Toyota Jidosha Kabushiki Kaisha

Aisin Seiki Kabushiki Kaisha

Yuichi Mizuta

Yanqing Liu

Motohiko Honma

Masaaki Tabata

Jin Hozumi

Wataru Tanaka

Taisuke Hayashi

Mitsuhiro Tsumano

Takashi Kurokochi

Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount. The target control amount and the variable control amount for attitude control are calculated, a post-correction basic control amount, which is nearer to the target control amount for attitude control than the basic control amount, is calculated, and the total of the post-correction basic control amount and the variable control amount is set as the final target control amount, thereby excellently achieving both the suppression of attitude changes and an increase in riding comfort.

Damping force control device for vehicle

A control mode for a damping force characteristic is set to be a variable control when a product of the sum x' of sprung member speeds and a sprung-member-unsprung-member-relative-speed x&#x2032; is positive. Accordingly, when the vibration in a middle/high frequency range is not being input to a suspension apparatus, an operation of a variable throttle mechanism is controlled so that a step number representing the damping force characteristic of a damper varies with a vibration state of a sprung member HA based on a Nonlinear Hcontrol theory. When the product of x&#x2032; and x&#x2032; is negative, the control mode is set to be an operation prohibiting control. When the vibration in the middle/high frequency range is input to the suspension apparatus, operation of the variable throttle mechanism is prohibited, and suppresses an increase in the operation frequency or in the operation amount of the variable throttle mechanism.

Damping force control apparatus

A target roll angle of the vehicle is computed based on an actual lateral acceleration at the centroid of the vehicle, and the lateral acceleration of the vehicle at the centroid is corrected by use of lateral acceleration correction amounts based on a yaw rate of the vehicle, whereby the lateral accelerations of the vehicle at the front wheel position and the rear wheel position are computed. Subsequently, target anti-roll moments at the front wheel position and the rear wheel position are computed based on the target roll angle and the accelerations of the vehicle at the front wheel position and the rear wheel position, and active stabilizer apparatuses of the front and rear wheels are controlled based on these target anti-roll moments.

Roll rigidity controller of vehicle

A roll stiffness control apparatus of a vehicle, which includes a controller that estimates a remaining capacity of front wheels to generate a lateral force and a remaining capacity of rear wheels to generate a lateral force, and that sets a roll stiffness distribution ratio between the front wheels and the rear wheels so as to reduce a difference between the remaining capacity of the front wheels to generate a lateral force and the remaining capacity of the rear wheels to generate a lateral force.

Roll stiffness control apparatus of vehicle

A suspension ECUcalculates a target characteristic changing coefficient a_new for changing a target characteristic, which is represented by a quadratic function, by use of the maximum actual roll angle &#x3a6;_max generated in a vehicle body during the current turning state and a turning pitch angle &#x398;_fy_max which is a fraction of an actual pitch angle &#x398; generated as a result of turning, and changes the target characteristic by use of the coefficient a_new. Subsequently, the suspension ECUcalculates the difference &#x394;&#x398; between the actual pitch angle &#x398; and a target pitch angle &#x398;h corresponding to the actual roll angle &#x3a6; on the basis of the changed target characteristic, and calculates a total demanded damping force F to be cooperatively generated by the shock absorbers so as to reduce the difference &#x394;&#x398; to zero. Furthermore, in proportion to the magnitude of a lateral acceleration Gl, the suspension ECUdistributes the total demanded damping force F into a demanded damping force Fi on the turning-locus inner side and a demanded damping force Fo on the turning-locus outer side.

Vehicular damping force control device

When the side acceleration acting upon a vehicle body is comparatively small, the roll rigidities of a front wheel suspension device and a rear wheel suspension device are mainly controlled based upon their roll angles; while, when this side acceleration is comparatively large, the roll rigidities of the front wheel suspension device and the rear wheel suspension device are mainly controlled based upon the correlation between the roll rigidity of the front wheel suspension and the roll rigidity of the rear wheel suspension device.

Growing community of inventors

Sunto-gun, Japan

Yuichi Mizuta