Suspension control device and vibration control mechanism control unit

Abstract

The present invention provides a suspension control device and a vibration control mechanism control unit that can appropriately control the vibration control mechanism when a vehicle avoids contact with an obstacle. [Solution] The vehicle controller 14 receives information about the obstacle 101 from the external environment recognition sensor 13, determines whether an emergency avoidance maneuver is necessary to prevent the vehicle 1 from contacting the obstacle 101, and controls the motion state of the vehicle 1 if an emergency avoidance maneuver is necessary. The controller 21 controls the shock absorbers 7 and 10. The controller 21 controls the operation of the shock absorbers 7 and 10 according to the signal output by the vehicle controller 14. That is, the controller 21 controls the operation of the shock absorbers 7 and 10 according to the turning instruction signal or braking instruction signal for the vehicle 1 output by the vehicle controller 14.

Description

Technical Field

[0001] The present disclosure relates to a suspension control device and a vibration control mechanism control unit that are mounted on a vehicle such as an automobile and control a vibration control mechanism such as a damping force adjustable shock absorber.

Background Art

[0002] For example, Patent Document 1 describes an obstacle avoidance control device for a vehicle that increases roll stiffness when avoiding an obstacle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The obstacle avoidance control device of Patent Document 1 increases roll stiffness by a turning performance improvement control when avoiding an obstacle. However, this conventional technique cannot handle the case where the vehicle is stopped with respect to an obstacle. For this reason, when the vehicle stops so as not to collide with an obstacle, it may not be possible to appropriately control the suspension (vibration control mechanism) (for example, generate an appropriate damping force).

[0005] One object of the present invention is to provide a suspension control device and a vibration control mechanism control unit that can appropriately control a vibration control mechanism when a vehicle avoids contact with an obstacle.

Means for Solving the Problems

[0006] The present invention preferably relates to a suspension control device mounted on a vehicle traveling on a road surface, wherein the vehicle includes: a vibration control mechanism provided between the vehicle body and the wheels and controlling the relative movement between the vehicle body and the wheels; an obstacle detection unit provided on the vehicle and detecting obstacles in the direction of travel of the vehicle; a vehicle control unit provided on the vehicle and receiving obstacle information detected by the obstacle detection unit, determining whether an emergency avoidance action is necessary to prevent the vehicle from coming into contact with the obstacle, and outputting a signal to control the vehicle's motion if such an emergency avoidance action is necessary; and the suspension control device further includes a vibration control mechanism control unit that controls the operation of the vibration control mechanism in response to a turning instruction signal or braking instruction signal of the vehicle output by the vehicle control unit.

[0007] Furthermore, the present invention preferably relates to a suspension control device mounted on a vehicle traveling on a road surface, wherein the vehicle includes: a vibration control mechanism provided between the vehicle body and the wheels and controlling the relative movement between the vehicle body and the wheels; an obstacle detection unit provided on the vehicle and detecting obstacles in the direction of travel of the vehicle; and a vehicle control unit provided on the vehicle and receiving obstacle information detected by the obstacle detection unit, which outputs a signal to the driver of the vehicle to perform a warning operation if it determines that the vehicle will come into contact with the obstacle within a first predetermined time, and outputs a signal to control the vehicle's motion state and perform an emergency avoidance operation to avoid contact with the obstacle if it determines that the vehicle will come into contact with the obstacle within a second predetermined time shorter than the first predetermined time, and the suspension control device further includes a vibration control mechanism control unit that controls the operation of the vibration control mechanism in response to a warning instruction signal output by the vehicle control unit, a turning instruction signal for the vehicle, or a braking instruction signal.

[0008] Furthermore, the present invention preferably relates to a vibration control mechanism control unit mounted on a vehicle traveling on a road surface and controlling a vibration control mechanism provided between the vehicle body and the wheels of the vehicle, the unit receiving information about obstacles from an obstacle detection unit that detects obstacles in the direction of travel of the vehicle, determining whether an emergency avoidance action is necessary to prevent the vehicle from coming into contact with the obstacle, and if such an emergency avoidance action is necessary, receiving a turning instruction signal or a braking instruction signal from a vehicle control unit that controls the vehicle's motion state, and controlling the operation of the vibration control mechanism in accordance with the turning instruction signal or the braking instruction signal.

[0009] Furthermore, the present invention preferably relates to a vibration control mechanism control unit mounted on a vehicle traveling on a road surface and controlling a vibration control mechanism provided between the vehicle body and the wheels of the vehicle, the control unit receiving information about an obstacle from an obstacle detection unit that detects an obstacle in the direction of travel of the vehicle, and if it determines that the vehicle will come into contact with the obstacle within a first predetermined time, it outputs a warning instruction signal, and if it determines that the vehicle will come into contact with the obstacle within a second predetermined time shorter than the first predetermined time, it outputs a turning instruction signal or a braking instruction signal to control the motion state of the vehicle, and the control unit receiving the warning instruction signal, the turning instruction signal or the braking instruction signal from a vehicle control unit, and controlling the operation of the vibration control mechanism in accordance with the warning instruction signal, the turning instruction signal or the braking instruction signal. [Effects of the Invention]

[0010] According to the present invention, the vibration control mechanism can be appropriately controlled when a vehicle avoids contact with an obstacle. [Brief explanation of the drawing]

[0011] [Figure 1] This is a right side view showing a four-wheeled vehicle equipped with a suspension control device (vibration control mechanism, vibration control mechanism control unit) according to an embodiment. [Figure 2] This is a block diagram showing the obstacle detection unit, vehicle control unit, vibration control mechanism control unit, vibration control mechanism, etc. in Figure 1. [Figure 3] This is a flowchart showing the process (obstacle avoidance control) performed in the vehicle control unit shown in Figure 1. [Figure 4] Figure 1 is a flowchart showing the processing (obstacle response control) performed in the vibration control mechanism control unit. [Figure 5] This is an explanatory diagram (plan view) showing an example of a vehicle's evasive maneuver (stop avoidance, turning avoidance). [Figure 6] This is an explanatory diagram showing an example of damping force during evasive maneuvers (stopping, turning left, and turning right). [Figure 7] This flowchart shows the processing (warning and obstacle avoidance control) performed by the vehicle control unit in a modified configuration. [Figure 8] This flowchart shows the processing (warning and obstacle response control) performed in the vibration control mechanism control unit using a modified example. [Figure 9] This is an explanatory diagram showing an example of damping force during warning operation, presented as a table. [Modes for carrying out the invention]

[0012] The following describes the suspension control device (vibration control mechanism, vibration control mechanism control unit) according to the embodiments and modifications, using the example of its use in an automobile (more specifically, a four-wheeled automobile) as a vehicle, with reference to the attached drawings. Note that each step in the flowcharts shown in Figures 3, 4, 7, and 8 will be denoted as "S" (for example, step 1 = "S1").

[0013] Figures 1 to 6 show embodiments. In Figure 1, a total of four wheels 3, 4 are provided on the underside of the body 2 that constitutes the body of a vehicle 1, which is an automobile, for example, left and right front wheels 3 (only the right front wheel 3 is shown) and left and right rear wheels 4 (only the right rear wheel 4 is shown). Between the left and right front wheels 3 and the body 2, a front wheel suspension 5 (hereinafter referred to as the front wheel suspension 5) is interposed. The front wheel suspension 5 includes a suspension spring 6 (hereinafter referred to as the spring 6) and a damping force adjustable shock absorber 7 (hereinafter referred to as the shock absorber 7) provided in parallel with the spring 6.

[0014] Between the left and right rear wheels 4 and the vehicle body 2, suspension devices 8 on the rear wheel side (hereinafter referred to as rear wheel suspension devices 8) are respectively interposed and provided. The rear wheel suspension device 8 includes a suspension spring 9 (hereinafter referred to as spring 9) and a damping force adjustable shock absorber 10 (hereinafter referred to as shock absorber 10) provided in parallel with the spring 9. The shock absorbers 7 and 10 are constituted by, for example, semi-active dampers which are hydraulic cylinder devices (damping force variable shock absorbers) capable of adjusting the damping force. That is, the vehicle 1 is equipped with a semi-active suspension system using damping force variable shock absorbers.

[0015] Here, the shock absorbers 7 and 10 are force generating mechanisms provided between the vehicle body 2 of the vehicle 1 and the wheels 3 and 4. More specifically, the shock absorbers 7 and 10 are damping force variable type damping force generating devices (damping force variable type shock absorbers). The shock absorbers 7 and 10 correspond to vibration control mechanisms for controlling the relative movement between the vehicle body 2 and the wheels 3 and 4. As shown in FIGS. 1 and 2, the characteristics of the generated damping force (damping force characteristics) of the shock absorbers 7 and 10 are variably controlled by a suspension controller

[21] (hereinafter referred to as controller

[21] ) as a vibration control mechanism control unit described later.

[0016] For this purpose, an actuator (not shown) composed of a damping force adjustment valve, a solenoid, etc. is attached to the shock absorbers 7 and 10 in order to continuously (or in multiple steps) adjust the damping force characteristics from hard characteristics to soft characteristics. The shock absorbers 7 and 10 are variably adjusted in terms of damping force characteristics according to the command current (control signal) supplied from the controller

[21] to the actuator.

[0017] Furthermore, conventionally known structures such as a pressure control method that controls the pilot pressure of the damping force generating valve and a flow rate control method that controls the passage area can be used as damping force adjustment valves. Also, the shock absorbers 7 and 10 only need to be able to adjust the damping force continuously (or in multiple stages), and may be force generating mechanisms (vibration control mechanisms) such as pneumatic dampers, electromagnetic dampers, electro-viscous fluid dampers (ER dampers), and magnetic fluid dampers. In addition, the shock absorbers 7 and 10 may be air dampers (air suspension) using air springs, hydraulic dampers with hydraulic cylinders on the front, rear, left, and right sides connected by piping, and force generating mechanisms (vibration control mechanisms) such as stabilizers that apply force to the movement of the left and right wheels.

[0018] Furthermore, the shock absorbers 7 and 10 may also be fully active dampers composed of a force generating mechanism (vibration control mechanism) capable of generating thrust, i.e., a hydraulic actuator, an electric actuator, or a pneumatic actuator. In other words, the vehicle 1 may be equipped with a fully active suspension system using fully active dampers. That is, the shock absorbers 7 and 10 are force generating mechanisms (vibration control mechanisms) capable of adjusting the force generated between the vehicle body 2 and the wheels 3 and 4 of the vehicle 1, and various force generating mechanisms (vibration control mechanisms) such as variable damping hydraulic dampers, electroviscous fluid dampers, pneumatic dampers, electromagnetic dampers, hydraulic actuators, electric actuators, and pneumatic actuators can be employed.

[0019] As shown in FIG. 2, a controller 21 that controls shock absorbers 7 and 10 is connected to various sensors 11 provided in the vehicle 1. The sensor 11 is a vehicle state detection device that detects the state of the vehicle 1. In the vehicle 1, as the sensor 11, for example, a vehicle speed sensor that detects the vehicle speed, a steering angle sensor that detects the steering angle of the steering device, and a sprung acceleration sensor that detects the vertical acceleration (sprung vertical G) of the vehicle body 2 above the spring are provided. That is, the sensor 11 corresponds to various sensors such as a vehicle speed sensor, a sprung acceleration sensor, and a steering angle sensor. The sensor 11 outputs a signal (detection signal) corresponding to the detected state quantity (vehicle speed, steering angle, sprung vertical G) to the controller 21. In this case, the signal (detection signal) of the sensor 11 is output to the controller 21 via a communication line (CAN) such as in-vehicle LAN communication.

[0020] The controller 21 controls the shock absorbers 7 and 10. The controller 21 is a control device including a microcomputer, a power supply circuit, and a drive circuit, and is also called an ECU (Electronic Control Unit). The controller 21 is a control device for the suspension system, that is, an ECU for suspension (ECU for shock absorber). The controller 21 controls (adjusts the damping force) the shock absorbers 7 and 10 based on the sensor information detected by the sensor 11 and the like.

[0021] For this purpose, the input side of the controller 21 is connected to the sensor 11. Signals corresponding to the vehicle speed detected by the vehicle speed sensor, the vertical acceleration above the spring (sprung vertical G) detected by the sprung acceleration sensor, and the steering angle of the steering device detected by the steering angle sensor are input to the controller 21. On the other hand, the output side of the controller 21 is connected to the shock absorbers 7 and 10 which are control dampers. The controller 21 outputs a control signal (command current) to the actuator of the shock absorbers 7 and 10 (for example, a solenoid that adjusts the opening pressure of the damping force adjustment valve).

[0022] The controller 21 includes a control unit that performs calculations such as a CPU (processing unit), and a storage unit that consists of memory such as ROM, RAM, and non-volatile memory. The storage unit (memory) of the controller 21 stores a processing program that calculates (estimates) the vehicle state (vehicle motion, vehicle behavior) from the information (detection signals) of the sensors 11 (e.g., vehicle speed sensor, sprung mass acceleration sensor, steering angle sensor). More specifically, the storage unit (memory) of the controller 21 stores a processing program that calculates (estimates) the sprung mass velocity and relative velocity (stroke velocity) at the position of each shock absorber 7, 10 from the information (detection signals) of the sensors 11.

[0023] Furthermore, the memory of the controller 21 also stores a processing program that calculates the damping force that should be generated by the shock absorbers 7 and 10 from the sprung mass velocity and relative velocity (stroke velocity) at the position of each shock absorber 7 and 10, and a processing program that outputs a control signal corresponding to the damping force that should be generated. As the control law (control law for ride comfort, control law for handling stability) for calculating the damping force of the shock absorbers 7 and 10, for example, the skyhook control law, the BLQ control law (bilinear optimal control law), or the H∞ control law can be used.

[0024] The controller 21, for example, increases the damping force of the shock absorbers 7 and 10 when it wants to decelerate the motion (behavior) of the vehicle body 2, which is the sprung mass, by the damping force of the shock absorbers 7 and 10, and suppresses the damping force of the shock absorbers 7 and 10 when it wants to accelerate the motion (behavior) of the vehicle body 2, which is the sprung mass, by the damping force of the shock absorbers 7 and 10. The shock absorbers 7 and 10, which are variable damping dampers, have the function of suppressing vibrations of the vehicle body 2 by appropriately dampening the vertical movement of each wheel 3 and 4 by varying the damping force.

[0025] Furthermore, Vehicle 1 is equipped with an autonomous driving / advanced driver assistance system 12 (hereinafter referred to as AD / ADAS 12). AD / ADAS 12 is a system that uses sensors to recognize the conditions around Vehicle 1 to autonomously drive Vehicle 1 and / or assist the driver's driving. AD / ADAS 12 comprises an external environment recognition sensor 13 that recognizes the conditions around Vehicle 1, and an autonomous driving / advanced driver assistance controller 14 (hereinafter referred to as Vehicle Controller 14) which acts as a vehicle control unit that controls the motion state of Vehicle 1 based on the information detected by the external environment recognition sensor 13 (external information: information about the surroundings of Vehicle 1).

[0026] The external environment recognition sensor 13, which is an external environment recognition device, corresponds to an obstacle detection unit that detects obstacles 101 (Figure 5) in the direction of travel of the vehicle 1. The external environment recognition sensor 13 measures the position of objects around the vehicle 1 (for example, the position of obstacles 101). The external environment recognition sensor 13 can use, for example, cameras such as stereo cameras and single cameras (for example, digital cameras), and / or radars such as laser radar, infrared radar, and millimeter-wave radar (for example, light-emitting elements such as semiconductor lasers and photodetectors that receive them), LiDAR, and sonar. The external environment recognition sensor 13 outputs the detected sensor information (external environment information) to the vehicle controller 14.

[0027] Furthermore, the external environment recognition sensor 13 is not limited to cameras, radar, lidar, or sonar; various sensors (detection devices, measuring devices, radio wave detectors) capable of recognizing (detecting) the external environment surrounding the vehicle 1 can be used. The external environment recognition sensor 13 can be installed, for example, on the upper part of the windshield of the vehicle 1, on the front bumper of the vehicle 1, or the like.

[0028] The vehicle controller 14 is connected to the external environment recognition sensor 13. The vehicle controller 14 controls, for example, a braking system that applies braking force to the vehicle 1, a drive system such as an engine, transmission, and electric motor that drives the vehicle 1, and a steering system that steers the vehicle 1's steering wheels (for example, the front wheels 3). The vehicle controller 14 is a control device that includes a microcomputer and is also called an ECU (Electronic Control Unit). The vehicle controller 14 is a control device for autonomous driving / advanced driver assistance systems, i.e., an AD / ADAS ECU (vehicle control ECU).

[0029] The vehicle controller 14 includes a control unit that performs calculations such as a CPU (processing unit), and a storage unit that consists of memory such as ROM, RAM, and non-volatile memory. The storage unit (memory) of the vehicle controller 14 stores processing programs that perform automatic driving control and / or driving assistance control of the vehicle 1. Based on information from the external environment recognition sensor 13 (external information: information about the surroundings of the vehicle 1), driver information (operation information), etc., the vehicle controller 14 performs braking control, acceleration control (engine torque control), and steering control of the vehicle 1.

[0030] For example, if the vehicle controller 14 determines that it is necessary to brake the vehicle 1 based on external information from the external environment recognition sensor 13, driver operation information, etc., it outputs a braking instruction signal (brake instruction signal) to the vehicle 1's braking system. As a result, the braking system operates and the vehicle 1 decelerates. If the vehicle controller 14 determines that it is necessary to accelerate the vehicle 1 based on external information from the external environment recognition sensor 13, driver operation information, etc., it outputs an acceleration instruction signal (e.g., engine torque instruction signal) to the vehicle 1's drive system (e.g., engine). As a result, the drive system operates and the vehicle 1 accelerates. If the vehicle controller 14 determines that it is necessary to turn (steer) the vehicle 1 based on external information from the external environment recognition sensor 13, driver operation information, etc., it outputs a turning instruction signal to the vehicle 1's steering system. As a result, the steering system operates and the vehicle 1 turns (steers).

[0031] Figure 5 shows a specific example of vehicle control when vehicle 1 avoids an obstacle 101. As shown in Figure 5, there are two methods to prevent collision with an obstacle 101 such as a person, object, or vehicle: "avoidance by stopping vehicle 1 (stop avoidance)" and "avoidance by turning (steering) (turn avoidance)". That is, the vehicle controller 14 determines whether an emergency avoidance action is necessary to prevent vehicle 1 from coming into contact with the obstacle 101, based on the information from the external environment recognition sensor 13 (external information). For example, the vehicle controller 14 determines whether it is possible for vehicle 1 to stop before coming into contact with the obstacle 101.

[0032] If the vehicle controller 14 determines that it is possible for vehicle 1 to stop before contacting obstacle 101, it outputs a braking instruction signal to the vehicle's braking system. This causes the braking system to activate, allowing vehicle 1 to stop before contacting obstacle 101. Conversely, if the vehicle controller 14 determines that it is not possible for vehicle 1 to stop before contacting obstacle 101, it outputs a turning instruction signal to the vehicle's steering system. This causes the steering system to activate, allowing vehicle 1 to turn (steer) to avoid obstacle 101.

[0033] In the illustrated example, the external environment recognition sensor 13 and the vehicle controller 14 are separate components. However, the system is not limited to this configuration, and the external environment recognition sensor 13 and the vehicle controller 14 may be integrated into a single unit. That is, the AD / ADAS 12, which integrates the external environment recognition sensor 13 and the vehicle controller 14, may be configured to output turning instruction signals, acceleration instruction signals (engine torque instruction signals), and braking instruction signals (stop instruction signals). In other words, the external environment recognition device (stereo camera, millimeter-wave radar, LiDAR, etc.) which includes the vehicle controller may output turning instruction signals and braking instruction signals.

[0034] Incidentally, the obstacle avoidance control device described in Patent Document 1 increases roll stiffness by controlling turning ability during obstacle avoidance. However, this conventional technology does not address the case where the vehicle is stopped in response to an obstacle. Therefore, when the vehicle stops in order to avoid collision with an obstacle, it may not be possible to properly control the suspension (vibration control mechanism) (for example, to generate an appropriate damping force).

[0035] Therefore, in this embodiment, the control of the suspension (vibration control mechanism) is changed depending on whether the obstacle is avoided primarily by steering (turning, steering) or primarily by braking. As a result, the suspension (vibration control mechanism) can be optimally controlled in both situations, i.e., whether the obstacle is avoided by steering (turning, steering) or by braking.

[0036] In other words, the suspension control system allows the driver to select between a "ride comfort priority mode" or a "handling stability priority mode" using, for example, a mode switch. When the "handling stability priority mode" is selected, the vehicle's behavior can be suppressed. However, conventional technology uses the same mode even when avoiding hazards, leaving room for further improvement in handling stability. Specifically, when avoiding hazards such as people, animals, objects, bicycles, motorcycles, and automobiles (passenger cars, trucks, and buses) suddenly appearing, the system is in a predetermined mode, which means there are situations where even greater handling stability is needed.

[0037] Therefore, in this embodiment, information is gathered from sensors such as cameras and radar, as well as from the driver's line of sight, to determine whether it is necessary to improve handling stability. Based on this, the suspension characteristics are controlled to be suitable for avoiding obstacles without requiring a mode switch to be turned. In other words, the suspension control is varied depending on whether the vehicle is to turn or stop in relation to an obstacle. This further improves handling stability.

[0038] In this embodiment, when an obstacle is detected, the suspension characteristics are controlled to suit the avoidance of that obstacle. Specifically, based on obstacle detection information from external recognition sensors such as cameras and radar and / or from the driver's line of sight, the suspension characteristics are changed to suit the avoidance of the obstacle at that time. More specifically, emergency operation information is obtained from a system that determines the possibility of contact with an obstacle using cameras, radar, vehicle-to-vehicle communication, and vehicle-to-infrastructure communication, and the suspension control parameters are appropriately changed based on that information.

[0039] This enables optimal suspension control for the given situation, that is, suspension control suitable for the vehicle's current control (e.g., stopping or turning), allowing for more stable stopping and turning (steering). As a result, handling stability and safety can be further improved. These points will be explained in detail below.

[0040] As shown in Figures 1 and 2, vehicle 1 is equipped with AD / ADAS 12. AD / ADAS 12 is an automated driving system or advanced driver assistance system that controls vehicle 1 to prevent it from coming into contact with an obstacle 101 (emergency avoidance control). AD / ADAS 12 includes, for example, an external environment recognition sensor 13 which acts as an obstacle detection unit, and a vehicle controller 14 which acts as a vehicle control unit.

[0041] As shown in Figure 2, the vehicle controller 14 receives information from the external environment recognition sensor 13 (sensor information, i.e., external environment information). In other words, the vehicle controller 14 receives obstacle information detected by the external environment recognition sensor 13. Based on the information from the external environment recognition sensor 13 (external environment information, obstacle information), the vehicle controller 14 determines and calculates the presence or absence of obstacles 101 around the vehicle 1, the distance between the vehicle 1 and the obstacles, and determines whether an emergency avoidance maneuver is necessary to prevent the vehicle 1 from coming into contact with the obstacles 101.

[0042] If the vehicle controller 14 determines that an emergency avoidance maneuver is necessary, it outputs a command to avoid contact between the vehicle 1 and the obstacle 101. In this case, for example, if the vehicle controller 14 determines that it is possible for the vehicle 1 to stop before contacting the obstacle 101, it outputs a braking instruction signal, which is a command to stop the vehicle 1. The braking instruction signal output from the vehicle controller 14 is input to a controller (not shown) that controls the braking system of the vehicle 1. The braking instruction signal is also input to a controller 21 that controls the shock absorbers 7 and 10.

[0043] Furthermore, for example, if the vehicle controller 14 determines that it is not possible for vehicle 1 to stop before contacting obstacle 101, it outputs a turning instruction signal, which is a command to turn (steer) vehicle 1. The turning instruction signal output from the vehicle controller 14 is input to a controller (not shown) that controls the steering device of vehicle 1. The turning instruction signal is also input to a controller 21 that controls the shock absorbers 7 and 10.

[0044] Furthermore, as shown in Figures 1 and 2, the vehicle 1 is equipped with shock absorbers 7 and 10 and a controller 21 that controls these shock absorbers 7 and 10. As shown in Figure 2, information from sensors 11 is input to the controller 21. Sensors 11 correspond to, for example, a vehicle speed sensor, a steering angle sensor, and a sprung mass acceleration sensor. Specifically, the controller 21 receives signals corresponding to the vehicle speed detected by sensors 11 (vehicle speed information), signals corresponding to the vertical acceleration of the vehicle body 2 (vehicle body vertical G information), and signals corresponding to the steering angle of the steering device (steering information). The controller 21 also receives information from the vehicle controller 14 (turning instruction signals and braking instruction signals). Specifically, the controller 21 receives information from the vehicle controller 14 (turning instruction signals and braking instruction signals).

[0045] The controller 21 comprises a semi-active control unit 21A, an obstacle response control unit 21B, and a switch unit 21C. The semi-active control unit 21A receives information from the sensor 11 (vehicle speed information, steering angle information, and vehicle vertical G-force information). The semi-active control unit 21A controls the damping force of the shock absorbers 7 and 10 based on the information from the sensor 11 (vehicle speed information, steering angle information, and vehicle vertical G-force information). The semi-active control unit 21A calculates the damping force of the shock absorbers 7 and 10 using, for example, the skyhook control law, the BLQ control law (bilinear optimal control law), or the H∞ control law. The semi-active control unit 21A outputs a command to the switch unit 21C to generate the calculated damping force in the shock absorbers 7 and 10.

[0046] The obstacle detection control unit 21B receives information from the sensor 11 (vehicle speed information, steering angle information, vehicle vertical G information). The obstacle detection control unit 21B also receives information from the vehicle controller 14, specifically emergency avoidance operation information (braking instruction signal, turning instruction signal). Based on the information from the sensor 11 and the vehicle controller 14, the obstacle detection control unit 21B controls the damping force of the shock absorbers 7 and 10. In this case, the obstacle detection control unit 21B controls the damping force of the shock absorbers 7 and 10 as shown in Figure 6. Specifically, the obstacle detection control unit 21B operates the shock absorbers 7 and 10 as shown in Figure 6, based on the avoidance operation information (braking instruction signal, turning instruction signal) from the vehicle controller 14 and the steering angle information (left turn, right turn) from the sensor 11.

[0047] For example, if the evasive action information is a braking instruction signal, the damping force of the shock absorbers 7 on the left and right front wheels 3 is set to "compression hard," and the damping force of the shock absorbers 10 on the left and right rear wheels 4 is set to "extension hard." Note that "stop" in Figure 6 refers to stopping when the vehicle 1 is moving forward. Although not shown in the illustration, if the vehicle 1 is moving backward, for example, the damping force of the shock absorbers 7 on the left and right front wheels 3 can be set to "extension hard," and the damping force of the shock absorbers 10 on the left and right rear wheels 4 can be set to "compression hard." In contrast, if the evasive action information is a turning instruction signal and the steering angle information is a left turn, the damping force of the shock absorbers on the left side wheels (left front wheel and left rear wheel) is set to "extension hard," and the damping force of the shock absorbers 10 on the right side wheels (right front wheel 3 and right rear wheel 4) is set to "compression hard." Furthermore, if the avoidance action information is a turning instruction signal and the steering angle information is a right turn, the damping force of the shock absorbers on the left wheels (left front wheel and left rear wheel) is set to "compression hard," and the damping force of the shock absorbers 10 on the right wheels (right front wheel 3 and right rear wheel 4) is set to "extension hard."

[0048] Thus, the damping force control by the obstacle response control unit 21B has different commands for damping force to the shock absorbers 7 and 10 depending on whether it is for stop avoidance or turn avoidance. Furthermore, the damping force of the shock absorbers 7 and 10, i.e., the damping force of the variable damping damper, is determined by the movement of the shock absorbers 7 and 10 (sprung mass, unsprung mass) and the amount of the actuator command at that time. Figure 6 shows the approximate damping force. Here, in stop avoidance, vehicle 1 dives. In contrast, in turn avoidance, vehicle 1 rolls. The obstacle response control unit 21B generates damping force in the shock absorbers 7 and 10 to counteract these. That is, since the movement of the shock absorbers 7 and 10 (the damping force to be generated) differs between stop avoidance and turn avoidance, the obstacle response control unit 21B performs control that takes this into account.

[0049] For example, as indicated by the dashed-dot frame in Figure 6, the operation differs between stopping avoidance and turning avoidance (left turn). In shock absorbers 7 and 10, i.e., variable damping dampers, which move extension and compression with a single actuator, it is impossible to generate an appropriate damping force without considering this difference. Therefore, the obstacle response control unit 21B generates damping forces in shock absorbers 7 and 10 that are appropriate for stopping avoidance and turning avoidance (left turn, right turn). That is, the obstacle response control unit 21B calculates the damping force corresponding to the avoidance operation at that time (the damping force corresponding to Figure 6) and outputs a command to the switch unit 21C to generate this calculated damping force in shock absorbers 7 and 10.

[0050] The switch unit 21C receives commands from the semi-active control unit 21A (command signal, control signal, command current), commands from the obstacle response control unit 21B (command signal, control signal, command current), and emergency avoidance operation information from the vehicle controller 14 (braking instruction signal, turning instruction signal). The switch unit 21C switches whether to output commands from the semi-active control unit 21A or commands from the obstacle response control unit 21B to the buffers 7 and 10. In this case, the switch unit 21C switches based on the presence or absence of emergency avoidance operation information (braking instruction signal, turning instruction signal) from the vehicle controller 14.

[0051] Specifically, if no emergency avoidance operation information (braking instruction signal, turning instruction signal) is input from the vehicle controller 14, the switch unit 21C outputs a command from the semi-active control unit 21A to the actuators of the shock absorbers 7 and 10. Conversely, if emergency avoidance operation information (braking instruction signal, turning instruction signal) is input from the vehicle controller 14, the switch unit 21C outputs a command from the obstacle response control unit 21B to the actuators of the shock absorbers 7 and 10. As a result, when the vehicle controller 14 is not performing an emergency avoidance operation on the vehicle 1, the controller 21 can perform normal control of the shock absorbers 7 and 10 (normal steering stability control, normal ride comfort control) using the semi-active control unit 21A.

[0052] In contrast, when the vehicle controller 14 is performing an emergency avoidance maneuver for the vehicle 1, the controller 21 can control the shock absorbers 7 and 10 during the emergency avoidance maneuver via the obstacle response control unit 21B. In this case, as shown in Figure 6, the obstacle response control unit 21B can generate appropriate damping forces in the shock absorbers 7 and 10 according to the respective actions of avoiding stopping, avoiding turning left, and avoiding turning right. Thus, in this embodiment, it is possible to set the suspension to a mode suitable for avoiding stopping and avoiding turning (turning left, turning right), thereby increasing the probability of avoidance action towards the obstacle 101.

[0053] Next, we will explain the flowchart shown in Figure 3. Figure 3 shows the control process (obstacle avoidance control) performed by the vehicle controller 14. The process in Figure 3 is executed repeatedly at a predetermined control cycle.

[0054] The control process shown in Figure 3 is initiated, for example, by supplying power to the vehicle controller 14. In S1, the vehicle controller 14 determines whether or not there is an obstacle 101. That is, the vehicle controller 14 determines the presence or absence of an obstacle 101 around the vehicle 1 (more specifically, in front of the direction of travel and in front of the road) based on information from the external environment recognition sensor 13. If the result in S1 is "NO", that is, if no obstacle 101 is found, the system returns. That is, it returns to the start and repeats the process from S1 onwards.

[0055] In contrast, if the answer in S1 is "YES," meaning that an obstacle 101 is present, the process proceeds to S2. In S2, it is determined whether an emergency avoidance maneuver is necessary. Specifically, the vehicle controller 14 determines whether emergency control of the vehicle 1 to avoid contact between the obstacle 101 and the vehicle 1 (for example, automatic vehicle stop control, automatic vehicle turn control) is necessary, based on the direction and speed of the vehicle 1, the direction and speed of the obstacle 101, the condition of the road, etc. In this case, for example, the vehicle controller 14 can determine this by whether the vehicle 1 will come into contact with the obstacle 101 within a predetermined time. This predetermined time can be set, for example, as the time when collision avoidance control (automatic emergency avoidance maneuver) by AD / ADAS 12 needs to be started (the time it should be started). This predetermined time (i.e., collision avoidance maneuver start time) corresponds, for example, to the second predetermined time in the modified example described later. If the answer in S2 is "NO," meaning that an emergency avoidance maneuver is not necessary (the vehicle 1 will not make contact within the predetermined time), the process returns.

[0056] In response to this, if the answer in S2 is "YES," meaning that an emergency avoidance maneuver is necessary (vehicle 1 will make contact within a predetermined time), the system proceeds to S3. In S3, it is determined whether or not it is possible to stop vehicle 1. That is, based on the direction and speed of vehicle 1, the direction and speed of obstacle 101, the condition of the road, etc., it is determined whether or not it is possible to stop vehicle 1 before it makes contact with obstacle 101. If the answer in S3 is "YES," meaning that it is possible to stop vehicle 1, the system proceeds to S4. In S4, vehicle 1 is controlled to stop. That is, the vehicle controller 14 outputs a braking instruction signal (brake instruction signal) which is a command to stop vehicle 1. For example, the vehicle controller 14 outputs a braking instruction signal to the controller of the vehicle 1's braking system and the controllers 21 of the shock absorbers 7 and 10. The vehicle 1's braking system activates the braking system based on the braking instruction signal from the vehicle controller 14. Once vehicle 1's stopping control has started in S4 (i.e., the braking instruction signal has been output), the system returns.

[0057] If, in S3, the system determines "NO," meaning it is not possible to stop vehicle 1, the system proceeds to S5. In S5, the system performs turning control of vehicle 1. Specifically, the vehicle controller 14 outputs a turning instruction signal, which is a command to turn vehicle 1. For example, the vehicle controller 14 outputs a turning instruction signal to the steering system controller of vehicle 1 and the controllers 21 of the shock absorbers 7 and 10. At this time, the vehicle controller 14 determines whether to turn vehicle 1 to the left or to the right based on the direction and speed of vehicle 1, the direction and speed of obstacle 101, the condition of the road, etc., and outputs a turning instruction signal (left turning instruction signal, right turning instruction signal) according to this determination. The steering system of vehicle 1 activates the braking system based on the turning instruction signal (left turning instruction signal, right turning instruction signal) from the vehicle controller 14. Once the turning control of vehicle 1 has started in S5 (i.e., the turning instruction signal has been output), the system returns.

[0058] Next, we will explain the flowchart shown in Figure 4. Figure 4 shows the control process (obstacle response control) performed by the controller 21 (more specifically, the obstacle response control unit 21B) of the buffers 7 and 10. The process in Figure 4 is executed repeatedly at a predetermined control cycle.

[0059] The control process shown in Figure 4 is initiated, for example, by powering up the controller 21. In S11, the controller 21 (obstacle response control unit 21B) determines whether or not there is a turning instruction signal. That is, the controller 21 determines whether or not it has received a turning instruction signal from the vehicle controller 14. If "YES" is determined in S11, that is, if there is a turning instruction signal, the process proceeds to S12. In S12, the roll control (roll suppression control) of the shock absorbers 7 and 10 is increased. Specifically, as shown in the "left turn" and "right turn" columns of Figure 6, the shock absorbers 7 and 10 generate a damping force to suppress the roll of the vehicle 1 corresponding to the turning direction at that time (left turn, right turn). After increasing the roll control (roll suppression control) of the shock absorbers 7 and 10 in S12, the process returns. That is, the process returns to the start via the return, and the process from S11 onwards is repeated.

[0060] In contrast, if the result in S11 is "NO," meaning there is no turning instruction signal, the process proceeds to S13. In S13, it is determined whether or not there is a braking instruction signal. That is, the controller 21 determines whether or not it has received a braking instruction signal from the vehicle controller 14. If the result in S13 is "YES," meaning there is a braking instruction signal, the process proceeds to S14. In S14, the dive control (dive suppression control) of the shock absorbers 7 and 10 is increased. Specifically, as shown in the "Stop" column of Figure 6, the shock absorbers 7 and 10 generate a damping force to suppress the dive of the vehicle 1.

[0061] If the dive control (dive suppression control) of the shock absorbers 7 and 10 is increased in S14, the system returns. On the other hand, if "NO" is determined in S13, i.e., there is no braking instruction signal, the system returns without going through S14. In other words, if there is no turning instruction signal or braking instruction signal, the obstacle response control unit 21B does not perform control according to these signals, and the semi-active control unit 21A performs normal control, i.e., normal steering stability control and normal ride comfort control.

[0062] In summary, in this embodiment, the suspension control device includes a controller 21 as a vibration control mechanism control unit. The suspension control device is mounted on a vehicle 1 that travels on a road surface. The vehicle 1 includes shock absorbers 7 and 10 as vibration control mechanisms, an external environment recognition sensor 13 as an obstacle detection unit, and a vehicle controller 14 as a vehicle control unit.

[0063] The shock absorbers 7 and 10 are installed between the vehicle body 2 and the wheels 3 and 4 of the vehicle 1. The shock absorbers 7 and 10 control the relative movement between the vehicle body 2 and the wheels 3 and 4. The external environment recognition sensor 13 is installed on the vehicle 1. The external environment recognition sensor 13 detects obstacles 101 in the direction of travel of the vehicle 1. The vehicle controller 14 is installed on the vehicle 1. The vehicle controller 14 receives obstacle information detected by the external environment recognition sensor 13 and determines whether an emergency avoidance action is necessary to prevent the vehicle 1 from coming into contact with the obstacle 101 (stop avoidance, turning avoidance).

[0064] Furthermore, the vehicle controller 14 outputs a signal to control the vehicle's motion state (brakes, steering) if an emergency avoidance maneuver is necessary, that is, if it determines that an emergency avoidance maneuver is necessary. Specifically, the vehicle controller 14 receives information about the obstacle 101 from the external environment recognition sensor 13, determines whether an emergency avoidance maneuver is necessary to prevent the vehicle from coming into contact with the obstacle 101, and if an emergency avoidance maneuver is necessary, it controls the vehicle's motion state.

[0065] The controller 21 for the shock absorbers 7 and 10 is mounted on the vehicle 1 traveling on the road. The controller 21 controls the shock absorbers 7 and 10. Furthermore, the controller 21 controls the operation of the shock absorbers 7 and 10 in accordance with the signals output by the vehicle controller 14. Specifically, the controller 21 controls the operation of the shock absorbers 7 and 10 in accordance with the turning instruction signal or braking instruction signal for vehicle 1 output by the vehicle controller 14.

[0066] In other words, the controller 21 receives a turning instruction signal or a braking instruction signal from the vehicle controller 14 for the vehicle 1. The controller 21 controls the operation of the shock absorbers 7 and 10 in accordance with the turning instruction signal or braking instruction signal. In this case, as shown in Figure 6, if the signal output by the vehicle controller 14 is a turning instruction signal, the controller 21 controls the shock absorbers 7 and 10 provided on the inner wheel in the turning direction to suppress extension movement and the shock absorbers 7 and 10 provided on the outer wheel in the turning direction to suppress compression movement.

[0067] In other words, when the signal output by the vehicle controller 14 is a left turn instruction signal, the controller 21 controls the suspension to suppress the extension movement of the shock absorbers provided on the left front wheel and left rear wheel, which are the inner wheels in the turning direction, and to suppress the compression movement of the shock absorbers 7 and 10 provided on the right front wheel 3 and right rear wheel 4, which are the outer wheels in the turning direction. Conversely, when the signal output by the vehicle controller 14 is a right turn instruction signal, the controller 21 controls the suspension to suppress the extension movement of the shock absorbers 7 and 10 provided on the right front wheel 3 and right rear wheel 4, which are the inner wheels in the turning direction, and to suppress the compression movement of the shock absorbers provided on the left front wheel and left rear wheel, which are the outer wheels in the turning direction.

[0068] Furthermore, when the signal output by the vehicle controller 14 is a braking instruction signal, the controller 21 controls the suspension to suppress the compression movement of the shock absorbers 7 and 10 located in the forward direction of travel, and to suppress the extension movement of the shock absorbers 7 and 10 located in the rear direction of travel. That is, when the vehicle controller 14 outputs a braking instruction signal while the vehicle 1 is moving forward, the controller 21 controls the suspension to suppress the compression movement of the shock absorbers 7 located on the left and right front wheels 3, and to suppress the extension movement of the shock absorbers 10 located on the left and right rear wheels 4. Conversely, when the vehicle controller 14 outputs a braking instruction signal while the vehicle 1 is moving backward, the controller 21 controls the suspension to suppress the compression movement of the shock absorbers 7 located on the left and right rear wheels 4, and to suppress the extension movement of the shock absorbers 10 located on the left and right front wheels 3.

[0069] The suspension control device according to this embodiment has the configuration described above, and its operation will now be explained.

[0070] When the behavior (state) of vehicle 1 changes due to the vehicle's movement, this change in behavior is detected by a sensor 11 mounted on vehicle 1 and input to a controller 21 that controls the shock absorbers 7 and 10. Based on the detected value (detection signal) from the sensor 11, the controller 21 outputs a control signal (command current) to the shock absorbers 7 and 10 to control the damping force of the shock absorbers 7 and 10. Also, while vehicle 1 is moving, the vehicle controller 14 of the AD / ADAS 12 determines whether an emergency avoidance maneuver is necessary to prevent vehicle 1 from coming into contact with the obstacle 101. As shown in Figure 5, if the vehicle controller 14 determines that an emergency avoidance maneuver is necessary, it automatically stops or turns vehicle 1. At this time, the vehicle controller 14 outputs a braking instruction signal or a turning instruction signal.

[0071] In this embodiment, the controller 21 controls the operation of the shock absorbers 7 and 10 in response to a turning instruction signal or a braking instruction signal for the vehicle 1 output by the vehicle controller 14. Therefore, when the vehicle controller 14 outputs a turning instruction signal to avoid contact with the obstacle 101, the controller 21 can control the shock absorbers 7 and 10 to suppress the roll of the vehicle 1 based on this turning instruction signal. In addition, when the vehicle controller 14 outputs a braking instruction signal to avoid contact with the obstacle 101, the controller 21 can control the shock absorbers 7 and 10 to suppress the dive of the vehicle 1 based on this braking instruction signal. In this way, the control of the shock absorbers 7 and 10 can be changed depending on whether contact is avoided by turning (steering) or by stopping (braking). Therefore, optimal control can be performed in each situation. As a result, the shock absorbers 7 and 10 can be appropriately controlled when the vehicle 1 avoids contact with the obstacle 101.

[0072] In this embodiment, when the signal output by the vehicle controller 14 is a turning instruction signal, the controller 21 controls the suspension to suppress the extension movement of the shock absorbers 7 and 10 provided on the inner wheel in the turning direction, and to suppress the compression movement of the shock absorbers 7 and 10 provided on the outer wheel in the turning direction. This makes it possible to suppress the roll of the vehicle 1 when the vehicle 1 is turning to avoid contact with an obstacle 101.

[0073] In this embodiment, when the signal output by the vehicle controller 14 is a braking instruction signal, the controller 21 controls the movement of the shock absorbers 7 and 10 located in the forward direction of travel to suppress the compression movement, and the movement of the shock absorbers 7 and 10 located in the rear direction of travel to suppress the extension movement. This makes it possible to suppress the dive of the vehicle 1 when the vehicle 1 is decelerating to avoid contact with the obstacle 101.

[0074] In this embodiment, the vehicle controller 14 determines whether an emergency avoidance maneuver is necessary and performs the maneuver if necessary. However, the system is not limited to this configuration. For example, as shown in the modified versions in Figures 7 to 9, the vehicle controller 14 may be configured to warn the driver of the vehicle before performing the emergency avoidance maneuver. Specifically, in the modified vehicle controller 14, if it determines that vehicle 1 will come into contact with obstacle 101 within a first predetermined time, it issues a warning to the driver of vehicle 1. Furthermore, if the vehicle controller 14 determines that vehicle 1 will come into contact with obstacle 101 within a second predetermined time, which is shorter than the first predetermined time, it controls the motion of vehicle 1 and performs an emergency avoidance maneuver to avoid contact with obstacle 101.

[0075] The first predetermined time can be set, for example, as the time (warning start time) during which a collision can be avoided if the driver takes action (braking or turning) based on the warning. The second predetermined time can be set, for example, as the time during which a collision becomes unavoidable if the driver continues to wait for action (avoidance action), in other words, as the time during which collision avoidance control (automatic emergency avoidance action) by AD / ADAS 12 needs to be initiated (collision avoidance action start time). The first and second predetermined times vary depending on the distance to the obstacle 101 and the speed of the vehicle 1 (for example, the relative speed between the obstacle 101 and the vehicle 1).

[0076] On the other hand, the controller 21 of the shock absorbers 7 and 10 controls the operation of the shock absorbers 7 and 10 in response to a warning operation or emergency avoidance operation by the vehicle controller 14. In this case, the obstacle response control unit 21B of the controller 21 controls the damping force of the shock absorbers 7 and 10 as shown in Figure 9 when the vehicle controller 14 is performing a warning operation. In addition, the switch unit 21C of the controller 21 outputs commands from the obstacle response control unit 21B to the actuators of the shock absorbers 7 and 10 even when the vehicle controller 14 is performing a warning operation. The following describes such modified examples in detail. In the modified examples, the same reference numerals are used for the same components as in the embodiments described above, and their descriptions are omitted.

[0077] Figure 7 shows the control processing (warning and obstacle avoidance control) performed by the vehicle controller 14. The processing in Figure 7 is also executed repeatedly at a predetermined control cycle. Note that the processing S1 to S5 in Figure 7 is the same as the processing S1 to S5 shown in Figure 3 above, so a detailed explanation is omitted.

[0078] In S2 of Figure 7, it is determined whether or not an emergency avoidance maneuver is necessary. More specifically, in S2, the vehicle controller 14 determines whether or not vehicle 1 will come into contact with obstacle 101 within a second predetermined time. The second predetermined time can be set as the time required for the AD / ADAS 12 to initiate collision avoidance control (automatic emergency avoidance maneuver) (collision avoidance maneuver start time). If the result in S2 is "NO", that is, if an emergency avoidance maneuver is not necessary (vehicle 1 will not come into contact within the second predetermined time), the process proceeds to S21.

[0079] In S21, the vehicle controller 14 determines whether it is necessary to warn the driver of vehicle 1 that there is a possibility of contact with obstacle 101. More specifically, in S21, the vehicle controller 14 determines whether vehicle 1 will come into contact with obstacle 101 within a first predetermined time. The first predetermined time can be set as the time in which contact can be avoided if the driver applies the brakes or turns based on the warning to the driver. The first predetermined time is longer than the second predetermined time. Conversely, the second predetermined time is shorter than the first predetermined time. If the result in S21 is "NO", that is, if it is determined that a warning to the driver is not necessary (vehicle 1 will not make contact within the first predetermined time), the system returns.

[0080] In response to this, if the system determines in S21 that "YES" is correct, meaning that a warning action for the driver is necessary (vehicle 1 will make contact within the first predetermined time), the system proceeds to S22. In S22, warning control is performed for the driver of vehicle 1. Specifically, the vehicle controller 14 outputs a warning instruction signal, which is a command to warn the driver of vehicle 1. For example, the vehicle controller 14 outputs a warning instruction signal to the controllers (notification devices) of the monitoring device (notification device) that informs the driver of information (neither of which are shown) and to the controllers 21 of the buffers 7 and 10. Based on the warning instruction signal from the vehicle controller 14, the monitoring device of vehicle 1 informs (warns) the driver that vehicle 1 may make contact with obstacle 101. For example, the monitoring device displays a warning that vehicle 1 is making contact with obstacle 101 and outputs a warning sound and warning voice. Once warning control has started in S22 (i.e., the warning instruction signal has been output), the system returns.

[0081] Next, Figure 8 shows the control processing (warning and obstacle response control) performed by the controller 21 (more specifically, the obstacle response control unit 21B) of the buffers 7 and 10. The processing in Figure 8 is executed repeatedly at a predetermined control cycle. Note that the processing S11, S12, and S14 in Figure 8 are the same as the processing S11, S12, and S14 shown in Figure 4 above, so a detailed explanation is omitted.

[0082] If the result in S11 in Figure 8 is "NO," meaning there is no turning instruction signal, the process proceeds to S31. In S31, it is determined whether there is a braking instruction signal or a warning instruction signal. That is, the controller 21 determines whether it has received a braking instruction signal or a warning instruction signal from the vehicle controller 14. If the result in S31 is "YES," meaning there is a braking instruction signal or a warning instruction signal, the process proceeds to S14. In S14, the dive control (dive suppression control) of the shock absorbers 7 and 10 is increased. Specifically, as shown in Figure 9, the shock absorbers 7 and 10 generate a damping force to suppress the dive of the vehicle 1. Note that Figure 9 shows the damping force during a warning operation (when there is a warning instruction signal), which is the same as the damping force in the "Stop" column in Figure 6, i.e., the damping force during a stopping operation (when there is a braking instruction signal).

[0083] Thus, in this modified version, as in the embodiment, the vehicle controller 14 of vehicle 1 determines whether or not vehicle 1 will come into contact with the obstacle 101 when it detects the obstacle 101 using the external environment recognition sensor 13. In this modified version, if the vehicle controller 14 determines that vehicle 1 will come into contact with the obstacle 101 within a first predetermined time, it issues a warning to the driver. Subsequently, if the state of contact with the obstacle 101 continues and the vehicle controller 14 determines that vehicle 1 will come into contact with the obstacle 101 within a second predetermined time which is shorter than the first predetermined time, the vehicle controller 14 performs an automatic stop avoidance operation or an automatic turn avoidance operation. At this time, the controller 21 of the shock absorbers 7,10 controls the shock absorbers 7,10 according to the warning operation, automatic stop avoidance operation, or automatic turn avoidance operation. The damping force of the shock absorbers 7,10, i.e., the damping force of the variable damping damper, generates the same damping force as the stop operation at the warning operation stage.

[0084] Thus, in this modified configuration, by generating a damping force similar to that of the automatic stop operation during the warning operation, the probability of taking evasive action towards obstacle 101 can be increased when the driver performs a stop avoidance action at their discretion. Furthermore, even if the driver's discretionary action is a turning avoidance action, some of the shock absorbers 7 and 10 are still able to generate appropriate damping force. Therefore, it is only necessary to adjust the damping force of the remaining shock absorbers 7 and 10 as needed. As a result, the probability of taking evasive action towards obstacle 101 can be increased compared to the normal state.

[0085] Furthermore, in both the modified and the embodiment, the emergency avoidance action by automatic control prioritizes stopping, and if contact cannot be avoided by stopping, the turning avoidance action is performed. In other words, the emergency avoidance action by automatic control prioritizes stopping. In the modified version, the same damping force as the automatic control (stopping action) is generated at the warning action stage. This makes it possible to reliably generate the damping force necessary for the stopping action without any response delay. Therefore, from this perspective as well, the probability of taking avoidance action towards the obstacle 101 can be increased.

[0086] In summary, the modified version, like the embodiment, includes a controller 21 for the suspension control device. The suspension control device is mounted on a vehicle 1 that travels on a road surface. The vehicle 1 includes shock absorbers 7, 10, an external environment recognition sensor 13, and a vehicle controller 14. The shock absorbers 7, 10 are installed between the vehicle body 2 and the wheels 3, 4 of the vehicle 1. The shock absorbers 7, 10 control the relative movement between the vehicle body 2 and the wheels 3, 4. The external environment recognition sensor 13 is installed on the vehicle 1. The external environment recognition sensor 13 detects obstacles 101 in the direction of travel of the vehicle 1.

[0087] The vehicle controller 14 is installed in the vehicle 1. The vehicle controller 14 receives obstacle information detected by the external environment recognition sensor 13 and determines whether the vehicle 1 will come into contact with the obstacle 101 within a first predetermined time. If the vehicle controller 14 determines that the vehicle 1 will come into contact with the obstacle 101 within the first predetermined time, it outputs a signal to the driver of the vehicle 1 to perform a warning action. The warning action corresponds to, for example, displaying a warning on the monitoring device (notification device) that the vehicle 1 may come into contact with the obstacle 101, and / or outputting a sound such as a warning sound or warning voice from the monitoring device (notification device).

[0088] Furthermore, the vehicle controller 14 determines whether the vehicle 1 will come into contact with the obstacle 101 within a second predetermined time, which is shorter than the first predetermined time. If the vehicle controller 14 determines that the vehicle 1 will come into contact with the obstacle 101 within the second predetermined time, it outputs a signal to control the vehicle 1's motion state (brakes, steering) and perform an emergency avoidance action to avoid contact with the obstacle 101 (stop avoidance, turning avoidance). Specifically, the vehicle controller 14 receives information about the obstacle 101 from the external environment recognition sensor 13 and, if it determines that the vehicle 1 will come into contact with the obstacle 101 within the first predetermined time, it outputs a warning instruction signal. If it determines that the vehicle 1 will come into contact with the obstacle 101 within a second predetermined time, which is shorter than the first predetermined time, it outputs a turning instruction signal or a braking instruction signal to control the vehicle 1's motion state.

[0089] The controller 21 for the shock absorbers 7 and 10 is mounted on the vehicle 1 traveling on the road. The controller 21 controls the shock absorbers 7 and 10. Furthermore, the controller 21 controls the operation of the shock absorbers 7 and 10 in accordance with the signals output by the vehicle controller 14. In other words, the controller 21 controls the operation of the shock absorbers 7 and 10 in accordance with the warning instruction signal, turning instruction signal, or braking instruction signal of the vehicle 1 output by the vehicle controller 14. To put it another way, the controller 21 receives a warning instruction signal, a turning instruction signal, or a braking instruction signal from the vehicle controller 14. The controller 21 controls the operation of the shock absorbers 7 and 10 in accordance with the warning instruction signal, a turning instruction signal, or a braking instruction signal.

[0090] In this case, as shown in Figure 6, when the signal output by the vehicle controller 14 is a turning instruction signal, the controller 21 controls the suspension to suppress the extension movement of the shock absorbers 7 and 10 provided on the inner wheel in the turning direction, and to suppress the compression movement of the shock absorbers 7 and 10 provided on the outer wheel in the turning direction. Furthermore, when the signal output by the vehicle controller 14 is a braking instruction signal, the controller 21 controls the suspension to suppress the compression movement of the shock absorbers 7 and 10 provided at the front in the direction of travel, and to suppress the extension movement of the shock absorbers 7 and 10 provided at the rear in the direction of travel. Moreover, as shown in Figure 9, when the signal output by the vehicle controller 14 is a warning instruction signal, the controller 21 controls the suspension to suppress the compression movement of the shock absorbers 7 and 10 provided at the front in the direction of travel, and to suppress the extension movement of the shock absorbers 7 and 10 provided at the rear in the direction of travel.

[0091] The modified version includes the vehicle controller 14 and controller 21 as described above, and its basic operation is no different from that of the embodiment described above. That is, the modified version, like the embodiment, can appropriately control the buffers 7 and 10 when the vehicle 1 avoids contact with the obstacle 101.

[0092] In particular, according to the modified version, the controller 21 controls the operation of the buffers 7 and 10 in response to a warning signal, a turning signal, or a braking signal output by the vehicle controller 14. Therefore, when a warning signal is output from the vehicle controller 14, the controller 21 can control the buffers 7 and 10 to suppress diving of the vehicle 1 based on this warning signal. This makes it possible to suppress diving of the vehicle 1 when the driver applies the brakes in response to a warning based on the warning signal.

[0093] Furthermore, when the vehicle controller 14 outputs a turning instruction signal to avoid contact with the obstacle 101, the controller 21 can control the shock absorbers 7 and 10 to suppress the roll of the vehicle 1 based on this turning instruction signal. In addition, when the vehicle controller 14 outputs a braking instruction signal to avoid contact with the obstacle 101, the controller 21 can control the shock absorbers 7 and 10 to suppress the dive of the vehicle 1 based on this braking instruction signal. In other words, optimal control of the shock absorbers 7 and 10 can be performed at the time of warning before avoidance, during turning avoidance, and during stopping avoidance. This allows the shock absorbers 7 and 10 to be controlled appropriately when the vehicle 1 avoids contact with the obstacle 101.

[0094] Furthermore, in a modified configuration, the controller 21 controls the suspension to suppress the compression movement of the shock absorbers 7 and 10 located in the forward direction of travel, and to suppress the extension movement of the shock absorbers 7 and 10 located in the rear direction of travel, when the signal output by the vehicle controller 14 is a warning signal. This allows the vehicle 1 to dive when the driver applies the brakes in response to a warning signal. Additionally, when the driver performs a turning maneuver in response to a warning signal, some of the shock absorbers 7 and 10 can generate a damping force to suppress the roll of the vehicle 1. In other words, when an evasive maneuver (stop avoidance, turning avoidance) is performed by the vehicle 1 after a warning, some or all of the shock absorbers 7 and 10 can generate an appropriate damping force in advance.

[0095] In the embodiments and modifications, the case in which damping force adjustable shock absorbers 7 and 10 are used as the force generation mechanism (vibration control mechanism) has been described as an example. In this case, the damping force adjustable shock absorbers 7 and 10 have been described as an example in which damping force adjustable hydraulic shock absorbers, i.e., hydraulic semi-active dampers are used. However, the damping force adjustable shock absorber is not limited to this, and other types of semi-active dampers, such as ER dampers (electroviscous fluid dampers), may also be used. Furthermore, the force generation mechanism (vibration control mechanism) may be a force generation mechanism (vibration control mechanism) capable of generating thrust, i.e., a fully active damper composed of a hydraulic actuator, an electric actuator, or a pneumatic actuator. In other words, the force generation mechanism (vibration control mechanism) can be any type of force generation mechanism (vibration control mechanism), such as a variable damping hydraulic damper, an electroviscous fluid damper, a pneumatic damper, an electromagnetic damper, a hydraulic actuator, an electric actuator, or a pneumatic actuator.

[0096] The embodiments and modifications were described using the case where the damping force adjustable shock absorbers 7, 10 and the suspension control device are mounted on an automobile as an example. However, the invention is not limited to this, and may be mounted on vehicles other than automobiles, such as work vehicles.

[0097] According to the embodiments and modified examples described above (hereinafter referred to as "embodiments"), the vibration control mechanism control unit controls the operation of the vibration control mechanism in response to a vehicle turning instruction signal or braking instruction signal output by the vehicle control unit. Therefore, when a turning instruction signal is output from the vehicle control unit to avoid contact with an obstacle, the vibration control mechanism control unit can control the vibration control mechanism to suppress vehicle roll based on this turning instruction signal. In addition, when a braking instruction signal is output from the vehicle control unit to avoid contact with an obstacle, the vibration control mechanism control unit can control the vibration control mechanism to suppress vehicle dive based on this braking instruction signal. That is, the control of the vibration control mechanism can be changed depending on whether contact is avoided by turning (steering) or by stopping (braking), so that optimal control can be performed in each situation. As a result, the vibration control mechanism can be appropriately controlled when the vehicle avoids contact with an obstacle.

[0098] According to the embodiment, the vibration control mechanism control unit controls the operation of the vibration control mechanism in response to a warning signal, a turning signal, or a braking signal output by the vehicle control unit. Therefore, when a warning signal is output from the vehicle control unit, the vibration control mechanism control unit can control the vibration control mechanism to suppress vehicle dive based on this warning signal. This allows the vehicle to dive when the driver applies the brakes in response to a warning based on the warning signal. Furthermore, when a turning signal is output from the vehicle control unit to avoid contact with an obstacle, the vibration control mechanism control unit can control the vibration control mechanism to suppress vehicle roll based on this turning signal. In addition, when a braking signal is output from the vehicle control unit to avoid contact with an obstacle, the vibration control mechanism control unit can control the vibration control mechanism to suppress vehicle dive based on this braking signal. In other words, optimal control of the vibration control mechanism can be performed during warnings before avoidance, during turning avoidance, and during stopping avoidance. This allows the vibration control mechanism to be appropriately controlled when the vehicle avoids contact with an obstacle.

[0099] According to this embodiment, when the signal output by the vehicle control unit is a turning instruction signal, the vibration control mechanism control unit controls the vibration control mechanism provided on the inner wheel in the turning direction to suppress extension-side movement and the vibration control mechanism provided on the outer wheel in the turning direction to suppress compression-side movement. As a result, vehicle roll can be suppressed when the vehicle is turning to avoid contact with an obstacle.

[0100] According to this embodiment, when the signal output by the vehicle control unit is a braking instruction signal, the vibration control mechanism control unit controls the vibration control mechanism located at the front of the vehicle in the direction of travel to suppress its compression movement and the vibration control mechanism located at the rear of the vehicle in the direction of travel to suppress its extension movement. This makes it possible to suppress vehicle dive when the vehicle is decelerating to avoid contact with an obstacle.

[0101] According to this embodiment, when the signal output by the vehicle control unit is a warning signal, the vibration control mechanism control unit controls the vibration control mechanism located at the front of the vehicle to suppress its compression movement and the vibration control mechanism located at the rear of the vehicle to suppress its extension movement. This allows the vehicle to dive when the driver applies the brakes in response to a warning signal. Furthermore, when the driver turns in response to a warning signal, some of the vibration control mechanisms can generate a force to suppress vehicle roll. In other words, when an evasive maneuver (stop avoidance, turn avoidance) is performed after a warning, some or all of the vibration control mechanisms can generate an appropriate force in advance. [Explanation of Symbols]

[0102] 1 vehicle 2 car bodies 3. Front wheels 4 Rear wheel (wheel) 7.10 Shock absorber (vibration control mechanism) 13. External environment recognition sensor (obstacle detection unit) 14. Vehicle Controller (Vehicle Control Unit) 21 Controller (Vibration control mechanism control unit) 101 Obstacles

Claims

1. A suspension control device mounted on a vehicle traveling on a road surface, The aforementioned vehicle is A vibration control mechanism is provided between the vehicle body and the wheels to control the relative movement between the vehicle body and the wheels. The vehicle is provided with an obstacle detection unit that detects obstacles in the direction of travel of the vehicle, The vehicle includes a vehicle control unit which is provided in the vehicle, receives obstacle information detected by the obstacle detection unit, determines whether an emergency avoidance maneuver is necessary to prevent the vehicle from coming into contact with the obstacle, and, if an emergency avoidance maneuver is necessary, outputs a signal to control the vehicle's motion state, The suspension control device is The system includes a vibration control mechanism control unit that controls the operation of the vibration control mechanism in accordance with a turning instruction signal or braking instruction signal of the vehicle output by the vehicle control unit. Suspension control device.

2. A suspension control device mounted on a vehicle traveling on a road surface, The aforementioned vehicle is A vibration control mechanism is provided between the vehicle body and the wheels to control the relative movement between the vehicle body and the wheels. The vehicle is provided with an obstacle detection unit that detects obstacles in the direction of travel of the vehicle, The vehicle includes a vehicle control unit which, upon receiving obstacle information detected by the obstacle detection unit, outputs a signal to the driver of the vehicle to perform a warning action if it determines that the vehicle will come into contact with the obstacle within a first predetermined time, and outputs a signal to control the vehicle's motion and perform an emergency avoidance action to avoid contact with the obstacle if it determines that the vehicle will come into contact with the obstacle within a second predetermined time shorter than the first predetermined time. The suspension control device is The system includes a vibration control mechanism control unit that controls the operation of the vibration control mechanism in response to a warning instruction signal output by the vehicle control unit, a turning instruction signal or a braking instruction signal from the vehicle. Suspension control device.

3. A suspension control device according to claim 1 or 2, The vibration control mechanism control unit is, When the signal output by the vehicle control unit is the turning instruction signal, the vibration control mechanism provided on the inner wheel in the turning direction is controlled to suppress extension-side movement, and the vibration control mechanism provided on the outer wheel in the turning direction is controlled to suppress compression-side movement. Suspension control device.

4. A suspension control device according to claim 1 or 2, The vibration control mechanism control unit is, When the signal output by the vehicle control unit is the braking instruction signal, the vibration control mechanism located at the front of the direction of travel is controlled to suppress the compression movement, and the vibration control mechanism located at the rear of the direction of travel is controlled to suppress the extension movement. Suspension control device.

5. The suspension control device according to claim 2, The vibration control mechanism control unit is, When the signal output by the vehicle control unit is the warning instruction signal, the vibration control mechanism located at the front of the direction of travel is controlled to suppress the compression movement, and the vibration control mechanism located at the rear of the direction of travel is controlled to suppress the extension movement. Suspension control device.

6. A vibration control mechanism control unit mounted on a vehicle traveling on a road surface, which controls a vibration control mechanism provided between the vehicle body and the wheels, The system receives information about obstacles from an obstacle detection unit that detects obstacles in the direction of travel of the vehicle, determines whether an emergency avoidance maneuver is necessary to prevent the vehicle from contacting the obstacle, and if such an emergency avoidance maneuver is necessary, receives a turning instruction signal or a braking instruction signal from a vehicle control unit that controls the vehicle's motion state, and controls the operation of the vibration control mechanism according to the turning instruction signal or the braking instruction signal. Vibration control mechanism control unit.

7. A vibration control mechanism control unit mounted on a vehicle traveling on a road surface, which controls a vibration control mechanism provided between the vehicle body and the wheels, The vehicle control unit receives information about an obstacle from an obstacle detection unit that detects obstacles in the direction of travel of the vehicle, and if it determines that the vehicle will come into contact with the obstacle within a first predetermined time, it outputs a warning instruction signal. If it determines that the vehicle will come into contact with the obstacle within a second predetermined time shorter than the first predetermined time, it receives the warning instruction signal, the turning instruction signal, or the braking instruction signal from the vehicle control unit that outputs a turning instruction signal or a braking instruction signal to control the vehicle's motion state, and controls the operation of the vibration control mechanism according to the warning instruction signal, the turning instruction signal, or the braking instruction signal. Vibration control mechanism control unit.

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