Control device, vehicle behavior control device and force generation mechanism system

Abstract

A controller (31) controls the generative force of a magnetic actuator (7, 10) serving as a force generation mechanism. The controller (31) is provided with a thrust command correction value calculation unit (33) that obtains the correction value (thrust command correction value) of a thrust command value of the magnetic actuator (7, 10). The thrust command correction value calculation unit (33) is provided with an operation mode determination unit (33E) that obtains an operation mode from the thrust command value and a displacement sensor value. The thrust command correction value calculation unit (33) obtains the correction value (thrust command correction value) using the operation mode obtained by the operation mode determination unit (33E).

Description

[Technical field]

[0001] The present disclosure relates to a control device that controls a force generating mechanism having, for example, a permanent magnet and an armature, a vehicle behavior control device, and a force generating mechanism system. [Background technology]

[0002] For example, Patent Document 1 describes a suspension control device that determines a stroke position using a stroke sensor and corrects a command value based on an estimated disturbance from the relationship between the previously determined stroke position and the cogging force of an electromagnetic shock absorber. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2010-126044 A Summary of the Invention

[0004] In a force generating mechanism (e.g., an electromagnetic actuator) having a permanent magnet and an armature, pulsations (thrust pulsations, torque pulsations) occur due to cogging force (cogging torque) generated according to the position (stroke position, rotation position) of the mover, iron loss caused by the speed (stroke speed, rotation speed) of the mover, etc. Such pulsations may cause the thrust or torque output from the force generating mechanism to deviate from a desired value (command value, target value).

[0005] An object of one embodiment of the present invention is to provide a control device, a vehicle behavior control device, and a force generating mechanism system that are capable of suppressing pulsation of a force generating mechanism.

[0006] One embodiment of the present invention is a control device for controlling a generated force of a force generating mechanism having a permanent magnet and an armature that generates an adjustable force between a first member and a second member, the control device including: a command value acquisition means for detecting or estimating a state in which the first member behaves, and acquiring a generated force command value of the force generating mechanism; a relative displacement acquisition means for acquiring a relative displacement between the permanent magnet and the armature; a movement direction command acquisition means for acquiring a movement direction command of the armature with respect to the permanent magnet from the generated force command value; and an actual movement direction acquisition means for acquiring an actual movement direction of the armature with respect to the permanent magnet from the relative displacement, and By correcting the inclination of the permanent magnet and the armature with respect to the relative speed, A correction value is obtained and the generated force command value is corrected.

[0007] Moreover, one embodiment of the present invention is a vehicle behavior control device that controls a generated force of a force generating mechanism having a permanent magnet and an armature that are provided between a vehicle body side and a wheel side of a vehicle and generate a force adjustable between the vehicle body side and the wheel side, and includes a command value acquisition means that detects or estimates a state in which the vehicle body is behaving and acquires a generated force command value of the force generating mechanism, a relative displacement acquisition means that acquires a relative displacement between the permanent magnet and the armature, a movement direction command acquisition means that acquires a movement direction command of the armature with respect to the permanent magnet from the generated force command value, and an actual movement direction acquisition means that acquires an actual movement direction of the armature with respect to the permanent magnet from the relative displacement, and By correcting the inclination of the permanent magnet and the armature with respect to the relative speed, A correction value is obtained and the generated force command value is corrected.

[0008] Furthermore, one embodiment of the present invention is a force generating mechanism system including a force generating mechanism that is provided between a vehicle body side and a wheel side of a vehicle and has a permanent magnet and an armature that generate a force adjustable between the vehicle body side and the wheel side, and a control device that controls the force generated by the force generating mechanism, wherein the control device includes: a command value acquisition means that detects or estimates a state in which the vehicle body is behaving, and acquires a generated force command value of the force generating mechanism; a relative displacement acquisition means that acquires a relative displacement between the permanent magnet and the armature; a movement direction command acquisition means that acquires a movement direction command of the armature with respect to the permanent magnet from the generated force command value; and an actual movement direction acquisition means that acquires an actual movement direction of the armature with respect to the permanent magnet from the relative displacement, and A correction value is obtained by correcting the inclination of the permanent magnet and the armature with respect to the relative speed. is calculated and the generated force command value is corrected.

[0009] According to one embodiment of the present invention, pulsation of the force generating mechanism can be suppressed. [Brief description of the drawings]

[0010] [Figure 1] 1 is an overall configuration diagram showing a four-wheeled automobile equipped with a control device (vehicle behavior control device) and a force generating mechanism system (electromagnetic actuator system) according to an embodiment. [Diagram 2] FIG. 2 is a vertical cross-sectional view showing an example of a force generating mechanism (electromagnetic actuator). [Diagram 3] 2 is a block diagram showing a control device (vehicle behavior control device) and a force generating mechanism system (electromagnetic actuator system) in FIG. 1. FIG. [Figure 4] 4 is a block diagram showing a "thrust force command correction value calculation unit" in FIG. 3. [Diagram 5] FIG. 5 is a block diagram showing a "speed coefficient map" in FIG. 4. [Figure 6] 3 is a characteristic diagram showing an example of time changes in "displacement," "thrust," and "difference from target thrust" of an electromagnetic actuator (force generating mechanism). [Figure 7] FIG. 1 is a characteristic diagram showing an example of changes in "displacement" and "thrust" over time of an electromagnetic actuator (current: 0 Arms). [Figure 8] FIG. 1 is a characteristic diagram showing an example of the relationship between the "displacement" and the "measured thrust value" of an electromagnetic actuator (current: 0 Arms, speed: 0.01 m / s). [Figure 9] FIG. 4 is a characteristic diagram showing an example of the relationship between "displacement" and "thrust" of an electromagnetic actuator (for each current value). [Figure 10] FIG. 1 is a characteristic diagram showing an example of the relationship between "displacement" and "thrust" for each speed of an electromagnetic actuator (current: 0 Arms). [Figure 11] FIG. 1 is a characteristic diagram showing an example of the relationship between "displacement" and "thrust" for each speed of an electromagnetic actuator (current: 90%). [Figure 12] FIG. 1 is a characteristic diagram showing an example of the relationship between "displacement" and "thrust" for each speed of an electromagnetic actuator (current: -90%). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, a control device, a vehicle behavior control device, and a force generating mechanism system according to the embodiments will be described with reference to the accompanying drawings, taking as an example a case where they are mounted on an automobile (more specifically, a four-wheeled automobile) as a vehicle.

[0012] In Fig. 1, a total of four wheels 3, 4, for example left and right front wheels 3 and left and right rear wheels 4 (only one shown), are provided on the underside of a vehicle body 2 that constitutes the body of a vehicle 1, which is an automobile. Front-wheel suspensions 5, 5 (hereinafter referred to as front-wheel suspensions 5) are provided between the left and right front wheels 3 and the vehicle body 2. The front-wheel suspensions 5 include a suspension spring 6 (hereinafter referred to as spring 6) and an electromagnetic actuator 7 that is provided in parallel with the spring 6 and serves as a shock absorber (damper).

[0013] Rear-wheel suspensions 8, 8 (hereinafter referred to as rear-wheel suspensions 8) are provided between the left and right rear wheels 4 and the vehicle body 2. The rear-wheel suspensions 8 include a suspension spring 9 (hereinafter referred to as spring 9) and an electromagnetic actuator 10 that serves as a shock absorber (damper) provided in parallel with the spring 9. As shown in Fig. 2, which will be described later, the electromagnetic actuators 7, 10 include a linear motor having a permanent magnet 13 and an armature 14, and are also called electromagnetic linear motors or electromagnetic linear actuators.

[0014] As shown in FIG. 1, the electromagnetic actuators 7, 10 are provided between the vehicle body 2 side of the vehicle 1 and the wheels 3, 4 side (more specifically, wheel-side members supporting the wheels 3, 4). The electromagnetic actuators 7, 10 have a permanent magnet 13 and an armature 14. The electromagnetic actuators 7, 10 correspond to a force generating mechanism (actuator) that generates an adjustable force between the vehicle body 2 side and the wheels 3, 4 side. The electromagnetic actuators 7, 10 constitute an active suspension system of the vehicle 1. The electromagnetic actuators 7, 10 correspond to a vehicle body attitude control device (vehicle body attitude control system) that controls the attitude of the vehicle 1. The vehicle body 2, which is a member on the sprung side (sprung member) of the vehicle 1, corresponds to the first member, and the wheels 3, 4, which are members on the unsprung side (unsprung members) of the vehicle 1, correspond to the second member. Note that the vehicle body 2 may be the second member, and the wheels 3, 4 may be the first member.

[0015] 2, the electromagnetic actuators 7, 10 include, for example, a stator 11 arranged on the sprung side and a mover 12 arranged on the unsprung side. The electromagnetic actuators 7, 10 configure a three-phase linear motor (three-phase linear synchronous motor) with, for example, a permanent magnet 13 provided on the mover 12 and an armature 14 (core 15 and coil 16) provided on the stator 11. More specifically, the electromagnetic actuators 7, 10 are configured as cylindrical linear electromagnetic actuators made up of a pair of coaxial cylindrical members capable of relative displacement, and are interposed between the vehicle body 2 and the wheels 3, 4 which move relatively.

[0016] In this case, the electromagnetic actuators 7, 10 include, for example, a plurality of permanent magnets 13 as magnetic members (magnets) provided in an outer cylinder 17, and a plurality of (multiple phase) coils 16 (i.e., u-phase coil 16A, v-phase coil 16B, w-phase coil 16C) provided in an inner cylinder 18 via a core 15. The coils 16 (16A, 16B, 16C) are disposed facing the permanent magnets 13 in the radial direction over the entire circumference.

[0017] The stator 11 on which the armature 14 is provided and the mover 12 on which the permanent magnet 13 is provided are disposed between the sprung member and the unsprung member in a linear manner so as to be capable of relative displacement (relative movement) with respect to each other. The electromagnetic actuators 7, 10 expand and contract with the relative displacement between the stator 11 and the mover 12. In other words, the mover 12 which is a rod or cylinder of the electromagnetic actuators 7, 10 expands and contracts with respect to the stator 11 which is a cylinder or rod. The stator 11 and the mover 12 generate thrust in the axial direction which is the stroke direction, i.e., in the vertical direction in FIG. 2 which is the direction of relative displacement. As a result, the electromagnetic actuators 7, 10 generate force between the vehicle body 2 and the wheels 3, 4.

[0018] The thrust (generated force) of the electromagnetic actuators 7, 10 is variably controlled by a controller 31. For this purpose, as shown in Fig. 3, the electromagnetic actuators 7, 10 are connected to a power source 22 of the vehicle 1 via an inverter 21. In addition, the controller 31 that controls the electromagnetic actuators 7, 10 is connected to the inverter 21. The controller 31 is a control device that controls the electromagnetic actuators 7, 10, in other words, a vehicle behavior control device that controls the behavior of the vehicle 1 via the electromagnetic actuators 7, 10. The controller 31 is also called a suspension ECU or a suspension control device.

[0019] The controller 31, together with the electromagnetic actuators 7 and 10, constitutes a force generating mechanism system, i.e., an electromagnetic actuator system (electromagnetic actuator system for a vehicle). The controller 31 controls the force (thrust) generated by the electromagnetic actuators 7 and 10. For example, in order to improve the ride comfort and handling stability of the vehicle, the controller 31 calculates (calculates) a force command value (thrust command value, thrust target value) that is the force to be generated by the electromagnetic actuators 7 and 10, based on vehicle information (vehicle state information) and a specific control law (e.g., skyhook control, etc.). The controller 31 outputs a command signal (current command) corresponding to the calculated force command value to the inverter 21.

[0020] The inverter 21 is connected to a power source 22 of the vehicle via a power line 23, and is connected to the electromagnetic actuators 7, 10 via a power line 24. The inverter 21 is configured to include a plurality of switching elements, for example, transistors, field effect transistors (FETs), insulated gate bipolar transistors (IGBTs), etc. The opening and closing of each switching element of the inverter 21 is controlled based on a command signal from a controller 31. The inverter 21 drives the electromagnetic actuators 7, 10 arranged on each wheel 3, 4 based on the command signal (current command) from the controller 31 and the electric power from the power source 22 of the vehicle 1.

[0021] When the electromagnetic actuators 7, 10 are in power running, power is supplied to the electromagnetic actuators 7, 10 from the power source 22 via the inverter 21. At this time, the inverter 21 generates three-phase (U-phase, V-phase, W-phase) AC power from the DC power supplied from the power source 22 via a power line 23, and supplies the power to the coils (u-phase coil, v-phase coil, w-phase coil) of each of the electromagnetic actuators 7, 10 via a power line 24. On the other hand, when the electromagnetic actuators 7, 10 are in regeneration, the power generated by the electromagnetic actuators 7, 10 is returned to the power source 22 via the inverter 21.

[0022] For example, if the vehicle 1 is equipped with an internal combustion engine, the power source 22 for the electromagnetic actuators 7, 10 can be configured with a power source (electricity storage device) dedicated to the electromagnetic actuators 7, 10, and / or an alternator that is driven to rotate by the engine. When the alternator is used as the power source 22, a capacitor, battery, or the like can be provided to supply (discharge) peak power exceeding the power generated by the alternator and store (charge) regenerative power, as necessary. On the other hand, in a hybrid vehicle (hybrid automobile) equipped with an engine and an electric motor for driving, or a vehicle (electric automobile) equipped with an electric motor for driving, a large-capacity battery for driving the vehicle can be used as the power source 22. In this case, the power source 22 can be configured to receive power directly from the large-capacity battery for driving the vehicle, or to use power that has been stepped up or down via a voltage conversion device such as a DC / DC converter.

[0023] Here, the vehicle 1 is provided with a vehicle state detection means (not shown) for detecting the state of the vehicle 1. The vehicle state detection means corresponds to at least one of various state detection sensors (detection devices), such as a longitudinal acceleration sensor, a lateral acceleration sensor, a wheel speed sensor, a steering angle sensor, a yaw rate sensor, a vehicle speed sensor, a vehicle height sensor, a sprung vertical acceleration sensor, a sprung vertical velocity sensor, an unsprung vertical acceleration sensor, and an unsprung vertical velocity sensor. The vehicle state detection means detects the vehicle state (for example, at least one of state quantities such as longitudinal acceleration, lateral acceleration, wheel speed, steering angle, yaw rate, vehicle speed, vehicle height, sprung vertical acceleration, sprung vertical velocity, unsprung vertical acceleration, and unsprung vertical velocity). The vehicle state detection means outputs a signal corresponding to the detected vehicle state (detection value) to the controller 31 as vehicle state information (FIG. 3). Note that the vehicle state information (FIG. 3) is not limited to a detected value (detection value), and may use a value (estimated value) estimated (calculated) using a state equation or the like. That is, the vehicle state detection means may be configured to output a signal corresponding to the estimated (calculated) vehicle state (detection value) to the controller 31 as vehicle state information.

[0024] The controller 31 is connected to the vehicle state detection means, another controller (not shown), etc., via a communication line (information transmission line, vehicle data bus) such as CAN, which is an in-vehicle LAN communication. The controller 31 is configured to include, for example, a microcomputer. The controller 31 controls the generated forces of the electromagnetic actuators 7, 10 based on various vehicle state information (vehicle state signals) including detection values ​​and / or estimated values ​​from the vehicle state detection means (state detection sensor) and / or another controller.

[0025] For this purpose, the memory (storage unit) of the controller 31 stores a processing program for calculating the thrust to be generated by the electromagnetic actuators 7, 10 based on the vehicle state information (vehicle state signal), a processing program for outputting a command signal (current command) corresponding to the thrust to be generated, and the like. As a control law for calculating the thrust of the electromagnetic actuators 7, 10 (control law for ride comfort, control law for handling stability), for example, a skyhook control law, a BLQ control law (bilinear optimal control law), an H∞ control law, or the like can be used. The electromagnetic actuators 7, 10 generate a thrust (damping force) between the vehicle body 2 and the wheels 3, 4 to appropriately suppress the vertical movement of the wheels 3, 4, thereby suppressing vibration of the vehicle body 2.

[0026] The force generating mechanism system (electromagnetic actuator system for a vehicle) according to this embodiment has the configuration described above, and its operation will now be described.

[0027] For example, in the case where the electromagnetic actuators 7, 10 are interposed vertically between the vehicle body 2 side, which is the sprung member of the vehicle 1, and the wheels 3, 4 side, which are the unsprung members, when the vehicle 1 vibrates in the vertical direction, a force acts on the electromagnetic actuators 7, 10 in the stroke direction (axial direction). In response to this force, the stator 11 (armature 14) and the mover 12 (permanent magnet 13) of the electromagnetic actuators 7, 10 move relatively. At this time, the generated force (generated thrust) of the electromagnetic actuators 7, 10 can be adjusted by passing a predetermined current according to the position of the permanent magnet 13 through the coils 16 (u-phase coil 16A, v-phase coil 16B, w-phase coil 16C) of the armature 14 based on a command signal from the controller 31. This can improve the ride comfort and handling stability of the vehicle 1.

[0028] Incidentally, in an electromagnetic actuator having a permanent magnet and an armature, the generated thrust changes (fluctuations) depending on the position and speed of the mover at that time, and the current flowing through the armature (coil). This change in thrust makes it difficult for the electromagnetic actuator to generate thrust as commanded. For this reason, for example, in the case of an electromagnetic suspension equipped with an electromagnetic actuator, there is a possibility that the ride comfort of the vehicle may be deteriorated. That is, in a linear type electromagnetic actuator (linear motor), thrust pulsation occurs due to cogging force (detint force) generated according to the stroke position, iron loss caused by the stroke speed, etc. As a result of detailed analysis, it was found that the thrust that can actually be output differs depending on the direction in which the thrust is desired to be generated and the direction of the stroke at that time.

[0029] That is, the thrust of the linear electromagnetic actuator changes depending on the stroke position, stroke speed, stroke direction, current magnitude, and current flow direction. In this embodiment, the thrust change of the electromagnetic actuator is estimated from these pieces of information, and the command value is corrected so as to suppress the thrust change. This correction brings the thrust generated by the electromagnetic actuator closer to the command value, thereby improving the ride comfort of the vehicle. That is, in this embodiment, the amount of change in the thrust of the electromagnetic actuator is estimated based on the stroke position of the electromagnetic actuator (linear motor), the thrust command value (current command value), and the stroke speed and stroke direction at that time. Then, the thrust command value is corrected using the estimated amount of change so that the thrust of the electromagnetic actuator is generated according to the thrust command value. In this case, the operation mode is determined from the position, speed, and direction of the armature relative to the permanent magnet, and the thrust (thrust command value) is corrected based on this determination result. These points will be described below.

[0030] First, FIG. 7 shows an example of the time change of the "displacement" and "thrust" of the electromagnetic actuator 7, 10. The current of the electromagnetic actuator 7, 10 is 0 Arms. That is, FIG. 7 shows the time change of the "displacement" and "thrust" of the electromagnetic actuator 7, 10 when the current supplied to the electromagnetic actuator 7, 10 is 0 Arms. The thrust in FIG. 7 corresponds to the force (the force of attraction between the permanent magnet 13 and the iron of the armature 14) generated by the electromagnetic actuator 7, 10 in a state where no power is supplied to the electromagnetic actuator 7, 10. A positive (+) thrust is a thrust generated in a direction that extends the electromagnetic actuator 7, 10, and a negative (-) thrust is a thrust generated in a direction that contracts the electromagnetic actuator 7, 10. That is, a positive (+) thrust is a force that helps the electromagnetic actuator 7, 10 to extend, and a negative (-) thrust is a force that helps the electromagnetic actuator 7, 10 to contract.

[0031] As shown in FIG. 7, the thrust changes even though the current of the electromagnetic actuators 7 and 10 is 0 Arms. That is, in the electromagnetic actuators 7 and 10, the generated thrust changes due to the influence of cogging force and the like. Since this change in thrust reduces the ride comfort, it is important to reduce the thrust change and generate a thrust according to the thrust command value in order to improve the ride comfort. On the other hand, the thrust changes due to the stroke position, stroke speed, and current flow. For this reason, the generated thrust is estimated based on these, and the thrust command value is corrected so that the thrust according to the thrust command value can be generated.

[0032] Here, the thrust force F(x) at the displacement x is expressed by the following formula 1. The thrust force F(x) is the thrust force (generated force) that occurs at the displacement x.

[0033]

number

[0034] In formula 1, "F(x)" is "thrust force," "Fd(x)" is "cogging force," "Fα(v)" is "speed dependent term," and "Fs" is "friction force." FIG. 8 shows an example of the relationship between the "displacement" and "thrust force (actual measured value)" of the electromagnetic actuators 7 and 10. The current of the electromagnetic actuators 7 and 10 is 0 Arms, and the speed (stroke speed) of the electromagnetic actuators 7 and 10 is 0.01 m / s. That is, FIG. 8 shows the results of a vibration test when the electromagnetic actuators 7 and 10, which are dampers, are vibrated at a low speed (0.01 m / s).

[0035] The solid line in FIG. 8 indicates the measured thrust of the electromagnetic actuators 7 and 10, and the dashed line indicates the cogging force Fd(x). The cogging force Fd(x) can be calculated by subtracting the friction force Fs from the measured thrust when vibrating at a low speed (0.01 m / s), and can be used as a map of position versus thrust. The friction force Fs can be obtained from the difference in thrust when the extension stroke and the retraction stroke are reversed (when the stroke is reversed). The friction force Fs is a force that obstructs the direction of movement. If the thrust F(x) generated in the direction in which the electromagnetic actuators 7 and 10 extend is positive (+) and the thrust F(x) generated in the direction in which the electromagnetic actuators 7 and 10 retract is negative (-), the friction force Fs when the electromagnetic actuators 7 and 10 are displaced in the extension direction is negative (-), and the friction force Fs when the electromagnetic actuators 7 and 10 are displaced in the retraction direction is positive (+).

[0036] Next, FIG. 9 shows the relationship between the "displacement" and the "thrust" of the electromagnetic actuators 7 and 10 for each current value. A positive (+) thrust is a thrust generated in a direction that extends the electromagnetic actuators 7 and 10, and a negative (-) thrust is a thrust generated in a direction that contracts the electromagnetic actuators 7 and 10. In FIG. 9, a characteristic line 41 has a current value of 90%, a characteristic line 42 has a current value of 60%, a characteristic line 43 has a current value of 30%, a characteristic line 44 has a current value of 0% (0 A), a characteristic line 45 has a current value of -30%, a characteristic line 46 has a current value of -60%, and a characteristic line 47 has a current value of -90%. In this case, a current value of 100% is the maximum allowable current value in the positive direction (extension direction), and a current value of -100% is the maximum allowable current value in the negative direction (contraction direction). As shown in FIG. 9, the thrust pulsation tends to increase as the current value increases. In addition, since the pulsation also changes depending on the direction (±) of the current, the cogging force Fd takes into account two elements: current and position.

[0037] Next, the speed-dependent factors of the electromagnetic actuators 7, 10 (the speed-dependent term Fα(v) in Equation 1), i.e., factors of the thrust change that depends on the speed (induced voltage, iron loss, etc.), will be considered. FIG. 10 shows the relationship between the "displacement" and "thrust" of the electromagnetic actuators 7, 10 for each speed when the current supplied to the electromagnetic actuators 7, 10 is 0 Arms. FIG. 11 shows the relationship between the "displacement" and "thrust" of the electromagnetic actuators 7, 10 for each speed when the current supplied to the electromagnetic actuators 7, 10 is 90%. FIG. 12 shows the relationship between the "displacement" and "thrust" of the electromagnetic actuators 7, 10 for each speed when the current supplied to the electromagnetic actuators 7, 10 is -90%. As shown in these FIGS. 10, 11, and 12, the fluctuation range of the thrust of the electromagnetic actuators 7, 10 changes depending on the "current value", the "direction in which thrust is desired to be generated", and the "direction of the stroke at that time". Specifically, the relationship between the thrust command direction, the stroke direction, and the thrust fluctuation amount is as shown in Table 1 below.

[0038] [Table 1]

[0039] Therefore, in the embodiment, the speed-dependent term Fα(v) of the thrust F(x) in the formula 1 is set to a value taking into consideration the thrust command value, thrust command direction, and stroke direction. That is, in the embodiment, the correction value of the thrust command value is determined taking into consideration the thrust command direction and stroke direction (i.e., the operation mode). In this case, as shown in Figs. 3 to 5, the controller 31 calculates a correction value of the thrust pulsation (more specifically, a speed-dependent thrust) according to the thrust command value (current command value) of the electromagnetic actuators 7 and 10 and the stroke speed and stroke direction (operation mode) at that time. Hereinafter, the controller 31 having a function of correcting such a thrust command value (current command value) will be described.

[0040] As shown in FIG. 3, the controller 31 includes a thrust command calculation unit 32, a thrust command correction value calculation unit 33, and a current command output unit 34. Information (signals) corresponding to the state quantities of the vehicle 1, i.e., vehicle state information (vehicle state signal), is input to the thrust command calculation unit 32 via a communication line such as a CAN. The vehicle state information (vehicle state signal) corresponds to a detection value (detection signal) and / or an estimated value (estimated signal) from a vehicle state detection means (state detection sensor) or the like. The vehicle state information (vehicle state signal) includes a "displacement sensor value." The displacement sensor value corresponds to the displacement amount (stroke amount) of the electromagnetic actuators 7 and 10, i.e., the detection value of a displacement sensor (stroke sensor) that detects the relative displacement between the mover 12 (permanent magnet 13) and the stator 11 (armature 14). Note that, for the displacement amount (stroke amount) of the electromagnetic actuators 7 and 10, an estimated value calculated from a state equation or the like may be used instead of the detection value by the displacement sensor (stroke sensor). As described later, the displacement sensor values, that is, the displacement values ​​(stroke values) of the electromagnetic actuators 7 and 10 are input to a thrust command correction value calculation unit 33.

[0041] The thrust command calculation unit 32 calculates a "thrust command value" that is a command for the thrust to be generated by the electromagnetic actuators 7, 10 based on the vehicle state information (vehicle state signal). The thrust command calculation unit 32 outputs a signal (thrust command value signal) corresponding to the calculated thrust command value to the thrust command correction value calculation unit 33 and the current command output unit 34. The thrust command value is input to the thrust command correction value calculation unit 33 from the thrust command calculation unit 32. In addition, the displacement sensor value is input to the thrust command correction value calculation unit 33. The thrust command correction value calculation unit 33 calculates a "thrust command correction value" that is a correction value for the thrust command value based on the thrust command value and the displacement sensor value. As will be described later, the thrust command correction value is a correction value for canceling out the fluctuation in thrust caused by thrust pulsation from the thrust command value, that is, a correction value required to suppress the fluctuation in thrust with respect to the thrust command value. The thrust command correction value calculation unit 33 outputs a signal (thrust command correction value signal) corresponding to the calculated thrust command correction value to the current command output unit .

[0042] The current command output unit 34 receives the thrust command value from the thrust command calculation unit 32 and the thrust command correction value from the thrust command correction value calculation unit 33. The current command output unit 34 outputs a corrected thrust command value based on the thrust command value and the thrust command correction value. For example, the thrust command value and the thrust command correction value are added together to calculate the corrected thrust command value. The current command output unit 34 outputs a "command signal (current command)" corresponding to the calculated corrected thrust command value to the inverter 21. This allows the electromagnetic actuators 7 and 10 to generate thrust based on the vehicle state information. At this time, the current command output unit 34 outputs a command signal (current command) corresponding to the corrected thrust command value. Therefore, the inverter 21 receives a command signal (current command) in which the change in thrust based on thrust pulsation is suppressed. This allows the ride comfort and / or driving stability of the vehicle 1 to be improved at a high level.

[0043] 4 shows the thrust command correction value calculation unit 33. The thrust command correction value calculation unit 33 calculates a thrust command correction value required to suppress the fluctuation of the thrust with respect to the thrust command value based on the thrust command value and the displacement sensor value. That is, the thrust command correction value calculation unit 33 calculates a correction value (thrust command correction value) of the thrust command value (current command value) of the electromagnetic actuators 7, 10 according to the operation mode (stroke speed and stroke direction) at that time. For this purpose, the thrust command correction value calculation unit 33 includes a cogging force map unit 33A, a differentiation unit 33B, a stroke determination unit 33C, a friction force unit 33D, an operation mode determination unit 33E, a speed term unit 33F, an addition unit 33G, and a subtraction unit 33H.

[0044] The cogging force map unit 33A receives a thrust command value from the thrust command calculation unit 32. The cogging force map unit 33A also receives a displacement sensor value, i.e., the displacement amount (stroke amount) of the electromagnetic actuators 7, 10. This displacement amount (stroke amount) corresponds to the relative displacement amount between the mover 12 (permanent magnet 13) and the stator 11 (armature 14) of the electromagnetic actuators 7, 10. Note that the displacement amount (stroke amount, relative displacement amount) may be an estimated value calculated using a state equation or the like instead of a detected value. In any case, the cogging force map unit 33A receives a "displacement sensor value" corresponding to the displacement amount of the electromagnetic actuators 7, 10 at that time and a "thrust command value (more specifically, a current value corresponding to the thrust command value)" at that time.

[0045] The cogging force map unit 33A stores, for example, a map as shown in FIG. 9 described above, that is, the relationship between the "displacement" and the "thrust" of the electromagnetic actuators 7, 10 for each "current value". The cogging force map unit 33A calculates the thrust from the input "displacement sensor value" and "thrust command value (i.e., thrust current value converted from the thrust command value)" and the "map (FIG. 9)". For example, when the thrust current value corresponding to the thrust command value is 90%, the thrust can be calculated based on the characteristic line 41 in FIG. 9 and the displacement (displacement sensor value) at that time. For example, when the thrust current value corresponding to the thrust command value is -30%, the thrust can be calculated based on the characteristic line 45 in FIG. 9 and the displacement (displacement sensor value) at that time. This thrust, that is, the thrust calculated from the cogging force map unit 33A, is a thrust according to the "displacement (displacement sensor value)" and "current value (thrust current value)" at that time (current point in time).

[0046] This thrust corresponds to the sum of the thrust generated based on the "current value (thrust current value) corresponding to the thrust command value" and the thrust (cogging force) generated according to the "displacement (displacement sensor value)". In other words, this thrust includes not only the thrust generated based on the current value (current command value) corresponding to the thrust command value, but also the thrust of the fluctuation due to the cogging force. The cogging force map unit 33A outputs the calculated thrust, i.e., the thrust including the cogging force, to the adder 33G. The thrust output from the cogging force map unit 33A (thrust including the cogging force) corresponds to "Fd(x)" in the above-mentioned equation 1.

[0047] The differentiation unit 33B receives the "displacement sensor value". The differentiation unit 33B calculates the relative velocity (damper relative velocity) of the electromagnetic actuators 7, 10 by differentiating the input "displacement sensor value", i.e., the displacement of the electromagnetic actuators 7, 10. The differentiation unit 33B outputs the calculated relative velocity of the electromagnetic actuators 7, 10 to the stroke determination unit 33C, the velocity term unit 33F (multiplication unit 33F2), and the operation mode determination unit 33E. The stroke determination unit 33C receives the relative velocity (damper relative velocity) of the electromagnetic actuators 7, 10 from the differentiation unit 33B. The stroke determination unit 33C determines the moving direction of the electromagnetic actuators 7, 10, i.e., whether it is an extension direction (extension) or a contraction direction (contraction), based on the positive or negative of the input relative velocity. The stroke determination unit 33C outputs the determination result, that is, the fact that the moving direction (actual moving direction) of the electromagnetic actuators 7, 10 is "extension" or "contraction" to the frictional force unit 33D.

[0048] The frictional force unit 33D receives the determination result ("extension" or "contraction") from the stroke determination unit 33C. The frictional force unit 33D is provided with the frictional force of the electromagnetic actuators 7, 10 that is determined in advance. That is, the frictional force unit 33D stores the frictional force (thrust difference at the time of stroke reversal) obtained from the actual thrust value as shown in FIG. 8 described above. When "extension" is input from the stroke determination unit 33C, the frictional force unit 33D outputs a negative (-) frictional force to the addition unit 33G. When "contraction" is input from the stroke determination unit 33C, the frictional force unit 33D outputs a positive (+) frictional force to the addition unit 33G. The frictional force is, for example, a constant (thrust difference at the time of stroke reversal).

[0049] The frictional force output from frictional force unit 33D corresponds to "±Fs / 2" in the above-mentioned formula 1. The frictional force is the deviation of the thrust from the thrust command value based on the friction of the electromagnetic actuators 7, 10. In the embodiment, since the thrust difference at the time of process reversal is set as "Fs", the frictional force output from frictional force unit 33D is "±Fs / 2". In contrast, for example, if 1 / 2 of the thrust difference at the time of process reversal is set as "Fs", the frictional force output from frictional force unit 33D can be "±Fs".

[0050] The operation mode determination unit 33E receives the relative velocity (damper relative velocity) of the electromagnetic actuators 7, 10 from the differentiation unit 33B. In addition, the operation mode determination unit 33E receives the thrust command value from the thrust command calculation unit 32. The operation mode determination unit 33E determines the operation mode of the electromagnetic actuators 7, 10 at that time (current time) based on the relative velocity and the thrust command value. In this case, it can be determined from the relative velocity whether the current stroke direction (actual stroke direction) of the electromagnetic actuators 7, 10 is "extension" or "contraction". It can be determined from the thrust command value whether the thrust command direction (command direction) is "extension" or "contraction".

[0051] The operation mode determination unit 33E determines which of the following four patterns (operation modes) exists. (A) Command direction "extension", actual stroke direction "extension" (B) Command direction: "extension", actual stroke direction: "contraction" (C) Command direction: "contraction", actual stroke direction: "extension" (D) Command direction: "retract", actual stroke direction: "retract"

[0052] The operation mode determination unit 33E outputs the determination result of the operation mode, that is, which of the above operation modes (A) to (D) is the operation mode, to the speed term unit 33F (speed coefficient map unit 33F1). The speed term unit 33F receives the relative speed (damper relative speed) of the electromagnetic actuators 7 and 10 from the differentiation unit 33B. The speed term unit 33F also receives the thrust command value from the thrust command calculation unit 32. The speed term unit 33F also receives the operation mode from the operation mode determination unit 33E. The speed term unit 33F calculates a speed-dependent thrust based on the relative speed of the electromagnetic actuators 7 and 10, the thrust command value, and the operation mode. The speed-dependent thrust is a fluctuation amount of the thrust that depends on the stroke speed of the electromagnetic actuators 7 and 10, that is, a deviation amount of the thrust from the thrust command value that depends on the stroke speed. The speed term unit 33F outputs the calculated speed-dependent thrust to the addition unit 33G.

[0053] For this purpose, the speed term section 33F includes a speed coefficient map section 33F1 and a multiplication section 33F2. The speed coefficient map section 33F1 receives a thrust command value from the thrust command calculation section 32. The speed coefficient map section 33F1 also receives an operation mode from the operation mode determination section 33E. As shown in FIG. 5, the speed coefficient map section 33F1 calculates a speed coefficient corresponding to the thrust command value at that time based on the thrust command value and the operation mode. The speed coefficient is a coefficient by which the relative speed (damper relative speed) of the electromagnetic actuators 7, 10 is multiplied. As shown in FIG. 5, the speed coefficient map section 33F1 stores speed coefficient maps (relationships between "thrust" and "speed coefficient") corresponding to each of the above (A) to (D). That is, the speed coefficient map section 33F1 stores a speed coefficient map when the operation mode is the above-mentioned (A), a speed coefficient map when the operation mode is the above-mentioned (B), a speed coefficient map when the operation mode is the above-mentioned (C), and a speed coefficient map when the operation mode is the above-mentioned (D).

[0054] When the operation mode is the above (A), that is, when the command direction is "extension" and the actual stroke direction is "extension", the fluctuation of the thrust force tends to be small. Therefore, in this case, a speed coefficient map as shown in the box "(A)" in FIG. 5, that is, a speed coefficient map in which the speed coefficient decreases in a curved manner with respect to the thrust force, is used to calculate a speed coefficient corresponding to the thrust force (thrust command value) at that time. When the operation mode is the above (B), that is, when the command direction is "extension" and the actual stroke direction is "contraction", the fluctuation of the thrust force tends to be large. Therefore, in this case, a speed coefficient map as shown in the box "(B)" in FIG. 5, that is, a speed coefficient map in which the speed coefficient increases linearly with respect to the thrust force, is used to calculate a speed coefficient corresponding to the thrust force (thrust command value) at that time.

[0055] When the operating mode is the above (C), i.e., when the command direction is "contraction" and the actual stroke direction is "extension", the thrust tends to fluctuate more. Therefore, in this case, a speed coefficient map as shown in the box "(C)" in Fig. 5, i.e., a speed coefficient map in which the speed coefficient decreases linearly with respect to the thrust, is used to calculate a speed coefficient corresponding to the thrust (thrust command value) at that time. When the operating mode is the above (D), i.e., when the command direction is "contraction" and the actual stroke direction is "contraction", the thrust tends to fluctuate more. Therefore, in this case, a speed coefficient map as shown in the box "(D)" in Fig. 5, i.e., a speed coefficient map in which the speed coefficient increases curvedly with respect to the thrust, is used to calculate a speed coefficient corresponding to the thrust (thrust command value) at that time.

[0056] In other words, the speed coefficient map unit 33F1 can calculate four coefficients (speed coefficients) from four maps (speed coefficient maps) according to the thrust command value, and determine the coefficient (speed coefficient) to be output from the speed coefficient map unit 33F1 according to the operation mode. The speed coefficient map unit 33F1 outputs the calculated speed coefficient to the multiplication unit 33F2. The relative speed (damper relative speed) of the electromagnetic actuators 7, 10 is input to the multiplication unit 33F2 from the differentiation unit 33B. The speed coefficient map unit 33F2 also receives the speed coefficient from the speed coefficient map unit 33F1. The multiplication unit 33F2 calculates the speed-dependent thrust by multiplying the relative speed (damper relative speed) of the electromagnetic actuators 7, 10 by the speed coefficient. In this way, the speed term unit 33F obtains the speed-dependent thrust, which is the correction value of the thrust command value, by multiplying the relative speed (damper relative speed) by the speed coefficient according to the operation mode (command direction, actual stroke direction).

[0057] That is, the speed term unit 33F calculates the speed-dependent thrust, which is a correction value of the thrust command value, by correcting the gradient with respect to the relative velocity (damper relative velocity) depending on the operation mode (command direction, actual stroke direction). The multiplication unit 33F2 of the speed term unit 33F outputs the calculated speed-dependent thrust to the addition unit 33G. The speed-dependent thrust output from the speed term unit 33F (multiplication unit 33F2) corresponds to "Fα(v)" in the above-mentioned equation 1. That is, the speed-dependent thrust is the deviation amount of the thrust from the thrust command value that depends on the speed (stroke speed) of the electromagnetic actuators 7, 10.

[0058] The adder 33G receives the thrust including the cogging force from the cogging force map unit 33A, that is, the thrust obtained by adding the thrust command value to the thrust of the deviation due to the cogging force. The adder 33G also receives the friction force from the friction force unit 33D. The adder 33G also receives the speed-dependent thrust from the speed term unit 33F. The adder 33G adds the thrust including the cogging force, the friction force, and the speed-dependent thrust. That is, the adder 33G calculates the thrust according to the formula 1. The adder 33G outputs the calculated thrust to the subtracter 33H as a thrust estimated value. The thrust estimated value is a thrust estimated according to the formula 1 from the thrust command value, stroke position, and stroke speed at that time. In other words, the thrust force estimate value is a thrust force estimate value that takes into account the "thrust force deviation due to cogging force," the "thrust force deviation due to frictional force," and the "thrust force deviation depending on speed" in relation to the thrust force command value, i.e., corresponds to an estimate of the thrust force that will actually occur.

[0059] The subtraction unit 33H receives a thrust command value from the thrust command calculation unit 32. The subtraction unit 33H also receives a thrust estimated value from the addition unit 33G. The subtraction unit 33H subtracts the thrust estimated value from the thrust command value. As a result, the subtraction unit 33H calculates a thrust command correction value that is a correction amount for the thrust command value. For example, when the thrust command value is 2000N and the thrust estimated value is 1800N, the subtraction unit 33H outputs 200N as the thrust command correction value. The thrust command correction value is a correction value required for the thrust command value to suppress fluctuations in thrust. The subtraction unit 33H outputs the calculated thrust command correction value to the current command output unit 34. As a result, the current command output unit 34 can output to the inverter 21 a command signal (current command) in which changes in thrust based on thrust pulsation are suppressed.

[0060] In this way, the thrust command correction value calculation unit 33 outputs the thrust command correction value. In this case, the thrust command correction value calculation unit 33 estimates and obtains the thrust change amount generated in the electromagnetic actuators 7, 10 based on the "thrust command value" and the "displacement sensor value". The thrust command correction value calculation unit 33 sets the obtained estimated value as the "estimated thrust value", and outputs the "thrust command correction value" by obtaining the difference between this estimated thrust value and the thrust command value in a subtraction unit 33H. The thrust estimated value is obtained from the detinting force (cogging force), the friction force, and the speed-dependent thrust that depends on the stroke speed, such as induced voltage and iron loss.

[0061] The detinting force (cogging force) that occurs depending on the stroke position is calculated by finding the stroke position using the displacement sensor value. The detinting force (cogging force) also changes depending on the thrust command value (current command value). For this reason, the cogging force map unit 33A takes two variables, the displacement sensor value and the thrust command value, as inputs, and creates a map that outputs the thrust that occurs depending on the stroke position and the thrust command value.

[0062] For the frictional force, the stroke speed (damper relative speed) obtained by differentiating the displacement sensor value in the differentiation unit 33B is used. In this case, the stroke determination unit 33C determines the sign of the stroke speed. The frictional force unit 33D determines the sign of the frictional force to be applied according to the sign determination result of the stroke determination unit 33C, and outputs this as the frictional force. On the other hand, the thrust force generated depending on the stroke speed varies depending on the stroke speed, the stroke direction at that time, and further the thrust command direction and thrust command amount at that time due to the influence of induced voltage, iron loss, etc. Therefore, the thrust force generated depending on the stroke speed is calculated as follows.

[0063] First, the speed coefficient map section 33F1 calculates a coefficient according to the thrust command amount. This coefficient is calculated using a speed coefficient map in which the thrust command amount is used as an input and the coefficient is used as an output. In this case, the calculated coefficient changes depending on the four operation modes, so four speed coefficient maps corresponding to each operation mode are used. The four operation modes are the above-mentioned (A) to (D).

[0064] The operation mode determination unit 33E determines which of the operation modes (A) to (D) the current stroke state of the electromagnetic actuators 7 and 10 is in, based on the stroke speed and thrust command value obtained by differentiating the displacement sensor value. Based on this determination result, the speed coefficient map unit 33F1 selects a speed coefficient map that matches the corresponding operation mode. Then, the multiplication unit 33F2 multiplies the coefficient output from the speed coefficient map unit 33F1 by the stroke speed, and outputs the multiplication result as a speed-dependent thrust. The detinting force (cogging force), friction force, and speed-dependent thrust thus obtained are added in the addition unit 33G to calculate an estimated thrust value of the electromagnetic actuators 7 and 10.

[0065] To summarize this embodiment, as shown in Fig. 1, the electromagnetic actuators 7, 10 are provided between the vehicle body 2 side and the wheels 3, 4 side of the vehicle 1. As shown in Fig. 2, the electromagnetic actuators 7, 10 have a permanent magnet 13 and an armature 14, and generate a force that can be adjusted between the vehicle body 2 side and the wheels 3, 4 side. As shown in Figs. 1 to 5, a controller 31 serving as a control device (vehicle behavior control device) controls the generated force of the electromagnetic actuators 7, 10. The controller 31 includes a command value acquisition means, a relative displacement acquisition means, a movement direction command acquisition means, and an actual movement direction acquisition means.

[0066] The command value acquisition means detects or estimates the state in which the vehicle body 2 behaves, and acquires a thrust command value that becomes a generated force command value for the electromagnetic actuators 7, 10. The command value acquisition means corresponds to, for example, the processing of the thrust command calculation unit 32 of the controller 31. The relative displacement acquisition means acquires a relative displacement between the permanent magnet 13 and the armature 14. The relative displacement acquisition means corresponds to, for example, the processing of acquiring a displacement sensor value (detected value or estimated value) in the thrust command correction value calculation unit 33 of the controller 31. The moving direction command acquisition means acquires a moving direction command of the armature 14 relative to the permanent magnet 13 from the thrust command value (generated force command value). The moving direction command acquisition means corresponds to, for example, the processing of acquiring a "command direction" that becomes a moving direction command from the thrust command value in the operation mode determination unit 33E of the thrust command correction value calculation unit 33. The actual moving direction acquisition means acquires an actual moving direction of the armature 14 relative to the permanent magnet 13 from the relative displacement. The actual movement direction acquiring means corresponds to, for example, a process in which the operation mode determination unit 33E of the thrust command correction value calculation unit 33 acquires the “stroke direction”, which is the actual movement direction, from the relative velocity (damper relative velocity).

[0067] Then, the controller 31 obtains a "thrust command correction value" that is a correction value, more specifically, a "velocity-dependent thrust", based on the "command direction" that is a movement direction command and the "stroke direction" that is the actual movement direction, and corrects the "thrust command value." In this case, the controller 31 obtains the current operating state of the electromagnetic actuators 7, 10 from four operating modes (patterns) based on the command direction and stroke direction, and corrects the thrust command value.

[0068] That is, the correction value is determined according to the following four patterns (operation modes). (1) Command direction (movement direction command): extension, stroke direction (actual movement direction): extension. (2) Command direction (commanded direction of movement): extension, stroke direction (actual direction of movement): contraction. (3) Command direction (commanded direction of movement): contraction, stroke direction (actual direction of movement): extension. (4) Command direction (movement direction command): shrink, stroke direction (actual movement direction): shrink.

[0069] In the embodiment, the speed-dependent thrust, which is the correction value, is calculated in the speed term unit 33F of the controller 31. In this case, the speed-dependent thrust is calculated by correcting (selecting) the gradient (speed coefficient) of the relative speed between the permanent magnet 13 and the armature 14 depending on the operation mode, i.e., the command direction and the stroke direction. In the embodiment, the cogging force map unit 33A of the controller 31 calculates a second correction value (thrust including the cogging force) based on the cogging force generated between the permanent magnet 13 and the armature 14, and the thrust command value is corrected using the second correction value as well. In the embodiment, the "friction force" of the electromagnetic actuators 7, 10 outputted from the friction force unit 33D of the controller 31 is also used to correct the thrust command value.

[0070] FIG. 6 shows the change in thrust (thrust pulsation) in the embodiment, comparative example 1 (Patent Document 1), and comparative example 2 (no control). In FIG. 6, "embodiment" is a control that takes into account the thrust command direction, thrust command amount, and stroke direction. In FIG. 6, "comparative example 1" is a control according to Patent Document 1, which does not take into account the thrust command direction, thrust command amount, and stroke direction. In FIG. 6, "comparative example 2" is no control. Comparative example 1 (Patent Document 1) can reduce thrust pulsation more than comparative example 2 (no control). In contrast, the embodiment can approach the target thrust more closely even in the region where the stroke speed is high, compared to comparative example 1. That is, in the embodiment, the thrust pulsation of the electromagnetic actuators 7 and 10 can be reduced by correcting the thrust command value according to the stroke direction and the thrust command value (command direction).

[0071] As described above, according to the embodiment, the controller 31 obtains a correction value (thrust command correction value) of the thrust command value (generated force command value) based on the command direction (movement direction command) and the stroke direction (actual movement direction), and corrects the thrust command value using this correction value. That is, the controller 31 corrects the thrust command value based on the stroke direction (actual movement direction) which is the actual direction in which the armature 14 moves relative to the permanent magnet 13, and the command direction (movement direction command) which is the direction of the thrust command of the electromagnetic actuators 7, 10. Therefore, this correction can reduce the difference between the thrust command value obtained by the thrust command calculation unit 32 and the thrust (generated force) that is actually generated. This can suppress the pulsation of the electromagnetic actuators 7, 10. As a result, the ride comfort of the vehicle 1 can be improved.

[0072] According to the embodiment, the thrust command value (generated force command value) is corrected according to four patterns of the command direction (movement direction command) and the stroke direction (actual moving direction), i.e., four operation modes. Therefore, based on the relationship (pattern, operation mode) between the command direction and the stroke direction, it is possible to reduce the difference between the thrust command value calculated by the thrust command calculation unit 32 and the actually generated thrust (generated force). This makes it possible to suppress the pulsation of the electromagnetic actuators 7 and 10. As a result, the ride comfort of the vehicle 1 can be improved.

[0073] According to the embodiment, the correction value (speed-dependent thrust) is obtained by correcting the gradient (speed coefficient) with respect to the relative speed between the permanent magnet 13 and the armature 14 by the command direction (movement direction command) and the stroke direction (actual movement direction). Therefore, the correction value (speed-dependent thrust) can be adjusted according to the relative speed between the permanent magnet 13 and the armature 14. That is, the thrust command value can be corrected by the correction value that takes into account the relative speed between the permanent magnet 13 and the armature 14. This makes it possible to reduce the difference between the thrust command value obtained by the thrust command calculation unit 32 and the thrust (generated force) that is actually generated, regardless of the change in the relative speed (whether the relative speed is fast or slow). In other words, it is possible to reduce the difference between the thrust command value that depends on the relative speed and the thrust (generated force) that is actually generated. As a result, also from this point of view, the pulsation of the electromagnetic actuators 7 and 10 can be suppressed, and the ride comfort of the vehicle 1 can be improved.

[0074] According to the embodiment, a second correction value (thrust including the cogging force) based on the cogging force generated between the permanent magnet 13 and the armature 14 is obtained, and the thrust command value is corrected using the second correction value as well. This makes it possible to reduce the difference between the thrust command value based on the cogging force and the actually generated thrust (generated force).

[0075] According to the embodiment, the thrust command value is corrected using the frictional force of the electromagnetic actuators 7 and 10. Therefore, it is possible to reduce the difference between the thrust command value based on the frictional force and the actually generated thrust (generated force).

[0076] In the embodiment, the electromagnetic actuators 7, 10 are provided on all four wheels of the vehicle 1. However, the present invention is not limited to this, and the electromagnetic actuators may be provided only on the two front wheels (left and right front wheels 3) of the four wheels of the vehicle, or only on the two rear wheels (left and right rear wheels 4) of the four wheels of the vehicle.

[0077] In the embodiment, the electromagnetic actuators 7, 10 are provided on a four-wheeled vehicle 1. However, the present invention is not limited to this, and may be configured to provide an electromagnetic actuator (force generating mechanism) on a vehicle having four or more wheels, such as six wheels. Also, the electromagnetic actuators 7, 10 may be provided on a two-wheeled vehicle.

[0078] In the embodiment, the electromagnetic actuator 7 (10) is described as being composed of an armature 14 provided on the stator 11 and a permanent magnet 13 provided on the mover 12. However, the present invention is not limited to this, and the electromagnetic actuator (force generating mechanism) may be composed of, for example, a permanent magnet provided on the stator and an armature provided on the mover.

[0079] In the embodiment, the electromagnetic actuators 7, 10 are configured as linear motors (direct-acting motors). However, the present invention is not limited to this, and the electromagnetic actuator (force generating mechanism) may be configured as a rotary motor, for example. In this case, the electromagnetic actuator (force generating mechanism) may be configured to have a rotary motor and a rotary-linear conversion mechanism (for example, a ball screw mechanism, a ball nut mechanism, or a rack-and-pinion mechanism). When the force generating mechanism is configured as a rotary motor, the direction of movement of the armature relative to the permanent magnet (movement direction command, actual movement direction) may use the direction of rotation (rotation direction command, actual rotation direction).

[0080] In the embodiment, an example has been described in which the stator 11 is attached to a sprung member (e.g., the vehicle body side) of the vehicle 1, and the mover 12 is attached to an unsprung member (e.g., the wheel side) of the vehicle 1. However, the present invention is not limited to this, and for example, the stator may be attached to the unsprung member of the vehicle, and the mover may be attached to the sprung member of the vehicle.

[0081] In the embodiment, an example has been described in which the electromagnetic actuators 7, 10 are mounted on an automobile vehicle 1 in a vertically disposed state, but the present invention is not limited to this. For example, the vehicle may be something other than an automobile, such as a railroad car, and the electromagnetic actuator may be mounted on the vehicle in a horizontally disposed state.

[0082] In the embodiment, a linear motor having a circular cross section, i.e., a case where the stator 11 and the mover 12 are formed into a cylindrical shape, has been described as an example. However, the present invention is not limited to this, and may be configured as a cylindrical linear motor having a cross section other than a circular shape, such as a linear motor having an I-shaped (flat) cross section, a rectangular cross section, or an H-shaped cross section.

[0083] In the embodiment, the vehicle state detection means has been described by taking as examples a longitudinal acceleration sensor, a lateral acceleration sensor, a wheel speed sensor, a steering angle sensor, a yaw rate sensor, a vehicle speed sensor, a vehicle height sensor, a sprung vertical acceleration sensor, a sprung vertical velocity sensor, an unsprung vertical acceleration sensor, an unsprung vertical velocity sensor, etc. However, the present invention is not limited to this, and for example, a sensor other than the exemplified sensors, such as a stroke sensor, a displacement sensor, a preview sensor (external environment recognition sensor), etc., may be used as the vehicle state detection means. As the preview sensor (external environment recognition sensor), for example, a camera such as a stereo camera or a single camera (for example, a digital camera), and / or a radar such as a laser radar, an infrared radar, or a millimeter wave radar (for example, a light emitting element such as a semiconductor laser and a light receiving element that receives the light), a LiDAR, or a sonar may be used.

[0084] In the embodiment, the electromagnetic actuators 7, 10 are mounted on the vehicle 1. However, the present invention is not limited to this, and the electromagnetic actuator may be mounted on various devices (mechanical devices, electrical devices) other than the vehicle. That is, the electromagnetic actuator can be provided in a portion where an adjustable force needs to be generated between a first member and a second member. In other words, the electromagnetic actuator can be provided not only between the vehicle body side and the wheel side of the vehicle, but also between the first member and the second member of various devices (mechanical devices, electrical devices) including the vehicle. For example, the electromagnetic actuator can be provided between a vibration suppression target member (first member) such as a base plate (vibration isolation table) or a washing machine and a floor (second member). The control device that controls the generated force (thrust) of the electromagnetic actuator is not limited to a control device for a vehicle (vehicle behavior control device), and can be widely applied as a control device that controls the generated force (thrust) of the electromagnetic actuator provided between the first member and the second member of various devices. In other words, a force generating mechanism system equipped with an electromagnetic actuator (force generating mechanism) and a control device can be widely applied not only as a force generating mechanism system (electromagnetic actuator system) for vehicles, but also as a force generating mechanism system (electromagnetic actuator system) for various devices other than vehicles.

[0085] According to the embodiment described above, a correction value for the generated force command value is obtained based on the movement direction command and the actual movement direction, and the generated force command value is corrected using this correction value. That is, the generated force command value is corrected based on the actual direction in which the armature moves relative to the permanent magnet (actual movement direction) and the command direction (movement direction command). Therefore, this correction can reduce the difference between the generated force command value obtained by the command value acquisition means and the actual generated force. This can suppress pulsation of the force generating mechanism. Furthermore, when the force generating mechanism is provided between the body side and the wheel side of the vehicle, the ride comfort of the vehicle can be improved.

[0086] According to the embodiment, the generated force command value is corrected according to four patterns of the movement direction command and the actual movement direction, i.e., four operation modes. Therefore, based on the relationship (pattern, operation mode) between the movement direction command and the actual movement direction, the difference between the generated force command value obtained by the command value acquisition means and the actual generated force can be reduced. This makes it possible to suppress pulsation of the force generating mechanism. Furthermore, when the force generating mechanism is provided between the body side and the wheel side of the vehicle, the ride comfort of the vehicle can be improved.

[0087] According to the embodiment, the correction value is obtained by correcting the inclination with respect to the relative speed between the permanent magnet and the armature using the movement direction command and the actual movement direction. Therefore, the correction value can be adjusted according to the relative speed between the permanent magnet and the armature. That is, the generated force command value can be corrected with a correction value that takes into account the relative speed between the permanent magnet and the armature. This makes it possible to reduce the difference between the generated force command value obtained by the command value acquisition means and the actual generated force, regardless of changes in the relative speed (whether the relative speed is fast or slow). In other words, it is possible to reduce the difference between the generated force command value that depends on the relative speed and the actual generated force. As a result, from this aspect as well, the pulsation of the force generating mechanism can be suppressed (the ride comfort of the vehicle can be improved).

[0088] According to the embodiment, a second correction value based on the cogging force generated between the permanent magnet and the armature is calculated, and the second correction value is also used to correct the generated force command value, thereby reducing the difference between the generated force command value based on the cogging force and the actual generated force.

[0089] According to the embodiment, the frictional force of the force generating mechanism is also used to correct the generated force command value, which makes it possible to reduce the difference between the generated force command value based on the frictional force and the actual generated force. [Explanation of symbols]

[0090] 1: vehicle, 2: vehicle body (first member), 3: front wheels (wheels, second member), 4: rear wheels (wheels, second member), 7, 10: electromagnetic actuators (force generating mechanisms), 31: controller (control device, vehicle behavior control device)

Claims

1. A control device for controlling a generated force of a force generating mechanism having a permanent magnet and an armature that generates an adjustable force between a first member and a second member, a command value acquisition means for detecting or estimating a state in which the first member behaves and determining a command value for the force generation mechanism; a relative displacement acquisition means for acquiring a relative displacement between the permanent magnet and the armature; a movement direction command acquisition means for acquiring a movement direction command of the armature relative to the permanent magnet from the generated force command value; an actual movement direction acquisition means for determining an actual movement direction of the armature relative to the permanent magnet from the relative displacement, a control device that obtains a correction value by correcting an inclination with respect to the relative speed between the permanent magnet and the armature based on the movement direction command and the actual movement direction, and corrects the generated force command value.

2. A vehicle behavior control device that controls a generated force of a force generating mechanism that is provided between a vehicle body side and a wheel side of a vehicle and has a permanent magnet and an armature that generate an adjustable force between the vehicle body side and the wheel side, a command value acquisition means for detecting or estimating a state in which the vehicle body is behaving and determining a command value for the force generation mechanism; a relative displacement acquisition means for acquiring a relative displacement between the permanent magnet and the armature; a movement direction command acquisition means for acquiring a movement direction command of the armature relative to the permanent magnet from the generated force command value; an actual movement direction acquisition means for determining an actual movement direction of the armature relative to the permanent magnet from the relative displacement, a vehicle behavior control device that obtains a correction value by correcting an inclination with respect to the relative speed between the permanent magnet and the armature based on the movement direction command and the actual movement direction, and corrects the generated force command value.

3. 2. The control device according to claim 1, wherein the correction value is determined according to the following four patterns. 1) Commanded movement direction extension, actual movement direction extension 2) Movement direction command extension, actual movement direction contraction 3) Commanded movement direction: shrink; actual movement direction: extend 4) Movement direction command contraction, actual movement direction contraction

4. 4. The control device according to claim 1, further comprising: a second correction value based on a cogging force generated between the permanent magnet and the armature; and a second correction value is also used to correct the generated force command value.

5. 4. The control device according to claim 1, wherein the generated force command value is corrected using a frictional force of the force generating mechanism as well.

6. a force generating mechanism provided between a vehicle body side and a wheel side of the vehicle, the force generating mechanism having a permanent magnet and an armature for generating an adjustable force between the vehicle body side and the wheel side; A force generating mechanism system having a control device for controlling a generated force of the force generating mechanism, The control device includes: a command value acquisition means for detecting or estimating a state in which the vehicle body is behaving and determining a command value for the force generation mechanism; a relative displacement acquisition means for acquiring a relative displacement between the permanent magnet and the armature; a movement direction command acquisition means for acquiring a movement direction command of the armature relative to the permanent magnet from the generated force command value; an actual movement direction acquisition means for determining an actual movement direction of the armature relative to the permanent magnet from the relative displacement, a force generating mechanism system which obtains a correction value by correcting an inclination with respect to the relative speed between the permanent magnet and the armature based on the movement direction command and the actual movement direction, and corrects the generated force command value.

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