JPH11123919A - Height adjusting device for independent suspension-type air suspension vehicle - Google Patents
Height adjusting device for independent suspension-type air suspension vehicleInfo
- Publication number
- JPH11123919A JPH11123919A JP29010297A JP29010297A JPH11123919A JP H11123919 A JPH11123919 A JP H11123919A JP 29010297 A JP29010297 A JP 29010297A JP 29010297 A JP29010297 A JP 29010297A JP H11123919 A JPH11123919 A JP H11123919A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- air
- vehicle height
- air springs
- chassis frame
- 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
Links
Landscapes
- Vehicle Body Suspensions (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、独立懸架式エアサ
スペンション車、特にスタビラザのない独立懸架の前輪
を有するバスに適する車高調整装置に関するものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle height adjusting apparatus suitable for an independently suspended air suspension vehicle, and more particularly to a bus having an independently suspended front wheel without a stabilizer.
【０００２】[0002]
【従来の技術】従来、シャシフレームと左右の車輪との
間に配置された左右の空気ばねがシャシフレームを支持
し、これらの空気ばねがシャシフレームの車輪に対する
高さに応じて開閉するレベリング装置を介してエアタン
クに接続され、レベリング装置が左右の空気ばねに共用
される１つのレベリングバルブからなり、このレベリン
グバルブの車高検出用レバーが左右の車輪間に設けられ
たコの字形のスタビライザの中心に連結されたエアサス
ペンション車のレベリング装置が開示されている（実開
昭６０−１５７５１１）。この装置では、左右の車輪が
独立懸架装置を介して車体を懸架するように構成され
る。このように構成されたレベリング装置では、１つの
レベリングバルブを左右の空気ばねに共用できるので、
部品を低減でき経済的である上に車両の重量を軽減でき
る実益がある。2. Description of the Related Art Conventionally, a left and right air spring disposed between a chassis frame and left and right wheels supports the chassis frame, and these air springs open and close according to the height of the chassis frame relative to the wheels. The leveling device is composed of one leveling valve shared by the left and right air springs, and a lever for detecting the vehicle height of the leveling valve is a U-shaped stabilizer provided between the left and right wheels. A leveling device for an air suspension vehicle connected to the center is disclosed (Japanese Utility Model Application Laid-Open No. 60-157511). In this device, the left and right wheels are configured to suspend the vehicle body via independent suspension devices. In the leveling device configured as described above, one leveling valve can be shared by the left and right air springs.
There is a real benefit that the number of parts can be reduced, the cost is reduced, and the weight of the vehicle is reduced.
【０００３】一方、車体と前後左右の各車軸との間に少
なくとも１個ずつ設けられた空気ばねが車体を支持し、
空気ばねにエアタンクから圧縮エアが供給され、各車軸
に対応してエアタンクと空気ばねとの間に４つのレベリ
ングバルブが介装され、前後左右の車高を４つの車高セ
ンサがそれぞれ検出するように構成された自動車のエア
サスペンション制御装置が開示されている（実開平４−
７９０９）。この装置では、自動車が停止しているとき
には４つの車高センサの検出結果に基づいて制御手段が
４つのレベリングバルブのうちの３つを選択して重量合
わせ、即ち車高合わせを行い、自動車が走行していると
きには４つのレベリングバルブのすべてを動作させてロ
ーリング制御を行うように構成される。このように構成
された自動車のエアサスペンション制御装置では、自動
車の停止中における重量合わせ時にはその重量合わせに
適した３点方式が選択される一方、走行中にはローリン
グ制御に適した４点方式に自動的に切換えられ、停止中
の重量合わせ及び走行中のローリング制御をいずれも確
実に行うことができるようになっている。On the other hand, at least one air spring provided between the vehicle body and each of the front, rear, left and right axles supports the vehicle body,
Compressed air is supplied from an air tank to the air spring, four leveling valves are interposed between the air tank and the air spring corresponding to each axle, and four vehicle height sensors detect front, rear, left and right vehicle heights, respectively. (Japanese Utility Model Application Laid-Open Publication No. HEI 4-104).
7909). In this device, when the vehicle is stopped, the control means selects three of the four leveling valves based on the detection results of the four vehicle height sensors to perform weight adjustment, that is, vehicle height adjustment. When the vehicle is traveling, all four leveling valves are operated to perform rolling control. In the vehicle air suspension control device configured as described above, a three-point system suitable for the weight adjustment is selected at the time of weight adjustment while the vehicle is stopped, while a four-point system suitable for the rolling control is selected during traveling. The automatic switching is performed so that both the weight adjustment during the stop and the rolling control during the traveling can be reliably performed.
【０００４】[0004]
【発明が解決しようとする課題】しかし、実開昭６０−
１５７５１１号公報に示されたエアサスペンション車の
レベリング装置はスタビライザを有する車両には適用で
きるが、スタビラザのない車両には適用できない問題点
があった。また、実開平４−７９０９号公報に示された
自動車のエアサスペンション制御装置では、自動車の前
部車体が独立懸架式のエアサスペンションにより懸架さ
れ、かつこの自動車が右側が高く左側が低い不整地に停
止した場合に、４つのレベリングバルブのうちの３つを
選択して重量合わせを行うが、選択されなかったバルブ
が前車軸の右側のバルブであると、選択された前車軸の
左側のバルブが車高が高いことを検出して前車軸の左側
の空気ばねから圧縮エアが排出され、車体が路面に接近
し過ぎる恐れがある。また選択されなかったバルブが前
車軸の左側のバルブであると、選択された前車軸の右側
のバルブが車高が低いことを検出してこの前車軸の右側
の空気ばねに圧縮エアが供給され、自動車が更に傾斜方
向に傾く恐れがある。[Problems to be solved by the invention]
The leveling device for an air suspension vehicle disclosed in Japanese Patent No. 157511 can be applied to a vehicle having a stabilizer, but cannot be applied to a vehicle without a stabilizer. Further, in the vehicle air suspension control device disclosed in Japanese Utility Model Laid-Open Publication No. 4-7909, the front body of the vehicle is suspended by an independent suspension type air suspension, and the vehicle is placed on rough terrain where the right side is high and the left side is low. When stopped, three of the four leveling valves are selected to perform weight adjustment. If the unselected valve is the valve on the right side of the front axle, the valve on the left side of the selected front axle is set to the left. Detecting that the vehicle height is high, compressed air is discharged from the air spring on the left side of the front axle, and the vehicle body may approach the road surface too much. If the unselected valve is the valve on the left side of the front axle, the valve on the right side of the selected front axle detects that the vehicle height is low, and compressed air is supplied to the air spring on the right side of the front axle. Therefore, there is a possibility that the vehicle may further tilt in the tilt direction.
【０００５】本発明の目的は、スタビライザのない車両
であっても、車両の停止時に車体が路面に接近し過ぎた
り或いは車体が傾斜方向に更に傾いたりすることを防止
できる独立懸架式エアサスペンション車の車高調整装置
を提供することにある。本発明の別の目的は、車両が所
定時間以上旋回するときに車高が運転者の意に反して変
化することを防止できる独立懸架式エアサスペンション
車の車高調整装置を提供することにある。SUMMARY OF THE INVENTION It is an object of the present invention to provide an independent suspension type air suspension vehicle that can prevent a vehicle body from approaching too close to a road surface or a vehicle body from leaning further in a leaning direction when the vehicle stops, even in a vehicle without a stabilizer. Vehicle height adjustment device. Another object of the present invention is to provide a vehicle height adjustment device for an independent suspension type air suspension vehicle that can prevent the vehicle height from changing against the driver's intention when the vehicle turns for a predetermined time or more. .
【０００６】[0006]
【課題を解決するための手段】請求項１に係る発明は、
図１及び図２に示すように、シャシフレーム１６と独立
懸架の左右の車輪１７，１７との間にそれぞれ設けられ
シャシフレーム１６を支持する左右の空気ばね２５，２
５と、左右の空気ばね２５，２５とエアタンク２９とを
接続するエア管路３１に設けられ左右の空気ばね２５，
２５にエアタンク２９内の圧縮エアをそれぞれ給排する
車高調整バルブ３２と、シャシフレーム１６と左右の車
輪１７，１７との間にそれぞれ設けられ左右の車高をそ
れぞれ電気的に検出する左右の車高センサ３３，３３
と、左右の車高センサ３３，３３が検出した左右の車高
の平均値を演算し左右の空気ばね２５，２５に圧縮エア
を供給し又は排出することにより上記平均値が左右の車
高の基準値となるように車高調整バルブ３２を制御する
コントローラ３４とを備えた独立懸架式エアサスペンシ
ョン車の車高調整装置である。The invention according to claim 1 is
As shown in FIGS. 1 and 2, left and right air springs 25, 2 provided between the chassis frame 16 and the left and right wheels 17, 17 that are independently suspended and supporting the chassis frame 16.
5 and the left and right air springs 25, 25 provided in the air duct 31 connecting the left and right air springs 25, 25 and the air tank 29.
A vehicle height adjustment valve 32 for supplying / discharging compressed air in an air tank 29 to / from the left and right wheels 25, which are provided between the chassis frame 16 and the left and right wheels 17, 17 and electrically detect left and right vehicle heights, respectively. Vehicle height sensors 33, 33
Then, the average value of the left and right vehicle heights detected by the left and right vehicle height sensors 33, 33 is calculated, and compressed air is supplied to or discharged from the left and right air springs 25, 25 so that the average value is equal to the left and right vehicle heights. This is a vehicle height adjustment device for an independent suspension type air suspension vehicle including a controller 34 for controlling a vehicle height adjustment valve 32 so as to be a reference value.
【０００７】この請求項１に記載された独立懸架式エア
サスペンション車の車高調整装置では、車両１０が左右
に高低差のある不整地に停止すると、コントローラ３４
は左右の車高センサ３３，３３の検出出力に基づいて左
右の車高の平均値を演算する。この平均値が左右の車高
の基準値より低いときにはコントローラ３４は車高調整
バルブ３２を切換えて左右の空気ばね２５，２５に圧縮
エアを供給し、上記平均値が基準値に達したときに圧縮
エアの供給を停止する。また上記平均値が左右の車高の
基準値より高いときにはコントローラ３４は車高調整バ
ルブ３２を切換えて左右の空気ばね２５，２５から圧縮
エアを排出し、上記平均値が基準値に達したときに圧縮
エアの排出を停止する。車両１０が立体交差のような弧
状の道路を所定時間以上続けて旋回する場合も、コント
ローラ３４は上記と同様に車高調整バブル３２を制御す
る。[0007] In the vehicle height adjusting device of the independent suspension type air suspension vehicle according to the present invention, when the vehicle 10 stops on an uneven ground having a vertical difference between left and right, the controller 34 is controlled.
Calculates the average value of the left and right vehicle heights based on the detection outputs of the left and right vehicle height sensors 33, 33. When the average value is lower than the reference value of the left and right vehicle heights, the controller 34 switches the vehicle height adjustment valve 32 to supply compressed air to the left and right air springs 25, 25, and when the average value reaches the reference value. Stop supplying compressed air. When the average value is higher than the reference value of the left and right vehicle heights, the controller 34 switches the vehicle height adjustment valve 32 to discharge compressed air from the left and right air springs 25, 25, and when the average value reaches the reference value. The discharge of compressed air is stopped. The controller 34 controls the vehicle height adjustment bubble 32 in the same manner as described above even when the vehicle 10 turns continuously over an arcuate road such as a grade separation for a predetermined time or more.
【０００８】[0008]
【発明の実施の形態】次に本発明の実施の形態を図面に
基づいて説明する。図１〜図３に示すように、バス１０
の車体１５前部は独立懸架式エアサスペンション１１に
より懸架され、車高調整装置１２により車高が調整され
る。またバス１０の車体１５後部は図１、図２及び図４
に示すように、リジッド式エアサスペンション１３によ
り懸架され、レベリング装置１４により車高が調整され
る。ここで本明細書ではシャシフレーム１６は車体１５
に含まれるものとする。シャシフレーム１６はバス１０
の進行方向に延びる一対のサイドメンバ１６ａ，１６ａ
と、一対のサイドメンバ１６ａ，１６ａの前部下方に設
けられこれらのサイドメンバ１６ａ，１６ａに固着され
た前側ロアメンバ１６ｂと、一対のサイドメンバ１６
ａ，１６ａの後部下方に設けられこれらのサイドメンバ
１６ａ，１６ａに固着された後側ロアメンバ１６ｃとを
備える（図２〜図４）。また左右の前輪１７，１７は車
幅方向に延びる左右の前車軸１８，１８の先端にそれぞ
れ回転可能に取付けられる（図１〜図３、図５及び図
６）。左右の後輪１９，１９は車幅方向に延びる後車軸
２１の両端に固着され、後車軸２１はアクスルハウジン
グ２６に回転可能に保持される（図１、図２及び図
４）。左右の前車軸１８，１８の基端は鉛直方向に延び
る左右の支軸２２，２２にそれぞれ固着される（図２、
図３、図５及び図６）。Embodiments of the present invention will now be described with reference to the drawings. As shown in FIGS.
Is suspended by an independent suspension type air suspension 11, and the vehicle height is adjusted by a vehicle height adjusting device 12. The rear part of the vehicle body 15 of the bus 10 is shown in FIGS.
As shown in the figure, the vehicle is suspended by a rigid air suspension 13 and the vehicle height is adjusted by a leveling device 14. Here, in this specification, the chassis frame 16 is
Shall be included. The chassis frame 16 is the bus 10
Pair of side members 16a, 16a extending in the traveling direction of
A front lower member 16b provided below the front portions of the pair of side members 16a, 16a and fixed to these side members 16a, 16a;
and lower rear members 16c fixed to the side members 16a, 16a provided below the rear portions of the rear members 16a, 16a (FIGS. 2 to 4). The left and right front wheels 17, 17 are rotatably attached to the front ends of left and right front axles 18, 18 extending in the vehicle width direction, respectively (FIGS. 1 to 3, 5, and 6). The left and right rear wheels 19 are fixed to both ends of a rear axle 21 extending in the vehicle width direction, and the rear axle 21 is rotatably held by an axle housing 26 (FIGS. 1, 2, and 4). The base ends of the left and right front axles 18 are fixed to left and right support shafts 22 extending in the vertical direction, respectively (FIG. 2, FIG.
3, 5, and 6).
【０００９】一対の独立懸架式エアサスペンション１１
はダブルウイッシュボーンタイプのサスペンションであ
り、基端が前側ロアメンバ１６ｂに枢着され先端が左右
の支軸２２，２２にそれぞれ枢着された左右のアッパア
ーム２３，２３と、左右のアッパアーム２３，２３の下
方に位置し基端が前側ロアメンバ１６ｂに枢着され先端
が左右の支軸２２，２２にそれぞれ枢着された左右のロ
アアーム２４，２４と、下端が左右の支軸２２，２２の
上端に固着され上端が左右の前側サブメンバ１６ｄの下
面にそれぞれ固着された左右の空気ばね２５，２５とを
備える（図１〜図３、図５及び図６）。左右の前側サブ
メンバ１６ｄは一対のサイドメンバ１６ａ，１６ａの前
部に車幅方向に延びて固着された一対の前側クロスメン
バ１６ｅ，１６ｅに一対のサイドメンバ１６ａ，１６ａ
の外側方に位置しかつバス１０の進行方向に延びてそれ
ぞれ固着される（図２及び図３）。またリジッド式エア
サスペンション１３は後車軸２１を回転可能に保持する
アクスルハウジング２６と、アクスルハウジング２６の
左右下面に略中央が固着されバス１０の進行方向にそれ
ぞれ延びる左右の架設部材２７，２７と、これらの架設
部材２７，２７の前端及び後端にそれぞれ載置され上端
が後側ロアメンバ１６ｃの下面にそれぞれ固着された合
計４つのエアスプリング２８とを備える（図１、図２及
び図４）。A pair of independent suspension type air suspensions 11
Is a double wishbone type suspension. Left and right upper arms 23, 23 whose base ends are pivotally connected to the front lower member 16b and whose distal ends are pivotally connected to the left and right support shafts 22, 22, respectively. Left and right lower arms 24, 24 whose base ends are pivotally attached to the front lower member 16b and whose distal ends are pivotally attached to the left and right support shafts 22, 22, respectively, and whose lower ends are fixed to the upper ends of the left and right support shafts 22, 22. Left and right air springs 25 are fixed to the lower surfaces of the left and right front side sub-members 16d, respectively (FIGS. 1 to 3, 5, and 6). The left and right front sub-members 16d are attached to a pair of front cross members 16e, 16e extending in the vehicle width direction and fixed to front portions of the pair of side members 16a, 16a.
And extends in the direction of travel of the bus 10 and is fixed thereto (FIGS. 2 and 3). The rigid air suspension 13 includes an axle housing 26 that rotatably holds the rear axle 21, left and right bridging members 27, 27, each of which has a substantially center fixed to the lower left and right lower surfaces of the axle housing 26 and extends in the traveling direction of the bus 10. There are a total of four air springs 28 mounted on the front and rear ends of these erection members 27, 27, and the upper ends of which are fixed to the lower surface of the rear lower member 16c, respectively (FIGS. 1, 2 and 4).
【００１０】車高調整装置１２は上記左右の空気ばね２
５，２５と、左右の空気ばね２５，２５とエアタンク２
９とを接続するエア管路３１に設けられ左右の空気ばね
２５，２５にエアタンク２９内の圧縮エアをそれぞれ給
排する単一の車高調整バルブ３２と、前側ロアメンバ１
６ｂと左右のアッパアーム２３，２３との間にそれぞれ
設けられ左右の車高をそれぞれ電気的に検出する左右の
車高センサ３３，３３と、左右の車高センサ３３，３３
の各検出出力に基づいて車高調整バルブ３２を制御する
コントローラ３４とを備える（図１〜図３）。車高調整
バルブ３２は２つの制御入力３２ａ，３２ａを有する４
ポートの電磁弁である。このバルブ３２はエアタンク２
９に接続された単一の第１ポート３２ｂと、左右の空気
ばね２５，２５にそれぞれ接続された２つの第２ポート
３２ｃ，３２ｃと、大気に開放された単一の排出ポート
３２ｄとを有する（図１）。車高センサ３３は非接触タ
イプのポテンショメータであり、図３に詳しく示すよう
に前側ロアメンバ１６ｂに取付けられたセンサ本体３３
ａと、基端がセンサ本体３３ａに枢着されたフロントレ
バー３３ｂと、両端がレバー３３ｂの先端及びアッパア
ーム２３にそれぞれ枢着されたフロントリンク３３ｃと
を有する。この車高センサ３３はフロントレバー３３ｂ
の先端が斜め上向きになると車高が基準値より低い位置
になったことを電気的に検出し、斜め下向きになると同
じく車高が高い位置になったことを電気的に検出するよ
うになっている。The vehicle height adjusting device 12 includes the left and right air springs 2.
5, 25, left and right air springs 25, 25 and air tank 2
A single vehicle height adjustment valve 32 provided in an air line 31 connecting the front and rear air springs 9 and 9 to supply and discharge compressed air in the air tank 29 to the left and right air springs 25 and 25, respectively;
6b and the left and right upper arms 23, 23, respectively, left and right vehicle height sensors 33, 33 for electrically detecting left and right vehicle heights, respectively, and left and right vehicle height sensors 33, 33
And a controller 34 for controlling the vehicle height adjusting valve 32 based on the respective detection outputs (FIGS. 1 to 3). The vehicle height adjusting valve 32 has two control inputs 32a, 32a.
Port solenoid valve. This valve 32 is connected to the air tank 2
9, a single second port 32b connected to the left and right air springs 25, 25, and a single discharge port 32d open to the atmosphere. (FIG. 1). The vehicle height sensor 33 is a non-contact type potentiometer, and has a sensor body 33 attached to the front lower member 16b as shown in detail in FIG.
a, a front lever 33b having a base end pivotally attached to the sensor body 33a, and a front link 33c having both ends pivotally attached to the distal end of the lever 33b and the upper arm 23, respectively. This vehicle height sensor 33 is a front lever 33b.
When the tip of the vehicle turns diagonally upward, it electrically detects that the vehicle height has become lower than the reference value, and when it becomes diagonally downward, it also electrically detects that the vehicle height has become high. I have.
【００１１】またバス１０にはドアの開閉を検出するド
アスイッチ３６と、運転者がオンオフ操作しオン状態で
所定の条件が満たされたときに車体１５前部が低くなる
クラウチングスイッチ３７と、スタータセンサのオン状
態又はオフ状態を検出するスタータセンサ３８とが設け
られる（図１）。またバス１０には図示しないがパーキ
ングブレーキの作動又は不作動を検出するパーキングセ
ンサと、車速を検出する車速センサと、ステアリングホ
イールの操舵角を検出するステアリングセンサとが設け
られる。左右の車高センサ３３，３３、ドアスイッチ３
６、クラウチングスイッチ３７、スタータセンサ３８、
パーキングセンサ、車速センサ及びステアリングセンサ
の各検出出力はコントローラ３４の制御入力に接続さ
れ、コントローラ３４の制御出力は車高調整バルブ３２
の２つの制御入力３２ａ，３２ａに接続される。またコ
ントローラ３４にはメモリ３９が設けられ（図１）、こ
のメモリ３９にはバス１０のクラウチング時の車体１５
前部の車高の基準値Ｈ01（図５）と、バス１０のクラウ
チング時以外の車体１５前部の車高の基準値Ｈ02（図
５）がそれぞれ記憶される。The bus 10 has a door switch 36 for detecting the opening and closing of a door, a crouching switch 37 for lowering the front portion of the vehicle body 15 when a driver turns on and off and a predetermined condition is satisfied in an on state, and a starter switch. A starter sensor 38 for detecting the ON state or the OFF state of the sensor is provided (FIG. 1). Although not shown, the bus 10 is provided with a parking sensor that detects the operation or non-operation of the parking brake, a vehicle speed sensor that detects the vehicle speed, and a steering sensor that detects the steering angle of the steering wheel. Left and right vehicle height sensors 33, 33, door switch 3
6, crouching switch 37, starter sensor 38,
The detection outputs of the parking sensor, the vehicle speed sensor, and the steering sensor are connected to the control input of the controller 34, and the control output of the controller 34 is
Are connected to the two control inputs 32a, 32a. The controller 34 is provided with a memory 39 (FIG. 1). The memory 39 stores the vehicle body 15 when the bus 10 is crouched.
A reference value H 01 of the front vehicle height (FIG. 5) and a reference value H 02 of the vehicle height at the front of the vehicle body 15 other than when the bus 10 is crouched are stored (FIG. 5).
【００１２】レベリング装置１４は上記４つのエアスプ
リング２８と、後側ロアメンバ１６ｃと左右の架設部材
２７，２７との間にそれぞれ設けられ上記４つのエアス
プリング２８にエアタンク２９の圧縮エアをそれぞれ給
排する左右のレベリングバルブ４１，４１とを備える
（図１、図２及び図４）。レベリングバルブ４１は機械
的に制御されるバルブであり、図４に詳しく示すように
バルブ本体４１ａと、基端がバルブ本体４１ａに枢着さ
れたリアレバー４１ｂと、両端がリアレバー４１ｂの先
端及び架設部材２７にそれぞれ枢着されたリアリンク４
１ｃとを有する。このレベリングバルブ４１はリアレバ
ー４１ｂの先端が斜め上向きになるとエアタンク２９の
圧縮エアがエアスプリング２８に供給され、斜め下向き
になるとエアスプリング２８内の圧縮エアが排出される
ように構成される。The leveling device 14 is provided between the four air springs 28, the lower rear member 16c and the left and right bridge members 27, 27, and supplies and discharges the compressed air from the air tank 29 to the four air springs 28, respectively. Left and right leveling valves 41, 41 (FIGS. 1, 2, and 4). The leveling valve 41 is a valve that is mechanically controlled, and as shown in detail in FIG. 4, a valve body 41a, a rear lever 41b whose base end is pivotally connected to the valve body 41a, and both ends of the rear lever 41b having a distal end and a bridge member. Rear link 4 pivotally connected to 27
1c. The leveling valve 41 is configured such that the compressed air in the air tank 29 is supplied to the air spring 28 when the tip of the rear lever 41b is inclined upward, and the compressed air in the air spring 28 is discharged when the tip of the rear lever 41b is inclined downward.
【００１３】なお、この実施の形態では、車両としてバ
スを挙げたが、乗用車、トラック又はその他の車両でも
よい。また、この実施の形態では、２つの制御入力を有
する４ポートの車高調整バルブ（電磁弁）を１つ設けた
が、単一の制御入力を有する３ポートの車高調整バルブ
（電磁弁）を２つ設けてもよい。この場合、２つの車高
調整バルブの第１ポートはエアタンクにそれぞれ接続さ
れ、第２ポートは左右の空気ばねにそれぞれ接続され、
排出ポートは大気に開放される。In this embodiment, a bus is used as a vehicle, but a passenger car, a truck, or another vehicle may be used. Further, in this embodiment, one 4-port vehicle height adjusting valve (solenoid valve) having two control inputs is provided, but a 3-port vehicle height adjusting valve (solenoid valve) having a single control input. May be provided. In this case, the first ports of the two vehicle height adjustment valves are respectively connected to the air tanks, and the second ports are respectively connected to the left and right air springs,
The discharge port is open to the atmosphere.
【００１４】このように構成された車高調整装置の動作
を説明する。運転者がバス１０のエンジンを始動し、ク
ラウチングスイッチ３７をオンした後に、バス１０を走
行させる。停留所等に到着してバス１０を一時的に停止
し、パーキングブレーキを作動させてドアを開くと、コ
ントローラ３４はドアスイッチ３６、クラウチングスイ
ッチ３７、スタータセンサ３８、パーキングセンサ及び
車速センサの各検出出力により乗客の乗降のためにバス
１０が停止したと判断し、バス１０をクラウチングさせ
る。しかし、このときバス１０が例えば図６に示すよう
に右側が高く左側が低い不整地４２に停止していること
を左右の車高センサ３３，３３が検出すると、コントロ
ーラ３４は左右の車高センサ３３，３３の各検出出力に
基づいて車体１５前部の左右の車高の平均値Ｈを演算す
る。The operation of the thus configured vehicle height adjusting device will be described. The driver starts the engine of the bus 10, turns on the crouching switch 37, and then drives the bus 10. Upon arriving at a stop or the like, the bus 10 is temporarily stopped, the parking brake is operated, and the door is opened. When the door is opened, the controller 34 detects each output of the door switch 36, the crouching switch 37, the starter sensor 38, the parking sensor, and the vehicle speed sensor. It is determined that the bus 10 has stopped for passengers getting on and off, and the bus 10 is crouched. However, at this time, when the left and right vehicle height sensors 33, 33 detect that the bus 10 is stopped on an uneven ground 42 on the right side and low on the left side as shown in FIG. An average value H of the left and right vehicle heights at the front part of the vehicle body 15 is calculated based on the respective detection outputs 33, 33.
【００１５】即ち、右側の車高センサ３３の検出した車
高をＨ1（図６）とし、左側の車高センサ３３が検出し
た車高をＨ2（図６）とすると、コントローラ３４はこ
れらの平均値ＨをＨ＝（Ｈ1＋Ｈ2）／２より求める。コ
ントローラ３４はこの平均値Ｈをメモリ３９に記憶され
たクラウチング時の車体１５前部の左右の車高の基準値
Ｈ01と比較し、Ｈ＜Ｈ01のときには車高調整バルブ３２
を制御して、左右の空気ばね２５，２５に同時に圧縮エ
アを供給し、Ｈ＝Ｈ01になったとき（車体１５前部が図
６の二点鎖線で示す位置になったとき）に左右の空気ば
ね２５，２５への圧縮エアの供給を停止する。またＨ＞
Ｈ01のときには車高調整バルブ３２を制御して、左右の
空気ばね２５，２５から同時に圧縮エアを排出し、Ｈ＝
Ｈ01になったときに左右の空気ばね２５，２５からの圧
縮エアの排出を停止する。That is, if the vehicle height detected by the right vehicle height sensor 33 is H 1 (FIG. 6) and the vehicle height detected by the left vehicle height sensor 33 is H 2 (FIG. 6), the controller 34 Is calculated from H = (H 1 + H 2 ) / 2. The controller 34 compares the average value H vehicle height reference value H 01 of the left and right of the vehicle body 15 front during crouching stored in the memory 39, H <height adjustment valve 32 when the H 01
By controlling the left and right to supply compressed air at the same time to the left and right air springs 25 and 25, when it becomes H = H 01 (when the vehicle 15 front reaches the position indicated by the two-dot chain line in FIG. 6) The supply of compressed air to the air springs 25, 25 is stopped. Also H>
When the H 01 controls the level control valve 32, and discharge the compressed air simultaneously from the right and left air springs 25, 25, H =
When H01 is reached, the discharge of compressed air from the left and right air springs 25, 25 is stopped.
【００１６】またバス１０が信号待ち等でドアを開けず
に上記と同様の不整地に停止すると、コントローラ３４
は左右の車高センサ３３，３３の各検出出力の平均値Ｈ
をメモリ３９に記憶されたクラウチング時以外の車体１
５前部の左右の車高の基準値Ｈ02と比較し、ＨがＨ02と
なるように車高調整バルブ３２を制御する。この結果、
バス１０が左右に高低差のある不整地４２に停止して
も、車体１５前部が路面に接近し過ぎたり或いは車体１
５前部が傾斜方向に更に傾くことがないので、不整地４
２停止時におけるバス１０の見栄え及び安定性を向上で
きる。When the bus 10 stops on an irregular ground similar to the above without opening the door due to a signal or the like, the controller 34
Is the average value H of the detection outputs of the left and right vehicle height sensors 33, 33.
Of the vehicle body 1 except for crouching stored in the memory 39
5 the front portion of the comparison with the height of the reference value H 02 of the left and right, H controls the height adjustment valve 32 so that the H 02. As a result,
Even if the bus 10 stops on an uneven ground 42 having a height difference between the left and right, the front part of the vehicle body 15 may be too close to the road surface or the vehicle body 1
5 Uneven terrain because the front part does not tilt further in the direction of inclination.
Appearance and stability of the bus 10 at the time of two stops can be improved.
【００１７】更にバス１０が立体交差のような弧状の道
路を所定時間以上続けて旋回すると、コントローラ３４
は車速センサ及びステアリングセンサの各検出出力に基
づいてバス１０が旋回していると判断する。このときも
コントローラ３４は左右の車高センサ３３，３３の各検
出出力の平均値Ｈを上記基準値Ｈ02と比較し、ＨがＨ02
となるように車高調整バルブ３２を制御する。この結
果、運転者の意に反して車高が変化することがなく、運
転者に違和感を与えない。なお、上記以外の状態、例え
ば悪路走行時等にも、左右の車高センサ３３，３３の各
検出出力の平均値に基づいて左右の空気ばねに圧縮エア
が給排される。Further, when the bus 10 continuously turns over an arcuate road such as a grade separation for a predetermined time or more, the controller 34
Determines that the bus 10 is turning based on the detection outputs of the vehicle speed sensor and the steering sensor. Controller 34 also in this case compares the average value H of the detection outputs of the right and left of the vehicle height sensors 33, 33 and the reference value H 02, H is H 02
The vehicle height adjustment valve 32 is controlled so that As a result, the vehicle height does not change against the driver's will, and the driver does not feel uncomfortable. Note that, even in a state other than the above, for example, when traveling on a rough road, compressed air is supplied to and discharged from the left and right air springs based on the average value of the detection outputs of the left and right vehicle height sensors 33, 33.
【００１８】[0018]
【発明の効果】以上述べたように、本発明によれば、シ
ャシフレームと独立懸架の左右の車輪との間に設けられ
た左右の空気ばねがシャシフレームを支持し、車高調整
バルブが左右の空気ばねに圧縮エアをそれぞれ給排し、
左右の車高センサが左右の車高をそれぞれ電気的に検出
するので、例えば車両が左右に高低差のある不整地に停
止した場合に、コントローラは上記左右の車高センサの
検出出力に基づいて左右の車高の平均値を演算し、この
平均値が左右の車高の基準値となるように車高調整バル
ブを制御する。即ち、上記平均値が左右の車高の基準値
より低いときには左右の空気ばねに圧縮エアを供給し、
上記平均値が左右の車高の基準値より高いときには左右
の空気ばねから圧縮エアを排出する。この結果、車体が
路面に接近し過ぎたり或いは車体が傾斜方向に更に傾く
ことがないので、不整地停止時における車両の見栄え及
び安定性を向上できる。また車両がバスの場合には車体
前部を低くするニーリングを安定して行うことができる
ので、乗客が乗降し易くなる。また車両が立体交差の弧
状の道路等を所定時間以上続けて旋回した場合にも、コ
ントローラが上記と同様に車高調整バルブを制御するの
で、運転者の意に反して車高が変化することがなく、運
転者に違和感を与えない。As described above, according to the present invention, the left and right air springs provided between the chassis frame and the left and right wheels of the independent suspension support the chassis frame, and the vehicle height adjusting valve is provided on the left and right. Supply and discharge compressed air to the air springs of
Since the left and right vehicle height sensors electrically detect the left and right vehicle heights respectively, for example, when the vehicle stops on an uneven terrain with a height difference between left and right, the controller based on the detection output of the left and right vehicle height sensors An average value of the left and right vehicle heights is calculated, and the vehicle height adjusting valve is controlled so that the average value becomes a reference value of the left and right vehicle heights. That is, when the average value is lower than the reference value of the left and right vehicle heights, compressed air is supplied to the left and right air springs,
When the average value is higher than the reference value of the left and right vehicle heights, the compressed air is discharged from the left and right air springs. As a result, since the vehicle body does not approach the road surface too much or the vehicle body does not further tilt in the tilt direction, the appearance and stability of the vehicle at the time of stopping on irregular terrain can be improved. Further, when the vehicle is a bus, the kneeling for lowering the front of the vehicle body can be stably performed, so that passengers can easily get on and off. Further, even when the vehicle turns continuously over an arcuate road at a graded intersection for a predetermined time or more, the controller controls the vehicle height adjustment valve in the same manner as described above, so that the vehicle height may change contrary to the driver's intention. There is no discomfort to the driver.
【図１】本発明実施形態の独立懸架式エアサスペンショ
ン車の車高調整装置のエア回路及び電気回路を示す構成
図。FIG. 1 is a configuration diagram showing an air circuit and an electric circuit of a vehicle height adjusting device of an independently suspended air suspension vehicle according to an embodiment of the present invention.
【図２】図５のＡ−Ａ線断面図。FIG. 2 is a sectional view taken along line AA of FIG.
【図３】図２のＢ−Ｂ線断面図。FIG. 3 is a sectional view taken along line BB of FIG. 2;
【図４】図２のＣ−Ｃ線断面図。FIG. 4 is a sectional view taken along line CC of FIG. 2;
【図５】そのバスが平地に停止したときの前輪の懸架装
置を後方から見た構成図。FIG. 5 is a configuration diagram of the suspension system for the front wheels when the bus stops on level ground, viewed from the rear.
【図６】そのバスが左右に高低差のある不整地に停止し
たときの前輪の懸架装置を後方から見た構成図。FIG. 6 is a configuration diagram of the suspension system for the front wheels as viewed from the rear when the bus stops on an uneven ground having a difference in height between left and right.
１０ バス（車両） １６ シャシフレーム １７ 前輪（車輪） ２５ 空気ばね ２９ エアタンク ３１ エア管路 ３２ 車高調整バルブ ３３ 車高センサ ３４ コントローラ Reference Signs List 10 bus (vehicle) 16 chassis frame 17 front wheel (wheel) 25 air spring 29 air tank 31 air line 32 vehicle height adjustment valve 33 vehicle height sensor 34 controller
Claims (1)
車輪(17,17)との間にそれぞれ設けられ前記シャシフレ
ーム(16)を支持する左右の空気ばね(25,25)と、 前記左右の空気ばね(25,25)とエアタンク(29)とを接続
するエア管路(31)に設けられ前記左右の空気ばね(25,2
5)に前記エアタンク(29)内の圧縮エアをそれぞれ給排す
る車高調整バルブ(32)と、 前記シャシフレーム(16)と前記左右の車輪(17,17)との
間にそれぞれ設けられ左右の車高をそれぞれ電気的に検
出する左右の車高センサ(33,33)と、 前記左右の車高センサ(33,33)が検出した前記左右の車
高の平均値を演算し前記左右の空気ばね(25,25)に圧縮
エアを供給し又は排出することにより前記平均値が左右
の車高の基準値となるように前記車高調整バルブ(32)を
制御するコントローラ(34)とを備えた独立懸架式エアサ
スペンション車の車高調整装置。1. Left and right air springs (25, 25) provided between a chassis frame (16) and left and right independent suspension wheels (17, 17) to support the chassis frame (16), The left and right air springs (25, 2) are provided in an air pipe (31) connecting the left and right air springs (25, 25) and the air tank (29).
5) a vehicle height adjusting valve (32) for supplying and discharging compressed air in the air tank (29), respectively, and a left and right wheel provided between the chassis frame (16) and the left and right wheels (17, 17). Left and right vehicle height sensors (33, 33) that electrically detect the vehicle height, respectively, and calculate the average value of the left and right vehicle heights detected by the left and right vehicle height sensors (33, 33). A controller (34) for controlling the vehicle height adjusting valve (32) so that the average value is a reference value for the vehicle height on the left and right sides by supplying or discharging compressed air to the air springs (25, 25). Height adjustment device for independent suspension type air suspension vehicle equipped.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29010297A JPH11123919A (en) | 1997-10-22 | 1997-10-22 | Height adjusting device for independent suspension-type air suspension vehicle |
| CN98120646A CN1108936C (en) | 1997-10-22 | 1998-10-19 | Vehicle height regulator for independent suspension type air suspension vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29010297A JPH11123919A (en) | 1997-10-22 | 1997-10-22 | Height adjusting device for independent suspension-type air suspension vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH11123919A true JPH11123919A (en) | 1999-05-11 |
Family
ID=17751828
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29010297A Pending JPH11123919A (en) | 1997-10-22 | 1997-10-22 | Height adjusting device for independent suspension-type air suspension vehicle |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPH11123919A (en) |
| CN (1) | CN1108936C (en) |
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| FR2890900B1 (en) * | 2005-09-22 | 2007-12-14 | Peugeot Citroen Automobiles Sa | SUSPENSION CONTROL DEVICE, VEHICLE EQUIPPED WITH SAME, METHOD OF OBTAINING AND PROGRAM. |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6034910U (en) * | 1983-08-19 | 1985-03-09 | 三菱自動車工業株式会社 | electronically controlled suspension |
| EP0184758B1 (en) * | 1984-12-07 | 1990-04-18 | Hitachi, Ltd. | Vehicle height adjusting device |
| JPS6430816A (en) * | 1987-07-24 | 1989-02-01 | Toyota Motor Corp | Active suspension for vehicle |
-
1997
- 1997-10-22 JP JP29010297A patent/JPH11123919A/en active Pending
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1998
- 1998-10-19 CN CN98120646A patent/CN1108936C/en not_active Expired - Fee Related
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| Publication number | Priority date | Publication date | Assignee | Title |
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| KR100398203B1 (en) * | 2000-12-26 | 2003-09-19 | 현대자동차주식회사 | an anti-roll device for air suspension vehicles |
| KR20030092280A (en) * | 2002-05-29 | 2003-12-06 | 현대자동차주식회사 | Under body scratching protection device using active suspension system in vehicle |
| JP2012158313A (en) * | 2011-02-03 | 2012-08-23 | Hino Motors Ltd | Control device for vehicle air suspension |
| JP2012166736A (en) * | 2011-02-16 | 2012-09-06 | Hino Motors Ltd | Air suspension control device for vehicle |
| JP2012236549A (en) * | 2011-05-13 | 2012-12-06 | Hino Motors Ltd | Vehicular air suspension control system |
| JP2013043587A (en) * | 2011-08-25 | 2013-03-04 | Hino Motors Ltd | Air suspension control device for vehicle |
| JP2013123982A (en) * | 2011-12-14 | 2013-06-24 | Hino Motors Ltd | Air suspension control device for vehicle |
| JP2021020479A (en) * | 2019-07-24 | 2021-02-18 | 日野自動車株式会社 | Vehicle-height control device and vehicle-height control method |
| WO2022024957A1 (en) * | 2020-07-31 | 2022-02-03 | いすゞ自動車株式会社 | Support structure for vehicle |
| CN112903318A (en) * | 2021-01-27 | 2021-06-04 | 珠海格力电器股份有限公司 | Method, device and system for controlling height of vehicle suspension |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN1215002A (en) | 1999-04-28 |
| CN1108936C (en) | 2003-05-21 |
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| A02 | Decision of refusal |
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