certain time after the end.
  • the suspense is calculated.
  • the roll stiffness coefficient specific to the vehicle equipped with the suspension is calculated, and the load corresponding to the measured internal pressure average value of the left and right suspensions among a plurality of load-displacement characteristics obtained in advance using the internal pressure value that can be indicated by the suspension as a parameter.
  • a displacement characteristic is selected as a load-displacement characteristic common to the left and right suspensions when the vehicle height adjustment is not performed, and the calculated second roll angle and second roll moment and the calculated roll stiffness are selected. Based on the coefficient and the selected load-displacement characteristic, a roll angle determination unit for obtaining a roll angle when the vehicle height adjustment is not performed, and the vehicle height adjustment obtained by the roll angle determination unit is performed.
  • the correction roll angle determined by the correction roll angle determination unit is updated and stored in the storage unit, and A storage control unit that does not update the correction roll angle when the determination unit determines that the update is prohibited.
  • the vehicle roll angle estimation apparatus has the same load-displacement characteristic and load-internal pressure characteristic, and has at least one load of a part of left and right suspensions to be adjusted for automobile height.
  • the roll angle and the roll moment by the left and right suspensions are determined from the determination unit that determines that the update is prohibited, and the displacement and internal pressure values measured at any time of the left and right suspensions.
  • the load-displacement characteristic corresponding to the measured internal pressure average value of the left and right suspensions among the plurality of load-displacement characteristics obtained in advance using the internal pressure value that can be indicated by the suspension as a parameter.
  • the vehicle height adjustment is performed.
  • the roll angle determined by the roll angle determiner is subtracted from the roll angle determined by the roll angle determiner and the roll angle determined by the roll angle determiner when the vehicle height adjustment is not performed.
  • the correction roll angle determination unit for determining the correction roll angle by the vehicle height adjustment and the correction roll angle determined by the correction roll angle determination unit when the determination unit determines that it is not in the update prohibited state. And a storage control unit that does not update the correction roll angle when the determination unit determines that the update is prohibited.
  • the determination unit may determine that the update is prohibited when the at least one suspension is full rebound or full bump.
  • the determination unit is in the update prohibited state when the displacement of the at least one suspension is out of a predetermined displacement range, or when the internal pressure value of the at least one suspension is out of a predetermined pressure range. You may determine that there is.
  • the correction roll angle is updated only when the load-displacement characteristic of at least one of the left and right suspensions is in a linear approximation range, and is not in a linear approximation range.
  • the detection roll angle can always be corrected using the correction roll angle with high reliability, and the decrease in the correction accuracy of the detection roll angle can be suppressed.
  • a vehicle roll angle estimation device 10 includes suspensions (hereinafter, collectively referred to as reference numeral 3) provided near the left rear wheel 2L and the right rear wheel 2R of the vehicle 1, respectively.
  • the roll angle ( ⁇ 2es ) in the case (hereinafter sometimes referred to as vehicle height adjustment non-execution) is estimated, and the roll angle in the rollover risk determination device 20 is determined using the estimated roll angle ( ⁇ 2es ).
  • Displacement Z L and Z R detected by the displacement detector 11L and 11R is also input to the level control system 30, the vehicle height adjustment device 30, for example during cornering, the displacement Z L and Z based on the R suspension 3L And 3R are pressurized (injecting air AP) and the other internal pressure is reduced (air AP is discharged), thereby forcibly changing the load-displacement characteristics of the suspensions 3L and 3R, respectively.
  • the left and right vehicle height difference (Z L -Z R ) of 1 is adjusted (corrected).
  • the load F and the internal pressure P are values for the suspensions 3L and 3R.
  • a processing unit 13 and the level control system 30 are interconnected, the processing unit 13, receives the signal SG S and SG F respectively the start timing and end timing of the vehicle height adjustment from the level control system 30
  • the vehicle height adjustment device 30 is provided with a vehicle height adjustment interruption instruction signal INS1 and a restart instruction signal INS2 so that the vehicle height adjustment can be interrupted.
  • the processing unit 13 and the rollover risk determination unit 22 include a storage unit such as a ROM (Read Only Memory) or a RAM (Random Access Memory) capable of storing a predetermined program and storing acquired and calculated data. And an ECU (Electronic Central CPU Unit) including a CPU (Central Processing Unit) that executes processing according to the program read from the storage unit.
  • a storage unit such as a ROM (Read Only Memory) or a RAM (Random Access Memory) capable of storing a predetermined program and storing acquired and calculated data.
  • an ECU Electronic Central CPU Unit
  • CPU Central Processing Unit
  • FIG. 2> Next, an example of the rollover risk determination / control process executed by the rollover risk determination device 20 will be described with reference to FIGS. 2 and 3.
  • the rollover risk determination device 20 shown in FIG. 1 determines the rollover risk H of the vehicle 1 based on the roll angle ⁇ and the roll angular velocity ⁇ of the vehicle 1 detected by the roll angle / roll angular velocity detection unit 21 and this rollover risk.
  • a rollover risk degree determination unit 22 that calculates the target deceleration G target from the degree H and a brake controller 23 that performs brake control according to the target deceleration G target are configured.
  • FIG. 2 shows the mutual operation of the rollover risk degree judging device 20 and the roll angle estimating device 10.
  • the roll angle / roll angular velocity detection unit 21 detects the roll angle ⁇ and the roll angular velocity ⁇ of the vehicle 1, gives the roll angular velocity ⁇ to the rollover risk determination unit 22, and processes the roll angle ⁇ .
  • step S101 To the unit 13 (step S101).
  • the processing unit 13 corrects the roll angle ⁇ and gives the corrected roll angle ⁇ AMD to the rollover risk degree determination unit 22 (step S102).
  • the rollover risk determination unit 22 uses a two-dimensional map that shows the relationship between the roll angle ⁇ and the roll angular velocity ⁇ as shown in FIG. 3 and is stored in the two-dimensional map.
  • Distances L1 and L2 from each of the boundary lines T1 and T2 to the point S specified by the roll angle ⁇ and the roll angular velocity ⁇ are calculated according to the following equations (1) and (2) (step S103).
  • the boundary lines T1 and T2 are a stable region R1 indicating that there is no risk of the vehicle 1 rolling over, a left rollover risk region R2L indicating that there is a risk of the vehicle 1 rolling over to the left, and a right side.
  • R2R right rollover risk area
  • A1 and B1 in the above equation (1) are the ⁇ axis intercept and the ⁇ axis intercept of the boundary line T1
  • A2 and B2 in the above equation (2) are the boundary line T2.
  • ⁇ -axis intercept and ⁇ -axis intercept are the boundary line T1
  • step S104 YES
  • the rollover risk determination unit 22 determines that there is no risk of rollover (within the stable region R1) and does not perform any control (step S107).
  • step S105 YES
  • the rollover risk determination unit 22 determines that there is a risk of left rollover (within the left rollover risk area R2L), and sets the distance L1 to the rollover risk H (Step S108).
  • step S106 YES
  • the rollover risk determination unit 22 determines that there is a risk of right rollover (within the right rollover risk area R2R), and sets the distance L2 to the rollover risk H (Step S109).
  • the distance L1 is adopted as the value of the rollover risk degree H when there is a risk of rollover to the left and the distance L2 when there is a risk of rollover to the right.
  • the rollover risk determination unit 22 calculates a target deceleration G target necessary for preventing the vehicle 1 from rollover from the rollover risk H and supplies the target deceleration G target to the brake controller 23 (step S110).
  • the target deceleration G target is not limited to the one calculated by multiplying the rollover risk degree H by the coefficient K as shown in the figure, but may be any one that changes according to the increase or decrease of the rollover risk degree H.
  • the brake controller 23 calculates the brake pressure necessary for each wheel so as to achieve the target deceleration G target and performs brake control (step S112).
  • the rollover risk determination unit 22 determines that the system error has occurred, and records an error flag in the rollover risk determination device 20 (step S111).
  • the rollover risk determination unit 22 outputs the rollover risk H to the outside, and performs an alarm control according to the rollover risk H instead of the brake controller 23 described above. (Not shown). In this case as well, the above description applies in the same manner.
  • the rollover risk level is determined based on the roll angle and the roll angular velocity that continuously change according to the traveling state of the vehicle 1, and brake control, alarm control, and the like according to the rollover risk level can be performed. Thus, it is possible to prevent the vehicle 1 from overturning.
  • the rollover risk determination device 20 calculates the distances L1 and L2 using the corrected roll angle ⁇ AMD obtained by the roll angle correction process, even if the vehicle height adjustment is performed, The rollover risk determination device 20 can accurately determine the rollover risk H of the vehicle 1.
  • K ⁇ 1 , ⁇ 1 , K ⁇ 12 , and ⁇ 2 in the above equation (3) are respectively known fixed roll stiffness coefficients common to the suspensions 5L and 5R determined by design conditions and the like, and suspensions 5L and 5R.
  • equation of balance of roll moments on the suspensions 3L and 3R side can be expressed by the following equation (4).
  • M x2 and K ⁇ 2 in the above formula (4) are common to the suspensions 3L and 3R determined by the unknown roll moment generated by the suspensions 3L and 3R, the design conditions, etc. in accordance with the vehicle height adjustment, respectively.
  • a known fixed roll stiffness coefficient is used to estimate the roll stiffness of the suspensions 3L and 3R.
  • the roll stiffness coefficient K .phi.1 to define the vehicle-specific roll stiffness coefficient K ⁇ 13 by K .phi.2 and frame torsional rigidity coefficient K .phi.12, in the above formula (6) Focusing on the fact that the expressed roll moment M x is constant as long as the loading condition of the load does not change, any two time points at which vehicle height adjustment (at least a part from the adjustment start time to the end time) intervenes.
  • the equality relationship shown in the following formula (8) is established between the moment M x2b and the roll angle ⁇ 2b .
  • the loads F La and F Ra to the suspensions 3L and 3R are calculated from the internal pressures P La and P Ra at the first time point according to the following equation (10).
  • the above expression (10) is a linear approximation expression (k and m are coefficients determined by design conditions) indicating the load-internal pressure characteristics commonly exhibited by the suspensions 3L and 3R themselves. As shown in FIG. P L and P loads from R F L and F R are uniquely identified respectively.
  • the roll moment M x2a by the sun pensions 3L and 3R at the first time point is calculated using the loads F La and F Ra calculated by the above formula (10) according to the following formula (12).
  • the roll moment M x2b by Sun B 3L and 3R in the second time is calculated using the load F Lb and F Rb calculated by the formula (11).
  • trd is a distance (tread length) between each sun pension 3L and 3R-roll center (not shown).
  • the roll angle ⁇ 2a at the first time point is calculated using the displacements Z La and Z Ra at the first time point according to the following equation (13).
  • the roll angle ⁇ 2b at the second time point is calculated using the displacements Z Lb and Z Rb at the second time point according to the following equation (13).
  • the roll stiffness coefficient K ⁇ 13 is calculated using the above formula (9) using the roll moments M x2a and M x2b calculated by the above formula (12) and the roll angles ⁇ 2a and ⁇ 2b calculated by the above formula (13). ).
  • Z Les and Z Res in the above equation (16) are the displacements of the suspensions 3L and 3R when the vehicle height adjustment is not executed, respectively.
  • the constant b is deleted when the difference between the displacements Z Les and Z Res is taken.
  • a plurality of first-order coefficients a and constants b in the above equation (15) are obtained in advance by experiments or the like as shown in FIG. 6, for example. That is, in the experimental stage, the internal pressure P when the reference length P 1, P 2, and fixed to the ⁇ P 7 (P 1 ⁇ P 2 ⁇ ⁇ P 7) in a state of containment air The load F applied to the suspension 3L or 3R is sequentially changed, and the displacement Z at each time is measured.
  • actual load-displacement characteristics CF1 to CF7 indicated by dotted lines in FIG.
  • the table shown in FIG. 2B shows the internal pressure P and the values of the first-order coefficients a1 to a7 and the constants b1 to b7 in the linear approximation expressions EXP1 to EXP7 in association with each other.
  • the primary coefficient a and the constant b are proportional to the internal pressure P. This is shown on the graph in FIGS. 7A and 7B, and the primary coefficient a and the constant b are expressed by the following formula (17).
  • the vehicle height adjusting device 30 pressurizes one internal pressure of the suspensions 3L and 3R, and reduces the other internal pressure by the pressurization. Therefore, the average value between the internal pressure P Lb and P Rb (not shown) is equal to the internal pressure average value of the suspension 3L and 3R in the second time point, the mean value between the internal pressure P Lb and P Rb second
  • the primary coefficient a at the time can be uniquely specified from the data table of FIG. 6B or the graph of FIG.
  • the primary coefficient a may be selected using the internal pressures P La and P Ra at the first time point.
  • the roll angle ⁇ 2es when the vehicle height adjustment is not executed is determined by the roll moments M x2a and M x2b by the suspensions 3L and 3R at the first time point and the second time point, and the first time point and the second time point. Is calculated according to the above equation (21) using the roll angles ⁇ 2a , ⁇ 2b , the tread length trd, and the primary coefficient a in the above equation (17).
  • the roll angle ⁇ 2es when the vehicle height adjustment is not executed is estimated using the roll stiffness coefficient K ⁇ 13 calculated according to the above equation (9), but the vehicle height adjustment starts from the start of the vehicle. Until it is started (period immediately after starting), the internal pressure P and the displacement Z at two points in time where the state of the suspension 3 is different cannot be detected, and the roll stiffness coefficient K ⁇ 13 is set according to the above equation (9). It is not possible to calculate and estimate the roll angle ⁇ 2es when the vehicle height adjustment is not executed according to the above equation (21).
  • a load in which the moment Mx changes due to a light load state with a light load a middle load state in which the load center is approximately the center of the left or right, or a change in the load state of the load during load adjustment (load change, load collapse, etc.)
  • the accuracy of the roll stiffness coefficient K ⁇ 13 calculated according to the above equation (9) is reduced, and the accuracy of the roll angle ⁇ 2es calculated when the vehicle height adjustment is not executed is also reduced according to the above equation (21).
  • the absolute value when the state change of the suspension 3 at two different time points is small (the denominator ((M x2a ⁇ M x2b ) + 2 ⁇ trd 2 ⁇ a ( ⁇ 2b ⁇ 2a )) of the above equation (21). Is small), the accuracy of the roll angle ⁇ 2es when the vehicle height adjustment is not executed, which is calculated according to the above equation (21), is reduced.
  • the second estimation method is a method for calculating the roll angle ⁇ 2es with relatively high accuracy in each of the above cases where the disadvantage of the first estimation method occurs, and the roll stiffness coefficient according to the above equation (9).
  • the roll angle ⁇ 2es is calculated using the roll moments M x2a and M x2b and the roll angles ⁇ 2a and ⁇ 2b at two different time points (first and second time points).
  • the roll moment M x2 and the roll angle ⁇ 2 at any one time point and the roll stiffness coefficient K ⁇ 13def or K ⁇ 13new stored before obtaining these detected values Is used to calculate the roll angle ⁇ 2es . That is, the correction roll angle ⁇ 2off of the second estimation method is not the roll moments M x2a and M x2b and the roll angles ⁇ 2a and ⁇ 2b at two different time points, but the roll moment M x2 and the roll at one time point.
  • the angle ⁇ 2 and a predetermined roll stiffness coefficient K ⁇ 13def (or K ⁇ 13new ) the calculation is performed according to the above equation (20).
  • the default roll stiffness coefficient K ⁇ 13def is obtained in advance by experiments, simulations, etc., and stored for each vehicle.
  • the difference in reliability of the calculated roll angle ⁇ 2es is likely to occur due to the detection environment such as the fluctuation state of the air suspension 3 and the change in the state of the load.
  • a highly reliable and highly accurate roll angle ⁇ 2es can be obtained.
  • the reliability under a suitable detection environment is lower than that in the first estimation method, but the difference in reliability due to the detection environment is less likely to occur than in the first estimation method.
  • a roll angle ⁇ 2es that is stable in terms of properties can be obtained.
  • the roll angle ⁇ 2es when the vehicle height adjustment is not executed is the first state in which the first method can be obtained with a desired accuracy.
  • roll angle ⁇ 2es when vehicle height adjustment is not executed is obtained.
  • vehicle height adjustment is not executed according to the second method.
  • the roll angle ⁇ 2es is obtained. That is, the first method and the second method are appropriately selected and used in accordance with the variation state of the suspension 3 and the load state change.
  • the corrected roll angle ⁇ 2off is calculated from the roll angle ⁇ 2es and the roll angle ⁇ 2b at the second time point according to the following equation (22). Note that “0” is set as the initial value of the correction roll angle ⁇ 2off .
  • the corrected roll angle ⁇ AMD is calculated by adding the corrected roll angle ⁇ 2off to the detected roll angle ⁇ according to the following equation (23).
  • FIGS. 8 to 15 Next, an example of the roll angle correction process executed by the roll angle estimation apparatus 10 will be described with reference to FIGS. In the processing example [1], the roll angle ⁇ 2es when the vehicle height adjustment is not executed is estimated only by the second estimation method.
  • the roll angle correction processing in the processing unit 13 includes (1) the result of removing noise from the output values (measured values) acquired from the displacement detecting unit 11 and the pressure measuring unit 12 (displacement Z L , Z Filter processing (step S1) for constantly updating R and internal pressures P L , P R ), and (2) key ON mode processing (step S2) for estimating the roll angle ⁇ 2es immediately after the key ON (start of the vehicle 1).
  • step S3 Flag setting process (step S3) for setting a control flag, (4) Vehicle height adjustment mode process (step S4) for estimating the roll angle ⁇ 2es in the vehicle height adjustment mode, (5) Estimated And a post-correction roll angle calculation process (step S5) for calculating the post-correction roll angle ⁇ AMD based on the roll angle ⁇ 2es .
  • step S10 When this processing is started (step S10), the processing unit 13 acquires detection data (P L , P R , Z L , Z R ) (step S11), and performs Butterworth filter processing on these detection data. , the detected values of the filtered (P Lfilter, P Rfilter, Z Lfilter, Z Rfilter) the key ON mode process pressure P L to be used in (step S2) after the correction process, P R and the displacement Z L, Z R Is updated and stored (step S12).
  • the respective detected values of the filtered and accumulates and stores a predetermined number of samples, and the average value was calculated every time to get the latest detection data, the internal pressure P L using the calculated average value by the correction process , P R and the displacement Z L, it may be stored as Z R.
  • the processing unit 13 executes a key ON mode process.
  • the key ON mode is a mode set in the key ON phase from the start of the vehicle 1 to the start of vehicle height adjustment.
  • Processing unit 13 sets the key ON mode flag to "1" upon detection of the engine start of the vehicle 1 (e.g., an ignition switch ON), the key ON mode flag when receiving the vehicle height adjustment start signal SG S "0" Set to.
  • the vehicle height adjustment is not executed by the second estimation method. Estimate the current roll angle ⁇ 2es .
  • step S21 the processing unit 13 determines whether the key ON phase is set. Specifically, when the key ON mode flag is “1”, it is determined that the key ON phase is set, and when it is “0”, it is determined that the key ON face is not set. If it is determined that it is not the key ON phase (step S21: NO), this process is terminated.
  • step S21 If it is determined that the key ON phase (step S21: YES), the processing unit 13, the internal pressure P L stored in the filtering process (step S1), P R and the displacement Z L, reads Z R (step S22), and reads I by using the internal pressure P L, P R and the displacement Z L, Z R, the above formula (10), to calculate the roll moment M x2 and roll angle phi 2 according to equation (12) and (13).
  • step S23 select the primary coefficient a with the internal pressure P L, P R, the roll moment M x2 and roll angle phi 2 calculated above, the roll stiffness coefficient K ⁇ 13 stored, linear coefficient selected Using a, roll angle ⁇ 2es when vehicle height adjustment is not executed is calculated according to the above equation (20) (step S23).
  • the roll stiffness coefficient K ⁇ 13 As the roll stiffness coefficient K ⁇ 13 , the latest roll stiffness coefficient K ⁇ 13new updated and stored in step S43 described later is used. When the update process in steps S36 to S44 is omitted, a preset roll stiffness coefficient K ⁇ 13def that is preset and stored is used.
  • the processing unit 13 that calculates the roll angle ⁇ 2 and the roll angle ⁇ 2es when the vehicle height adjustment is not executed calculates the corrected roll angle ⁇ 2off according to the above equation (22), and calculates the calculated corrected roll angle ⁇ 2off . Update and store (step S24), and the process ends.
  • FIGS. 11 to 13 After the process (2), the processing unit 13 performs a flag setting process. In this flag setting process, the processing unit 13 determines whether or not the vehicle height adjusting device 30 is executing the vehicle height adjustment, and whether or not the load-displacement characteristic (spring characteristic) of the suspension 3 is within a linear approximation range. (Whether or not the range shown in FIG. 6 is satisfied).
  • the load value with respect to the displacement Z is substantially constant near the reference length of the suspension 3, but the displacement Z greatly increases. Then, the load is not constant and deviates from the linear approximation range.
  • the upper limit threshold Z High and the lower limit threshold Z Low of the displacement Z of the air suspension 3 that cannot be linearly approximated, and the upper limit threshold P High and the lower limit threshold P Low of the internal pressure P of the air suspension 3 are set in advance.
  • the spring of the air suspension 3 It can be determined that the update prohibition state is outside the range in which the characteristic can be linearly approximated.
  • the roll stiffness coefficient K ⁇ 13 and the roll angle ⁇ when the vehicle height adjustment is not executed are performed on the assumption that the air suspension 3 is deformed within a linear approximation range.
  • the accuracy of these calculated values decreases.
  • the processing unit 13 determines that the update is prohibited, sets the control flag to “0”, and sets a roll stiffness coefficient K ⁇ 13 described later. Execution of update processing and update processing of the correction roll angle ⁇ 2off is prohibited.
  • step S90 when the processing unit 13 starts this processing (step S90), it is determined whether or not the vehicle height adjustment device 30 is executing vehicle height adjustment (within a period from the start to the end of vehicle height adjustment). (Step S91).
  • step S91 If it is determined that the vehicle height adjustment has not been executed (step S91: NO), the processing unit 13 sets the control flag to “0” (step S92), and ends this process.
  • step S91 If it is determined that the vehicle height adjustment is being performed (step S91: YES), the processing unit 13 determines whether it is neither full rebound nor full bump (non-full rebound and non-full bump) (step S93). Specifically, the displacements Z L and Z R stored in the filtering process (step S1) are read, and the read displacements Z L and Z R both exceed the minimum displacement Z Min and are less than the maximum displacement Z Max. When (Z Min ⁇ Z L , Z R ⁇ Z Max ), it is determined that neither full rebound nor full bump is present.
  • step S93 NO
  • the processing unit 13 sets the control flag to “0” (step S92), and ends this processing.
  • step S93 If it is determined that neither a full rebound and Furubanpu (step S93: YES), the processing unit 13, the internal pressure P L stored in the filtering process (step S1), P R and the displacement Z L, reads Z R, read pressure P L, P R Do are both within the range of less than the lower threshold P Low beyond and upper threshold P High (P Low ⁇ P L , P R ⁇ P High), and the read displacement Z L, is Z R Both are determined to be within the range of exceeding the lower limit threshold Z Low and less than the upper limit threshold Z High (Z Low ⁇ Z L , Z R ⁇ Z High ).
  • step S94 YES
  • the processing unit 13 sets the control flag to "1" (step S95), This process ends.
  • step S94 NO
  • the processing unit 13 sets the control flag to "0" (step S92 ), This process is terminated.
  • the displacement Z L in step S93 When the maximum displacement Z Max is larger than the upper limit value Z High or the minimum displacement Z Min is smaller than the lower limit value Z Low in the determination in step S93 and the determination in step S94, the displacement Z L in step S93. It may be omitted compared with the Z R and the maximum displacement Z Max or minimum displacement Z Min, on the contrary, the maximum displacement Z if Max is less than the upper limit value Z High or minimum displacement Z Min is the lower limit value Z Low If it is larger, the comparison between the displacements Z L and Z R and the upper limit value Z High or the lower limit value Z Low in step S94 may be omitted. Further, it may be determined whether or not the spring characteristic of the suspension 3 is in a range that can be linearly approximated by only one of Step S93 and Step S94.
  • FIG. After the process (3), the processing unit 13 executes a vehicle height adjustment mode process.
  • the processing unit 13 starts this processing (step S30), and determines whether or not the control flag is “1” (step S31).
  • step S31 determines whether or not the control flag is rising (the control flag is set to “1” in the flag setting process in step S3). It is determined whether or not (step S32).
  • step S32 If it is determined that the time of rising of the control flag (step S32: YES), the processing unit 13, step S38 that the internal pressure P L stored in the filtering process (step S1), P R and the displacement Z L, the Z R, described later Are stored as internal pressures P La and P Ra and displacements Z La and Z Ra (step S33).
  • step S1 the internal pressure P L stored in the filtering process (step S1), P R and the displacement Z L, Z R of the internal pressure P Lb, P Rb and displacement Z Lb , Z Rb (step S45), and using the read internal pressures P Lb , P Rb and displacements Z Lb , Z Rb , the roll moment M x2b according to the above equations (11), (12), and (13). And roll angle (phi) 2b is calculated.
  • step S34 select the primary coefficient a with the internal pressure P Lb, P Rb, and the roll moment M x2b and roll angle phi 2b calculated above, the roll stiffness coefficient K ⁇ 13 stored, linear coefficient selected Using a, roll angle ⁇ 2es when vehicle height adjustment is not executed is calculated according to the above equation (20) (step S34).
  • the roll stiffness coefficient K ⁇ 13 used at this time is the latest roll stiffness coefficient K ⁇ 13new updated and stored in step S43 described later.
  • a preset roll stiffness coefficient K ⁇ 13def that is preset and stored is used.
  • the processing unit 13 that calculates the roll angle ⁇ 2b and the roll angle ⁇ 2es when the vehicle height adjustment is not executed calculates the corrected roll angle ⁇ 2off according to the above equation (22), and calculates the calculated corrected roll angle ⁇ 2off . Update and store (step S35), and the process ends.
  • step S31: NO the processing unit 13 determines whether or not the control flag is falling (flag setting process in step S3). In step S36, it is determined whether or not it is immediately after the control flag is set to "0".
  • step S36 If it is determined that the control flag is falling (step S36: YES), the processing unit 13 executes an update process (steps S37 to S44) of the roll stiffness coefficient K ⁇ 13 .
  • load movement is included in the factors that generate ⁇ M and ⁇ , so the accuracy of the calculated roll stiffness coefficient K ⁇ 13 Decreases.
  • a roll moment M xb due to unbalanced load is calculated according to the following equation (25).
  • the roll stiffness coefficient K ⁇ 13 used in the equation (25) is the latest roll stiffness coefficient K ⁇ 13new updated and stored in step S43 described later.
  • a preset roll stiffness coefficient K ⁇ 13def that is preset and stored is used.
  • the difference between the roll moment M xb due to the load unbalance at the end of the vehicle height adjustment and the roll moment M xa due to the load unbalance at the start of the vehicle height adjustment is defined as the uneven moment difference ⁇ M x , and the roll moment M x2a and It calculates according to the following formula
  • the roll stiffness coefficient K ⁇ 13 used in the equations (26) and (27) is the latest roll stiffness coefficient K ⁇ 13new updated and stored in step S43 described later. When the update process in steps S36 to S44 is omitted, a preset roll stiffness coefficient K ⁇ 13def that is preset and stored is used.
  • ) of the denominator of Equation (21) is calculated as a predetermined state value of the suspension 3, and whether the calculated value exceeds a predetermined threshold A Determine whether or not.
  • the absolute value of the denominator of the above equation (21) exceeds the threshold A, it is determined that the state of the suspension 3 has changed beyond a level where the highly reliable roll stiffness coefficient K ⁇ 13 can be calculated. In the case of A or less, it is determined that the state change of the suspension 3 has not reached the above level.
  • processing unit 13 When proceeding to the update process of the roll stiffness coefficient K ⁇ 13, processing unit 13, the internal pressure P L stored in the filtering process (step S1), P R and the displacement Z L, Z R of the internal pressure P Lb, P Rb and displacement Z Lb , Z Rb (step S37), and using the read internal pressures P Lb , P Rb and displacements Z Lb , Z Rb , the roll moment M x2b and the roll angle ⁇ 2b according to the above formulas (10) to (13). Is calculated. Further, using the internal pressures P La and P Ra and the displacements Z La and Z Ra stored in the most recent step S33, the roll moment M x2a and the roll angle ⁇ 2a are set according to the above formulas (10) to (13).
  • the processing unit 13 determines whether or not the vehicle is in an empty state (step S39).
  • the processing unit 13 determines whether or not the vehicle is in an intermediate state (step S39).
  • S40 If it is determined that it is not in the middle load state (step S40: NO), it is determined whether it is in the load movement state (step S41), and if it is determined that it is not in the load movement state (step S41: NO), It is determined whether or not the state of the suspension 3 has changed to such an extent that the highly flexible roll stiffness coefficient K ⁇ 13 can be calculated (step S44).
  • step S44 YES
  • a default roll stiffness coefficient K ⁇ 13def is stored, and this default value is the latest roll stiffness until the first update of the roll stiffness coefficient K ⁇ 13 is executed. Used as coefficient K ⁇ 13new .
  • step S39 YES
  • step S40 YES
  • step S41 YES
  • step S44 NO
  • step S42 the roll stiffness coefficient K ⁇ 13 is not updated (step S42), and this process is terminated.
  • step S36 If it is determined that the control flag is not falling (step S36: NO), the processing unit 13 terminates this process without executing the roll rigidity coefficient K ⁇ 13 update process (steps S37 to S44). To do.
  • the roll rigidity coefficient K ⁇ 13 update process (steps S36 to S44) can be omitted.
  • the roll stiffness coefficient K ⁇ 13, the default roll stiffness coefficient K Fai13def is used at all times.
  • the update is prohibited when the absolute value (
  • ) of the change amount ⁇ M of the roll moment is equal to or smaller than the second predetermined value, it may be determined that the update is prohibited.
  • step S50 the processing unit 13 calculates the corrected roll angle ⁇ AMD by adding the updated latest corrected roll angle ⁇ 2off to the detected roll angle ⁇ (step S51).
  • the process ends.
  • the post-correction roll angle ⁇ AMD calculated in this way is provided to the rollover risk determination unit 22 (shown in FIG. 1).
  • the latest correction roll angle ⁇ 2off updated and stored in step S24 or step S35 is used.
  • the roll angle ⁇ 2es when the vehicle height adjustment is not executed is estimated only by the second estimation method.
  • the first estimation method and the first estimation method are performed.
  • the roll angle ⁇ 2es when the vehicle height adjustment is not executed is estimated.
  • the state (detection environment) of the air suspension 3 when detecting the roll moment M x2 and the roll angle ⁇ 2 is an ideal detection environment, and the reliability of the calculated roll angle ⁇ 2es is high.
  • the second The roll angle ⁇ 2es is calculated by the following estimation method.
  • the roll angle ⁇ 2es When the roll angle ⁇ 2es cannot be calculated by the first estimation method, it corresponds to immediately after the key is turned on (before the start of the vehicle height adjustment). In addition, when the reliability of the roll angle ⁇ 2es calculated by the first estimation method is lowered, the state of the suspension 3 is changed at two different times in addition to the empty state, the middle load state, and the load movement state. The case where it is small (when the absolute value of the denominator ((M x2a ⁇ M x2b ) + 2 ⁇ trd 2 ⁇ a ( ⁇ 2b ⁇ 2a )) of the above formula (21) is applicable).
  • the processing unit 13 executes the processing of steps S1 to S5 in FIG. 1 as in the processing example [1].
  • the vehicle height adjustment mode processing (step S4) is the processing shown in FIG. Instead of (Steps S30 to S44), the following processing shown in FIGS. 16 and 17 is executed.
  • the processing unit 13 starts this processing (step S60), and determines whether or not the control flag is “1” (step S61).
  • step S61 If it is determined that the control flag is “1” (step S61: YES), the processing unit 13 determines whether or not the control flag is rising (step S62).
  • step S62 If it is determined that the time of rising of the control flag (step S62: YES), the processing unit 13, as in the processing example [1], the internal pressure P L stored in the filtering process (step S1), P R and the displacement Z L , Z R are read as internal pressures P La , P Ra and displacements Z La , Z Ra (step S63), and using the read internal pressures P La , P Ra and displacements Z La , Z Ra , the above formula (10), The roll moment M x2a and the roll angle ⁇ 2a are calculated according to the equations (12) and (13), and the calculated roll moment M x2a and roll angle ⁇ 2a and the stored roll stiffness coefficient K ⁇ 13new are used. The roll angle ⁇ 2es when the vehicle height adjustment is not executed is calculated according to the equation (20) (by the second estimation method) (step S64). At this time, the calculated roll moment M x2a and roll angle ⁇ 2a are updated and stored.
  • the processing unit 13 that calculates the roll angle ⁇ 2a and the roll angle ⁇ 2es when the vehicle height adjustment is not executed calculates the corrected roll angle ⁇ 2off according to the above equation (22), and calculates the calculated corrected roll angle ⁇ 2off . Update and store (step S65), and the process ends.
  • step S62 NO
  • the processing unit 13 the internal pressure was stored in the filtering process (Step S1) P L, P R and the displacement Z L, Z R of the internal pressure P Lb , P Rb and displacement Z Lb, read (step S66) as a Z Rb, read pressure P Lb, P Rb and displacement Z Lb, using Z Rb, roll moment according to the above equation (10) to (13) M x2b and roll angle ⁇ 2b are calculated, and using the calculated roll moment M x2b and roll angle ⁇ 2b and the roll moment M x2a and roll angle ⁇ 2a stored in the most recent step S64, the roll moment is calculated.
  • the processing unit 13 determines whether or not the state of the suspension 3 has changed between the time when the vehicle height adjustment starts and the time when the vehicle height adjustment ends until the roll angle ⁇ 2es can be calculated with high reliability. It is determined (whether the difference between the predetermined state values of the suspension 3 between the two time points exceeds a predetermined threshold value) (step S68). Specifically, the absolute value (
  • the processing unit 13 determines whether or not the vehicle is in an empty state (step S69), and determines that the vehicle is not in an empty state (step S69: NO), the vehicle is in a middle load state. (Step S70), if it is determined that it is not in the middle load state (step S70: NO), it is further determined whether it is in the load movement state (step S71). Note that the empty vehicle determination, medium load determination, and load movement determination are performed in the same manner as steps S39 to S41 of the processing example [1], and thus detailed description thereof is omitted.
  • the processing unit 13 calculates the roll angle ⁇ 2es when the vehicle height adjustment is not executed by the first estimation method (step S72).
  • the roll angle ⁇ 2es is calculated according to the above equation (21) using the roll moment change ⁇ M, the roll angle change ⁇ , and the primary coefficient a.
  • the processing unit 13 that calculates the roll angle ⁇ 2b and the roll angle ⁇ 2es when the vehicle height adjustment is not executed calculates the corrected roll angle ⁇ 2off according to the above equation (22), and calculates the calculated corrected roll angle ⁇ 2off . Update and store (step S74), and the process ends.
  • Step S68 NO
  • Step S69 YES
  • Step S70 YES
  • Step S71 YES
  • the processing unit 13 calculates the roll angle ⁇ 2es when the vehicle height adjustment is not executed by the second estimation method (Step S73). ).
  • the roll moment M x2b and the roll angle ⁇ 2b are calculated according to the above equations (11) to (13) using the internal pressures P Lb and P Rb and the displacements Z Lb and Z Rb read in step S66. To do. Then, the internal pressure P Lb, select a primary coefficient a with P Rb, and the roll moment M x2b and roll angle phi 2b calculated above, and the roll stiffness coefficient K Fai13new stored, selected linear coefficient Using a, the roll angle ⁇ 2es when the vehicle height adjustment is not executed is calculated according to the above equation (20).
  • the processing unit 13 that calculates the roll angle ⁇ 2b and the roll angle ⁇ 2es when the vehicle height adjustment is not executed calculates the corrected roll angle ⁇ 2off according to the above equation (22), and calculates the calculated corrected roll angle ⁇ 2off . Update and store (step S74), and the process ends.
  • step S61: NO the processing unit 13 determines whether or not the control flag is falling (step S36).
  • step S36 If it is determined that the control flag is falling (step S36: YES), the processing unit 13 executes an update process (steps S37 to S44) of the roll stiffness coefficient K ⁇ 13 .
  • the roll stiffness coefficient K ⁇ 13 update process (steps S37 to S44) is the same as the process example [1], and thus detailed description thereof is omitted.
  • step S36 when it is determined that the control flag is not falling (step S36: NO), the processing unit 13 updates the roll stiffness coefficient K ⁇ 13 (steps S37 to S44) as in the processing example [1]. This process is terminated without executing.
  • the roll angle correction is not substantially executed in the case of an empty vehicle state or a middle load state (so that the detected roll angle ⁇ is output as the corrected roll angle ⁇ AMD as it is).
  • the correction roll angle ⁇ 2off is set to zero.
  • the processing unit 13 performs the processing of steps S1 to S5 in FIG. 1 as in the processing example [1] or the processing example [2]. Among these processing, the corrected roll angle calculation processing (step S5) is performed. Performs the following processing shown in FIG. 18 instead of the processing shown in FIG. 15 (steps S50 and S51).
  • step S80 the processing unit 13 determines whether or not the vehicle is in an empty state (step S82), and determines that the vehicle is not in an empty state (step S82: NO).
  • step S82 determines whether or not the vehicle is in a loaded state (step S82), and it is determined that the vehicle is not in a medium-loaded state (step S82: NO).
  • step S82 the correction roll angle ⁇ 2off (step) is performed as in the processing examples [1] and [2].
  • the corrected roll angle ⁇ AMD is calculated by adding the corrected roll angle ⁇ 2off ) updated in S24, S35, S65, or S74 to the detected roll angle ⁇ (step S84), and the process is terminated.
  • step S81 YES
  • step S82 YES
  • the value of the correction roll angle ⁇ 2off is updated to zero and stored (step S83).
  • the corrected roll angle ⁇ AMD is calculated by adding the roll angle ⁇ 2off to the detected roll angle ⁇ (step S84), and the process is terminated. That is, in the case of an empty vehicle state or a medium load state, the roll angle correction is not substantially executed, and the detected roll angle ⁇ is provided to the rollover risk determination unit 22 (shown in FIG. 1) as the corrected roll angle ⁇ AMD . .
  • steps S69 and S70 of the process example [2] may be omitted.
  • the process does not proceed to step S73.
  • the value of the correction roll angle ⁇ 2off may be updated to zero and stored.
  • the empty vehicle determination and the intermediate load determination are executed, and in the case of the empty vehicle state and the intermediate load state, the correction roll
  • the value of the angle ⁇ 2off may be updated to zero and stored.
  • FIGS. 19 and 20 ⁇ Examples of Application of Roll Angle Correction Processing Examples [1] to [3] to a Connected Vehicle: FIGS. 19 and 20>
  • the roll angle estimation device 10 can be applied not only to a single vehicle as shown in FIG. 1 but also to a connected vehicle.
  • an application example to a connected vehicle will be described with reference to FIGS. 19 and 20.
  • a vehicle 1 shown in FIG. 19 includes a tractor 100 provided with suspensions 3L and 3R and 5L and 5R in the vicinity of left and right rear wheels 2L and 2R and left and right front wheels 4L and 4R, and a coupler (not shown) and the like for the tractor 100. And the suspensions 7L and 7R are provided in the vicinity of the left and right wheels 6L and 6R, respectively, and the suspensions 3L and 3R are subject to vehicle height adjustment (injection or discharge of air AP by the vehicle height adjustment device 30). ing.
  • the displacement detection unit 11L and the pressure measurement unit 12L in the roll angle estimation device 10 similar to FIG. 1 are connected to the suspension 3L, and the displacement detection unit 11R and the pressure measurement unit 12R are connected to the suspension 3R.
  • the processing unit 13 in the roll angle estimation device 10 is not performing vehicle height adjustment by the above-described first estimation method and second estimation method, similarly to the unconnected vehicle shown in FIG. 1.
  • the corrected roll angle ⁇ 2es and the corrected roll angle ⁇ AMD can be calculated.
  • K ⁇ 3 in the above equation (29) is a known fixed roll stiffness coefficient common to the suspensions 7L and 7R determined by the design conditions and the like.
  • Equation (30) can be expressed by the following equation (32) using a coefficient K * ⁇ 1 defined as shown in the following equation (31).
  • the roll stiffness coefficient K ⁇ 13 is obtained from the roll moments M x2a and M x2b and the roll angles ⁇ 2a and ⁇ 2b at the start and end of the vehicle height adjustment, as in the case of the single vehicle (equation (7)). be able to.
  • said Formula (33) can be represented by the following formula
  • the processing unit 13 determines the roll angle ⁇ 2es when the vehicle height adjustment is not executed, the roll moments M x2a and M x2b due to the suspensions 3L and 3R at the first time point and the second time point, and the first time point and the first time point. 2 using the roll angles ⁇ 2a , ⁇ 2b , the tread length trd, and the primary coefficient a in the above equation (17), the corrected roll angle ⁇ 2off , and the corrected roll angle ⁇ AMD can be calculated. That is, the roll angle ⁇ 2es when the vehicle height adjustment is not executed can be estimated by the first estimation method described above, and the corrected roll angle ⁇ 2off and the corrected roll angle ⁇ AMD can be calculated.
  • the roll moment M x2 and the roll angle ⁇ 2 at one time point, and the roll stiffness coefficient K ⁇ 13def or K ⁇ 13new stored before obtaining these detected values are also possible. It is also possible to calculate the roll angle ⁇ 2es using That is, also by the above-described second estimation method, it is possible to estimate the roll angle ⁇ 2es when the vehicle height adjustment is not executed and calculate the corrected roll angle ⁇ 2off and the corrected roll angle ⁇ AMD .
  • the processing unit 13 executes the processing of steps S1 to S5 in FIG. 8 (the above processing example [1], [2] or [3]) as in the case of the single vehicle, thereby correcting the corrected roll angle.
  • ⁇ AMD can be calculated.
  • the roll angle ⁇ 2es is calculated only at the start of the vehicle height adjustment, but at other points in time during the vehicle height adjustment (for example, predetermined from the start of the vehicle height adjustment).
  • the roll angle ⁇ 2es may be calculated at a later time).
  • the combination of the two time points in the processing example [2] is not limited to the time when the vehicle height adjustment is started and the time when the vehicle height adjustment is finished.
  • the time point may be after the start of the vehicle height adjustment (including during adjustment, at the end and after the end, but not at the start), and the first time point is being adjusted in the vehicle height (including the start time but not at the end)
  • the second time point may be after the first time point (including during adjustment and after completion).
  • steps S39 to S41 may be omitted.
  • steps S68 to S71 may be omitted.
  • step S81 and step S82 may be omitted.
  • step S4 Whether or not the spring characteristic is within the linear approximation range is not included in the control flag setting process, and in the vehicle height adjustment mode setting process (step S4), before the roll rigidity coefficient K ⁇ 13 is updated or the corrected roll angle ⁇
  • the update process may be performed at an arbitrary timing before the 2off update process, and the update process may be prohibited when the spring characteristics are out of the linear approximation range.
  • the roll angle estimation device 10 may notify the driver of the calculated roll angle ⁇ 2es in a state that is visible to the driver every time the roll angle ⁇ 2es when the vehicle height adjustment is not executed is calculated.
  • a display unit may be provided in front of the driver's seat in the passenger compartment, and the calculated roll angle ⁇ 2es may be displayed on the display unit in a predetermined display mode.
  • Preset display mode may be a numerical display of the roll angle phi 2ES, state changes in accordance with the value of the roll angle phi 2ES (e.g. stretching, moving, discoloration, etc.), or the like to the indicator.
  • the present invention is widely applicable to vehicles equipped with an air suspension.

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  • Vehicle Body Suspensions (AREA)

Abstract

Quand l'une des caractéristiques de déplacement de charge (caractéristiques de ressort) de suspensions droite et gauche ne s'inscrit pas dans une plage où l'approximation linéaire est possible, il est déterminé que les mises à jour sont interdites. Lorsqu'il est déterminé que les mises à jour ne sont pas interdites, un angle de roulis de correction (φ2off) qui a été obtenu est mis à jour et mémorisé. Lorsqu'il est déterminé que les mises à jour sont interdites, l'angle de roulis de correction (φ2off) n'est pas mis à jour.
PCT/JP2012/075837 2011-10-06 2012-10-04 Procédé et dispositif permettant d'évaluer l'angle de roulis d'un véhicule Ceased WO2013051663A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008149607A1 (fr) * 2007-06-08 2008-12-11 Isuzu Motors Limited Dispositif de prévention de renversement d'un véhicule
JP2008307942A (ja) * 2007-06-12 2008-12-25 Isuzu Motors Ltd 車両のロール角推定方法及び装置
JP2009227265A (ja) * 2007-12-07 2009-10-08 Isuzu Motors Ltd 車両のロール角推定方法及び装置
JP2011240792A (ja) * 2010-05-18 2011-12-01 Isuzu Motors Ltd 車両のエアサスペンションのバネ特性の補正方法及び補正装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008149607A1 (fr) * 2007-06-08 2008-12-11 Isuzu Motors Limited Dispositif de prévention de renversement d'un véhicule
JP2008307942A (ja) * 2007-06-12 2008-12-25 Isuzu Motors Ltd 車両のロール角推定方法及び装置
JP2009227265A (ja) * 2007-12-07 2009-10-08 Isuzu Motors Ltd 車両のロール角推定方法及び装置
JP2011240792A (ja) * 2010-05-18 2011-12-01 Isuzu Motors Ltd 車両のエアサスペンションのバネ特性の補正方法及び補正装置

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