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CN105452041A - 车辆的减振控制装置 - Google Patents

车辆的减振控制装置 Download PDF

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Publication number
CN105452041A
CN105452041A CN201380078728.XA CN201380078728A CN105452041A CN 105452041 A CN105452041 A CN 105452041A CN 201380078728 A CN201380078728 A CN 201380078728A CN 105452041 A CN105452041 A CN 105452041A
Authority
CN
China
Prior art keywords
wheel
propulsive effort
vehicle
driving force
braking force
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201380078728.XA
Other languages
English (en)
Inventor
斋藤敬
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of CN105452041A publication Critical patent/CN105452041A/zh
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
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    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
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    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K2023/085—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated
    • B60K2023/0858—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated with electric means, e.g. electro-hydraulic means
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Abstract

本发明能够抑制四轮驱动状态下的驱动力控制与基于簧上减振控制的驱动力控制的干涉，提高车辆的行驶性能或运行稳定性。本发明的车辆的减振控制装置构成为控制前轮的驱动力及制动力和后轮的驱动力及制动力中的至少任一个来减小车辆中的簧上振动，该车辆基于包括表示行驶状态的驱动要求量在内的多个数据而单独控制所述前轮的驱动力及制动力和后轮的驱动力及制动力，所述车辆的减振控制装置构成为在基于包括表示所述行驶状态的驱动要求量在内的多个数据而控制所述前轮的驱动力和所述后轮的驱动力的四轮驱动状态下，限制用于减小所述簧上振动的所述前轮的驱动力及制动力和后轮的驱动力及制动力的控制。

Description

车辆的减振控制装置
技术领域
本发明涉及用于抑制车辆的振动的装置，特别涉及通过控制驱动转矩来对俯仰等车辆的前侧和后侧进行上下移动的振动进行抑制的装置。
背景技术
伴随于发动机等驱动力源的输出发生变化而通过驱动轮产生的驱动转矩发生变化时，产生车身的前部或后部抬起或沉入的振动(俯仰)。这由于驱动力源输出的动力发生变化，而且车轮由悬架机构支承为能够相对地上下移动的情况成为要因而产生。因此，若控制由驱动轮产生的驱动转矩，则能够减小这样的振动，以往，提出了各种进行这种控制的装置。
例如日本特开2009-273275号公报记载了一种以在四轮分别安装有电动机的所谓轮毂电动机车为对象的减振装置。该减振装置基于通过传感器检测出的悬架机构的行程量或上下加速度传感器的检测值来检测车身的跳动或俯仰，并且求出为了抑制该跳动或俯仰所需的前轮驱动力及后轮驱动力或这些驱动力的比率(驱动力分配比)，以实现该驱动力或驱动力分配比的方式控制前轮电动机及后轮电动机。而且，该公报记载的装置在减振用的驱动力隔着“0”发生变化的情况下，即交替地产生驱动力和制动力的情况下，通过制动装置向作为控制的对象的车轮施加制动力，在此状态下控制由电动机产生的驱动力。这是用于防止或抑制驱动力控制的振动(hunting)或咔哒音的控制。
在能够单独控制前轮的驱动力和后轮的驱动力的车辆中，如上述的公报记载那样，通过使前轮及后轮的驱动力变化，能够抑制以驱动力源产生的驱动转矩的变动为起因的所谓簧上振动。而且，在利用前轮及后轮产生驱动力的所谓四轮驱动状态下，行驶稳定性、转弯性或坏路的跑完性等提高。然而，在四轮驱动状态下，动力损失变多，因此在平坦路等斜度小的道路上不需要特别进行加减速地行驶的所谓常态的行驶状态下，设为利用前轮或后轮的任一个产生驱动力的两轮驱动状态的情况广泛进行。
在该两轮驱动状态下，为了抑制簧上振动而能够对于前轮和后轮分配并传递驱动力，这种情况下，只要前轮的驱动力与后轮的驱动力的总和为车辆要求的驱动力即可，因此若在此范围内适当地控制对于前轮和后轮的驱动力的分配比，则不会损害车辆的行驶性能或动力性能，能够抑制上述的簧上振动。然而，在两轮驱动状态下较大地踏入加速器踏板而进行加速(所谓全开加速)的情况下或产生了轮胎滑移的情况下等，出于满足驱动要求或者维持行驶稳定性等目的，而控制对于前轮和后轮的驱动力的分配比。即，积极地执行设为四轮驱动状态的控制。若在该四轮驱动状态下执行用于抑制上述的簧上振动的前后轮的驱动力的控制，则用于确保加速力、车辆稳定性等的转矩控制与用于抑制簧上振动的转矩控制重叠。这些控制由于控制的目的、决定控制转矩的要因(或参数)互不相同，因此难以求出同时实现各个控制的目的的转矩，加速性、车辆稳定性或减振性能等可能会受损。
发明内容
本发明以上述的情况为背景而作出，目的在于提供一种能够抑制车辆的驱动性能变得不充分的减振控制装置。
本发明为了实现上述的目的，涉及一种减振控制装置，其特征在于，构成为在通过前轮及后轮产生驱动力的四轮驱动状态下，限制用于减小簧上振动的前轮及后轮的驱动力或制动力的控制。
该限制可以是下述中的任一个：使四轮驱动状态下用于减小簧上振动的控制的控制量小于两轮驱动状态下的用于减小簧上振动的控制的控制量，或者禁止基于前轮及后轮的驱动力或制动力的控制进行的簧上振动的减小控制自身。
另外，在本发明中，可以通过运动方程式使作为对象的车辆模型化，基于该模型，求出使簧上振动衰减的驱动力，将该驱动力与基于驱动要求量而求出的驱动力相加来求出总驱动力，基于该总驱动力而分别求出前轮及后轮的驱动力。这种情况下，所述限制可以是使在四轮驱动状态下求出使簧上振动衰减的驱动力时的增益小于两轮驱动状态下的求出使簧上振动衰减的驱动力时的增益。
因此，根据本发明的减振控制装置，在四轮驱动状态下，能抑制或禁止为了减小簧上振动而另行求出的驱动力控制量对基于驱动要求量而求出的前轮和后轮的驱动力控制量产生影响的情况。其结果是，实现基于驱动要求量的前轮及后轮的驱动力，防止或抑制驱动力削弱或变得过剩的情况，因此车辆的驱动性能或行驶性能变得良好。而且，四轮驱动状态在得到大的加速度的情况下或者在产生轮胎滑移等的情况下为了使车辆的运行稳定而执行，因此即便限制或禁止了用于减小簧上振动的控制，与之相伴产生的簧上振动也成为用于设定四轮驱动状态的要因而混入车身的运行的变化从而难以体感到，能够防止或抑制乘坐感的恶化或不适感。
附图说明
图1是用于说明本发明的减振控制装置的结构的框图。
图2是用于说明由本发明的减振控制装置执行的控制的一例的流程图。
图3是用于说明由本发明的减振控制装置执行的控制的另一例的流程图。
图4是用于说明能够在本发明中作为对象的车辆的结构的示意图。
具体实施方式
本发明是用于减小以驱动力的变化为起因而产生的车辆的俯仰或跳动等振动的装置，特别是以减小簧上振动的方式来控制前轮及后轮的驱动力或制动力的装置。因此，在本发明中作为对象的车辆是能够设定通过前轮和后轮产生驱动力的四轮驱动状态的车辆，特别是以能够相互独立地控制前轮和后轮的驱动力或制动力的方式构成的车辆。若列举这种车辆的例子，则其例子有能够将由发动机等动力源产生的驱动力向前轮和后轮分配且能够适当地变更其驱动力分配比的四轮驱动车、通过由发动机产生的驱动力来驱动前轮和后轮中的任意一方并通过以由发动机的动力发电的电力进行动作的电动机来驱动前轮和后轮中的任意另一方的混合动力车、在四轮全部设有电动机的轮毂电动机车等。
图4示意性地示出了混合动力车的例子，汽油发动机等发动机1和电动发电机2与动力分配机构3连结。该动力分配机构3由行星齿轮机构等三要素的差动机构构成，输入要素与发动机1连结，而且反力要素与电动发电机2连结，此外输出要素与前差速器4连结。因此，通过发动机1的动力来驱动电动发电机2进行发电，通过与之相伴的反力转矩，使发动机1的输出转矩增幅并向前差速器4输出。在该前差速器4上连结左右的前轮5。前轮5是转向轮，由转向机构6进行转舵。而且，设有用于对后轮7进行驱动的第二电动发电机8，该电动发电机8与后差速器9连结，从该后差速器9向左右的后轮7传递转矩。
上述前轮5侧的电动发电机2及后轮7侧的电动发电机8与包括蓄电池及逆变器的控制器10连接。需要说明的是，上述的电动发电机2、8也可以是电动机。该控制器10构成为进行使各电动发电机2、8中的任一个作为发电机起作用的情况下的向蓄电池的充电、或者使各电动发电机2、8中的任一个作为电动机起作用的情况下的从蓄电池的放电、以及作为发电机或电动机起作用的电动发电机2、8的选择等控制。
此外，在本发明中能够作为对象的上述的车辆构成为进行通过前轮5或后轮7产生行驶用的驱动力的两轮驱动状态与通过前后的四轮产生驱动力的四轮驱动状态之间的切换控制、四轮驱动状态下的前轮5与后轮7之间的驱动力分配比的控制、用于减小簧上振动的前轮5和后轮7的驱动力或制动力的控制。设有用于进行该控制的电子控制装置(ECU)11。该ECU11以微型计算机为主体而构成，使用输入的数据及预先存储的数据进行运算，将该运算的结果作为控制指令信号而向例如上述的控制器10输出。列举向该ECU11输入的数据的例子的话，相当于驱动要求量的加速器开度Acc、各车轮5、7的转速或由该转速求出的车速V等向ECU11输入。
接下来，说明以上述的车辆为对象而通过本发明的减振控制装置执行的驱动力的控制。图1是用于说明该控制的框图，首先，说明基于驱动要求量而求出前轮及后轮的驱动转矩的控制，基于加速器开度Acc及车速V求出要求转矩Trq(框B1)。由于与加速器开度对应产生的转矩是决定车辆的行驶性能或驱动特性的转矩，因此要求转矩按照各车种在设计上确定，因此在框B1中，只要将各加速器开度Acc及各车速V的要求转矩预先准备作为例如映射，并基于该映射来求出要求转矩即可。
接下来，运算与该要求转矩对应的发动机转矩(框B2)。基于车速V和要求转矩Trq能够求出要求功率，通过作为动力源的发动机1输出该要求功率，因此能确定发动机1以最佳燃油经济性输出该要求功率的运转点即转速Ne和发动机转矩Te。即，在框B2中，只要求出关于发动机1的最佳燃油经济性线，在以转矩和转速为参数的等输出线图上，求出要求功率与最佳燃油经济性线的交点，将该交点的转速及转矩作为要求转速Ne及要求转矩Te即可。并且，发动机1被控制为以该要求转速Ne旋转，而且输出要求转矩Te。这例如通过利用第一电动发电机2控制转速，而且通过节气门开度控制转矩来进行。
另一方面，上述的要求转矩Trq是为了车辆行驶而要求的总转矩，因此基于该要求转矩Trq，通过前指令转矩运算部B3求出前轮5的驱动力(驱动转矩)，而且通过后指令转矩运算部B4求出后轮7的驱动力(驱动转矩)。在此，作为对象的车辆是能够切换成两轮驱动状态和四轮驱动状态，而且能够控制四轮驱动状态下的前后轮的驱动力分配比的车辆，上述的驱动状态的切换或选择基于车辆的行驶状态进行。例如在加速器开度Acc为规定开度以下且车速V大致恒定的常态行驶状态下，设定仅通过前轮5产生驱动力的两轮驱动状态，相对于此在加速器开度Acc较大地增加而要求大的驱动力的情况下或任意一轮发生了轮胎滑移的情况下等，切换成四轮驱动状态，而且根据行驶状态来控制其驱动力分配比。因此，前指令转矩或后指令转矩根据基于求出上述那样的加速器开度Acc或车轮转速的轮胎滑移的状况等的两轮驱动状态及四轮驱动状态的判断结果、及驱动力分配比来运算。并且，输出前电动机(前轮5侧的电动发电机2)的要求转矩Tmf及后电动机(后轮7侧的电动发电机8)的要求转矩Tmr作为控制指令。此外，发动机1输出的转矩的一部分作用于前轮5，因此在减算器B5中从通过前指令转矩求出的转矩值减去该发动机转矩Te，将所得到的值作为对于前电动机的要求转矩Tmf。
本发明的减振控制装置构成为，控制前轮5和后轮7的驱动力或制动力来减小簧上振动。在图1中，簧上减振控制部由标号“B6”表示。该簧上减振控制作为一例而使用车辆模型B6-1进行，例如可以是与日本特开2010-285144号公报记载的控制同样的控制。简而言之，车辆模型由使用了作为对象的车辆的驱动力传递系统(动力传动系)中的弹性系数、惯性质量(惯性力矩)、衰减系数的运动方程式构成，将前述的要求转矩Trq和轮速(车轮转速)Vw代入该车辆模型中，利用调节器B6-2求出使振动衰减的系数。另一方面，向簧上减振控制部B6输入由前述的前指令转矩运算部B3及后指令转矩运算部B4分别求出的转矩值，通过该转矩值与基于要求转矩Trq和轮速Vw而求出的转矩值之间的偏差、及规定的增益B6-3，求出用于减小簧上振动的控制值(控制转矩)。
并且，具备对簧上减振控制的限制和执行进行判断的判断部B6-4。该判断部B6-4为判断是执行簧上减振控制还是进行包括禁止在内的限制的部分，具体而言，判断预先确定的限制条件或禁止条件是否成立，在该条件成立的情况下，限制或禁止簧上减振控制。具体而言，该限制条件或禁止条件是四轮驱动状态被选择或成立的情况，在将四轮驱动状态作为禁止条件的情况下，通过簧上减振控制部B6求出的控制值不输出。在将四轮驱动状态作为限制条件的情况下，将通过簧上减振控制部B6求出的控制值限制为小的值而输出。该控制值的限制例如可以通过将所述增益B6-3变更为小的值来进行，其减小的程度在前轮5与后轮7的驱动力分配比越接近“50:50”时，对应于从簧上减振控制部B6输出的指令值而设定得越小即可。需要说明的是，“执行”的判断在选择了两轮驱动状态的情况下成立，直接输出通过簧上减振控制部B6求出的簧上振动的减小用的控制量。
在图1所示的例子中，这样求出的簧上振动的减小用的控制量通过加法运算器B7而与由前述的框B1求出的总转矩值相加。即，通过前指令转矩运算部B4及后指令转矩运算部B5而与向前轮5及后轮7的要求转矩Tmf、Tmr分配之前的转矩相加。这是为了使控制容易。
图2是表示由于为四轮驱动状态而限制簧上减振控制的控制例的流程图，该例程在车辆的行驶中每隔规定的短时间反复执行。首先，判断是否为四轮驱动状态(4WD)(步骤S1)。由于基于向前述的ECU11输入的加速器开度Acc、车轮转速来选择两轮驱动状态和四轮驱动状态中的任一个，因此步骤S1的判断可以基于该选择的驱动状态来进行。由于为两轮驱动状态而在步骤S1中作出否定判断的情况下，采用作为两轮驱动状态下使用的值而预先设定的通常的控制增益(步骤S2)。
相对于此，由于选择了四轮驱动状态而在步骤S1中作出肯定判断的情况下，对求出用于减小簧上振动的控制量的控制增益进行变更(步骤S3)。这是用于避免或抑制基于驱动要求量而求出的驱动力因簧上减振控制被较大地变更由此车辆的行驶性能或动力性能受损的情况。因此，以使簧上减振控制对驱动力的控制量减小的方式变更控制增益。其变更的内容或程度可以按照各车辆或各车种，通过实验或模拟来预先确定。
图3是表示由于为四轮驱动状态而禁止簧上减振控制的控制例的流程图，该例程在车辆的行驶中每隔规定的短时间反复执行。首先，判断是否为四轮驱动状态(4WD)(步骤S11)。这是与上述的步骤S1同样的判断步骤。由于为两轮驱动状态而在步骤S11中作出否定判断的情况下，按照通常那样执行簧上减振控制(步骤S12)。相对于此，由于选择了四轮驱动状态而在步骤S11中作出肯定判断的情况下，禁止用于减小簧上振动的控制(步骤S13)。即，不是将基于驱动要求量而求出的驱动力变更为较小的值或较大的值，而是在前轮5及后轮7中产生与加速要求或运行稳定化要求对应的驱动力。
因此，如图2或图3所示进行控制的话，在两轮驱动状态下，簧上减振控制按照设计上设想那样执行，减小簧上振动，车辆的运行稳定或者乘坐感变得良好。相对于此，为了产生大的加速力或者使运行稳定而成为四轮驱动状态时，出于减小簧上振动的目的而变更基于驱动要求量所求出的前轮5或后轮7的驱动力的情况被禁止或抑制，因此车辆的动力性能或运行稳定性变得良好。尤其是将簧上减振用的控制量(转矩)与前述的总转矩相加，然后，基于转矩分配比来求出前轮5及后轮7的要求转矩的情况下，在四轮驱动状态下，该加法运算的簧上减振用的控制量被抑制为小的值，或者加法运算被禁止，因此四轮驱动状态下的车辆的运行稳定性提高。即，将簧上减振用的控制量与前述总转矩相加之后基于转矩分配比向前轮5和后轮7分配的情况下，将簧上减振用的转矩基于转矩分配比向前轮5或后轮7分配，因此前轮5或后轮7的驱动力、该驱动力产生的定时的偏差等成为要因，前轮5或后轮7的驱动力对于产生驱动要求的状态下的运行的稳定化来说可能未必优选。然而，在上述的本发明的装置中，由于抑制四轮驱动状态下的簧上减振用的控制量，或者禁止该控制，因此对于四轮驱动控制产生的前轮5及后轮7的驱动转矩来说作为所谓干扰的要因减少，能够提高运行的稳定性。
标号说明
1…发动机，2…电动发电机，3…动力分配机构，4…前差速器，5…前轮，6…转向机构，7…后轮，8…电动发电机，9…后差速器，10…控制器，11…电子控制装置(ECU)。

Claims (5)

1.一种车辆的减振控制装置，构成为控制前轮的驱动力及制动力和后轮的驱动力及制动力中的至少任一个来减小车辆中的簧上振动，该车辆基于包括表示行驶状态的驱动要求量在内的多个数据而单独控制所述前轮的驱动力及制动力和后轮的驱动力及制动力，
其特征在于，
所述车辆的减振控制装置构成为，在基于包括表示所述行驶状态的驱动要求量在内的多个数据而控制所述前轮的驱动力和所述后轮的驱动力的四轮驱动状态下，限制用于减小所述簧上振动的所述前轮的驱动力及制动力和后轮的驱动力及制动力的控制。
2.根据权利要求1所述的车辆的减振控制装置，其特征在于，
所述限制包括：将在所述四轮驱动状态下为了减小所述簧上振动而求出的所述前轮及后轮的驱动力或制动力的控制量限制为比在通过所述前轮和后轮中的任一方来产生驱动力的两轮驱动状态下为了减小所述簧上振动而求出的所述前轮及后轮的驱动力或制动力的控制量小的控制量。
3.根据权利要求1所述的车辆的减振控制装置，其特征在于，
所述限制包括：禁止基于在所述四轮驱动状态下为了减小所述簧上振动而求出的所述前轮及后轮的驱动力或制动力的控制量进行的所述驱动力或制动力的控制。
4.根据权利要求2所述的车辆的减振控制装置，其特征在于，
所述车辆的减振控制装置构成为，利用包括运动方程式的车辆模型来求出使簧上振动衰减的驱动力以产生使簧上振动衰减的驱动力，将该驱动力与基于所述驱动要求量而求出的驱动力相加来求出总驱动力，由该总驱动力来求出所述前轮的驱动力及所述后轮的驱动力，所述运动方程式包括所述车辆中的驱动力的传递路径的弹性系数及惯性质量以及振动衰减系数。
5.根据权利要求4所述的车辆的减振控制装置，其特征在于，
所述限制包括：使在所述四轮驱动状态下求出使所述簧上振动衰减的所述驱动力时的增益的值小于所述两轮驱动状态下的求出使所述簧上振动衰减的所述驱动力时的增益的值。
CN201380078728.XA 2013-08-05 2013-08-05 车辆的减振控制装置 Pending CN105452041A (zh)

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