JPS59106308A - Air spring type suspension - Google Patents
Air spring type suspensionInfo
- Publication number
- JPS59106308A JPS59106308A JP21333082A JP21333082A JPS59106308A JP S59106308 A JPS59106308 A JP S59106308A JP 21333082 A JP21333082 A JP 21333082A JP 21333082 A JP21333082 A JP 21333082A JP S59106308 A JPS59106308 A JP S59106308A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- air spring
- air
- electromagnetic throttle
- shock absorber
- 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
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
- B60G17/0416—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics regulated by varying the resiliency of hydropneumatic suspensions
- B60G17/0432—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics regulated by varying the resiliency of hydropneumatic suspensions by varying the number of accumulators connected to the hydraulic cylinder
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
- B60G17/052—Pneumatic spring characteristics
- B60G17/0521—Pneumatic spring characteristics the spring having a flexible wall
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
- B60G17/052—Pneumatic spring characteristics
- B60G17/0523—Regulating distributors or valves for pneumatic springs
- B60G17/0528—Pressure regulating or air filling valves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/152—Pneumatic spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/25—Stroke; Height; Displacement
- B60G2400/252—Stroke; Height; Displacement vertical
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/10—Damping action or damper
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/22—Spring constant
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/22—Magnetic elements
- B60G2600/26—Electromagnets; Solenoids
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は車両の空気は′ね式懸架装買に関するものであ
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to air spring suspension systems for vehicles.
車両の急発進または急制動の場合に単体に大きな前後方
向の傾き(ダイア)が生じる。空気ばね懸架装置ではば
ね定数が低いためごれを遮断し得るが、車両が急光進ま
たは急制動1こ伴い車体か前後方向に大きく傾き、また
姿勢がくずれて特にバスなどでは乗客が倒れる危険があ
る。When a vehicle suddenly starts or brakes, a large inclination (diameter) occurs in the longitudinal direction of the vehicle. Air spring suspension systems have a low spring constant and can block dirt, but when the vehicle suddenly accelerates or brakes suddenly, the vehicle body tilts significantly in the front and rear directions, and there is a risk that the vehicle's posture will collapse, causing passengers to fall, especially in buses. be.
本発明の目的は上述のような問題に鑑み、車両が急光進
あるいは急制動時に単体のダイアが所定の値よりも大き
くなったとき空気ばねの電磁絞り弁を絞り、同時にショ
ックアブソーバの電磁絞り弁を絞つ°C減衰力を大さく
し、懸架装置の剛性を^めるとともに、通常の平坦路を
走行づ−る場合は前述した両方の電磁絞り弁を全開して
路面変化に伴う微小な振動の遮断効果を高め、常に良好
な乗り心地を1qるようにした空気ばね式懸架8置を提
供することにある。In view of the above-mentioned problems, an object of the present invention is to throttle the electromagnetic throttle valve of the air spring when a single diamond becomes larger than a predetermined value when the vehicle is running rapidly or suddenly braking, and at the same time throttle the electromagnetic throttle valve of the shock absorber. In addition to increasing the damping force and increasing the rigidity of the suspension system, when driving on a normal flat road, both of the electromagnetic throttle valves mentioned above are fully opened to reduce minute vibrations caused by changes in the road surface. To provide an 8-position air spring type suspension that enhances the blocking effect of the air and always provides good riding comfort.
このため、オ、発明の構成は車体と各Φ輪との問に空気
はねとショックアブソーバとが配設された空気はね式懸
架装置において、前記空気ば゛ねの空気はね本体と空気
タンクとを結ぶ通路に配設した第1の′電磁絞り弁と、
前記ショックアブソーバの両端液室を結小絞り通路の途
中に配設した第2の電磁絞り弁と、ダイブ基準信号を発
生ずるタイプ早準信号設定器と、車体が前後に傾く運転
状態を検出り−るセンサと、該センサからの(g号と前
記ダ、イブ基準信号設定器の信号とに基づいて前記第1
゜第2の電磁絞り弁を駆動づる制御装置とからなり、前
記演算回路の出力信号が前記タイプ基準信号設定器の信
号よりも大きい場合に前記第1.第2の絞り弁を絞り、
前記演算回路の出力信号が前記ダイブ基W;信@設定器
の信号よりも小さい場合に前記第1.第2の電磁絞り弁
を全開とするようにしたちのCある。For this reason, e. the structure of the invention is that in an air spring type suspension system in which an air spring and a shock absorber are arranged between the vehicle body and each Φ wheel, the air spring main body of the air spring and the air a first electromagnetic throttle valve disposed in a passage connecting the tank;
A second electromagnetic throttle valve disposed in the middle of a narrowing throttle passage that connects the liquid chambers at both ends of the shock absorber, a type early reference signal setting device that generates a dive reference signal, and a driving state in which the vehicle body is tilted forward or backward is detected. - a sensor, and the first
゜a control device for driving a second electromagnetic throttle valve, and when the output signal of the arithmetic circuit is larger than the signal of the type reference signal setter, the first. Squeeze the second throttle valve,
When the output signal of the arithmetic circuit is smaller than the signal of the dive base W; signal @ setter, the first. The second electromagnetic throttle valve is fully opened.
本発明を一実施例に基づいて説明する。第1図に全体構
成を示すように、車体が前後に大きく傾くJ、)な運転
状態を検出するセンサとして前輪と後輪とに車高廿ン与
15がそれぞれ股りられ、これらの検出信号11 F
、 h Rが演算回路32へ加えられ、ここで両者の差
Δhが求められ、制御装置33’f\加えられる。一方
、ダイブ基準信@設定器31によって設定された基準値
Δl+oが制御ll装置331\加えられ、演算回路3
2の出力信号Δ11が基準値Δ1)0よりも大きい場合
に後述する空気はねの電磁絞り弁8およびショックアブ
ソーバの電磁絞り弁4の通路を絞るように構成される。The present invention will be explained based on one embodiment. As the overall configuration is shown in Fig. 1, a vehicle height sensor 15 is installed on each of the front wheels and rear wheels as a sensor for detecting a driving state in which the vehicle body is tilted significantly forward or backward, and these detection signals are 11F
, h R are applied to the arithmetic circuit 32, where the difference Δh between the two is determined and added to the control device 33'f\. On the other hand, the reference value Δl+o set by the dive reference signal @ setter 31 is added to the control device 331, and the arithmetic circuit 3
When the output signal Δ11 of No. 2 is larger than the reference value Δ1)0, the passages of the air splash electromagnetic throttle valve 8 and the shock absorber electromagnetic throttle valve 4, which will be described later, are throttled.
さらに詳しく説明すると、第2図に示すように、左右の
前輪懸架装置Aと左右の後輪懸架装置Bとは全く同様に
構成される。すなわら、各車輪を支持する公知のコント
ロールアームと車体との間に、シリンダ2とこれに嵌装
したピストン3とからなるショックアブソーバ1が配設
され、シリンダ2が車体に、ピストン3のロッド3aが
コン1−ロールアームにそれぞれ結合される。ヒス1〜
ン3によつ°C仕切られるシリンダ2の両端液室が電磁
絞り弁4を/Fして接続される。More specifically, as shown in FIG. 2, the left and right front wheel suspension systems A and the left and right rear wheel suspension systems B are configured in exactly the same way. That is, a shock absorber 1 consisting of a cylinder 2 and a piston 3 fitted into the cylinder 2 is disposed between a known control arm that supports each wheel and the vehicle body. Rods 3a are respectively connected to the controller 1-roll arms. hiss 1~
The liquid chambers at both ends of the cylinder 2, which are separated by °C by a cylinder 3, are connected to each other by means of an electromagnetic throttle valve 4.
車体とコン1−ロールアームとの間にはまた空気はね5
が支持される。この空気はね5はタンク6とダイアフラ
ムないしベローズからなる上下方向に伸縮可能のばね本
体7とが電磁絞り弁8をもって接続される。タンク6は
導管9と吸気弁10および排気弁26からなる車高調整
弁Cとを介して空気圧タンク13または人気l\接続さ
れる。つまり、ソレノイド10aを励磁して吸愁弁10
を開くと、空気圧タンク13から圧縮空気が空気ばね本
体7へlJ[1λられて車高が高くなる一方、ソレノイ
l−’ 2 (3aを励磁して排気弁26を聞くと、空
気ばね本体7の空気が大気へ解放されて車高が低くなる
ように構成される。There is also air splash 5 between the vehicle body and control 1 roll arm.
is supported. This air spring 5 is connected to a tank 6 and a vertically expandable spring body 7 made of a diaphragm or bellows through an electromagnetic throttle valve 8. The tank 6 is connected to a pneumatic tank 13 via a conduit 9 and a vehicle height adjustment valve C consisting of an intake valve 10 and an exhaust valve 26. In other words, the solenoid 10a is energized and the suction valve 10
When opened, the compressed air from the pneumatic tank 13 flows into the air spring body 7 by lJ[1λ, raising the vehicle height. air is released to the atmosphere, lowering the vehicle height.
後輪懸架装置8の場合には、左右の空気ばねbのタンク
6が別個の車高調整弁Cを介して空気圧タンク13aま
たは大気に接続されるようになつCいるか、これは前輪
に比へて後輪では左ちの車高が積重の状態によつ“(大
きく変化するので、左ち別個に車高を調整するためであ
る。In the case of the rear wheel suspension system 8, the tanks 6 of the left and right air springs B are connected to the air pressure tank 13a or the atmosphere via separate vehicle height adjustment valves C; This is because the vehicle height on the left side of the rear wheel varies greatly depending on the load condition, so the vehicle height on the left side is adjusted separately.
な(b、前輪ブレーキ゛17を作動するために、空気1
1−タンク゛19がブレーキ弁27、減圧弁28および
リレー弁18を経て前輪ブレーキ17へ接続される。同
様に、空気圧タンク19がブレーキ弁27、減圧弁28
およびリレー弁18を経て後輪ブレーキ+78へ接続さ
れる。(b) In order to operate the front wheel brake 17, air 1
1-Tank 19 is connected to front wheel brake 17 via brake valve 27, pressure reducing valve 28 and relay valve 18. Similarly, the air pressure tank 19 is connected to the brake valve 27 and the pressure reducing valve 28.
and is connected to the rear wheel brake +78 via the relay valve 18.
各車輪ことに車高を検出するために、ばね本体7とタン
ク6などのアクスル上の適当な部分との間に車高センサ
15が配設され、この検出信号がAD変換器を経てデジ
タル信号としてマイクロコンビュー・夕20/\加えら
れる。各車輪に加わる車体荷重を検出り−るために、ば
ね本体7の内部の空気圧を検出吏る空気圧セン1ノ14
か設(プられ、この検出信号かAD変換器を経てデジタ
ル信号としてマイクロコンピュータ20へ加えられる。In order to detect the vehicle height of each wheel, a vehicle height sensor 15 is disposed between the spring body 7 and an appropriate part on the axle such as the tank 6, and this detection signal is sent to a digital signal via an AD converter. It will be added as a microconference on 20th evening. Pneumatic pressure sensor 1-14 detects the air pressure inside the spring body 7 in order to detect the vehicle body load applied to each wheel.
This detection signal is applied to the microcomputer 20 as a digital signal via an AD converter.
さらに、マイクロコンピュータ20にはばね本体7の空
気圧の基準値を設定づるポテンショメータど基準舶設定
伯号発生用スイッチとからなる空気圧設定器21、ポテ
ンショメータと基準値設定信号発生用スイッチとからな
る車高設定器22、エンジン回転数センサ23、車速セ
ンサ24およびブレー−1ペタルの操作量を検出するブ
レーキセン゛す25の13 @がAD変換器を経てテジ
タル信号として加えられる。Furthermore, the microcomputer 20 includes a potentiometer for setting the reference value of the air pressure of the spring body 7, an air pressure setting device 21 consisting of a switch for generating a reference ship setting signal, and a vehicle height setting device 21 consisting of a potentiometer and a switch for generating a reference value setting signal. A setting device 22, an engine speed sensor 23, a vehicle speed sensor 24, and a brake sensor 25 which detects the operation amount of the brake pedal 13 are applied as digital signals via an AD converter.
19巾中(こjJ4高設定設定器2211[l 廻:
す準備を変更1.に!5! Jj’二は、71°クロー
1ンにr rl、−72″:′!(’)’1.1申昌1
zソリ1ε】のf言ワと車高12定器22の[j曇とに
基JいUip高fll整弁Cを作動し、前輪および後輪
の電気IJね5の空気量をυ■減し、車高を車高設定器
22(:より設定された基準値から所七の範!!口(:
帷持51“り)、シかし、通常の走行では車高調整弁C
は作動しない。19 width medium (this J4 high setting setter 2211 [l rotation:
Change the preparation 1. To! 5! Jj'2 is 71° clone r rl, -72'':'!(')'1.1 Shenchang 1
Based on the f word of z sled 1 ε] and the vehicle height 12 regulator 22 [j cloud, the J Uip height adjustment valve C is activated to reduce the air volume of the electric IJ 5 of the front and rear wheels. Then, set the vehicle height from the standard value set by the vehicle height setting device 22 (:).
The height adjustment valve C is closed during normal driving.
doesn't work.
電気ば4p−i11第1図に示すように、タンク(3の
土裂則!: ’M、lf’J l ftl; !337
)<形成f fL 二/l) jl@壁に・\+:1
−一−<から1讃:E F本体7の一ト端部が前記円L
) :Ib Q aを取り囲むよう(二拮合さ41ろ。!337
)<formation f fL 2/l) jl@on the wall・\+:1
-1-< to 1:E One end of the F main body 7 is the circle L
): Ib Q to surround a (two combinations of 41 ro).
(王“ね本体7の下端部に(1取付仮+3(〕が拮合さ
れ これに接続Q、f (31a、z fH1−て前述
1刀:叩気圧センサ14が接続さ(゛【る。タンク6に
は導管が結合さ麿t、巾高調!l!弁、C,、fp t
、て空気!■々ンク13に接続さhろの(ま萌、−麩し
、=ど(−91)である。At the lower end of the main body 7, there are connected Q, f (31a, z fH1-) and the above-mentioned hitting pressure sensor 14 is connected to this. A conduit is connected to tank 6, width high pitch! l! valve, C,, fp t.
, air! ■It is connected to the link 13 (Mamoe, -fushi, =do (-91)).
′7ンク6の上端壁にダンクCう・EO内!5/\突出
するFJ西部09か一体に形成され こhを取り凹むよ
うにソレノイド8aが結合される。そして、前記円筒部
69にステム68が案内支持され、このステム68の上
端部に円筒部69の上端部を閉鎖づる弁板62が支持さ
れる。円筒部6つの下端部と弁板62どの間にばね67
が介装される。弁体62に通路63が股りられ、円筒部
69の通路65を経てばね本体7の内部とタンク6の内
部とを連通している。さらに、ソレノイド8aを励磁す
る宵流に応じて弁体62がばね67に抗して押し下げら
れ、タンク6の上端壁と弁体62との間の絞り通路70
が絞られる。'7 Dunk C on the top wall of Nk 6 in EO! 5/The protruding FJ west part 09 is formed integrally and the solenoid 8a is connected to it so that it is recessed. A stem 68 is guided and supported by the cylindrical portion 69, and a valve plate 62 for closing the upper end of the cylindrical portion 69 is supported at the upper end of the stem 68. A spring 67 is placed between the lower ends of the six cylindrical parts and the valve plate 62.
is interposed. A passage 63 crosses the valve body 62, and communicates the inside of the spring body 7 with the inside of the tank 6 via a passage 65 of the cylindrical portion 69. Furthermore, the valve body 62 is pushed down against the spring 67 in response to the evening current that excites the solenoid 8a, and the throttle passage 70 between the upper end wall of the tank 6 and the valve body 62 is pushed down.
is narrowed down.
ショックアブソーバ1は第4図に示すように、シリンダ
2の内部へビス(−ン3を嵌装して室47と50とを仕
切り、かつピストン3がスl〜ツバ57とス1−ツバ5
Bとの間で開動し1qるようになっている。そして、ピ
ストン3に結合したロッド3aが下方l\突出され、懸
架¥i置の]ン1−ロールアームに結合される。一方、
室47に浮動のビス1−ン46が嵌装され、これによっ
てシリンダ2の上端部にカス全45が形成される。ビス
1−ン3の上下運動に対して室47と室50との間の作
動液の過不足を補償するために、カス室45の圧力によ
って浮動ピストン46が上下に摺動するようになってい
る。シリンダ2の上端部にロッド41が結合され車体側
に連結されるようになっている。As shown in FIG. 4, the shock absorber 1 has a screw 3 fitted into the inside of the cylinder 2 to partition the chambers 47 and 50, and the piston 3 is inserted between the flange 57 and the flange 5.
It opens and moves 1q between it and B. Then, the rod 3a connected to the piston 3 is projected downward and connected to the roll arm at the suspension position i. on the other hand,
A floating screw 1-46 is fitted into the chamber 47, thereby forming a scrap 45 at the upper end of the cylinder 2. In order to compensate for the excess or deficiency of the working fluid between the chambers 47 and 50 with respect to the vertical movement of the screws 1-3, the floating piston 46 is caused to slide up and down by the pressure in the waste chamber 45. There is. A rod 41 is coupled to the upper end of the cylinder 2 so as to be connected to the vehicle body.
至47から延びる導管44と室50から延びる導管43
との間に電磁絞り弁4が接続される。電磁絞り弁4はハ
ウジング52の内部に導管44と43を連通ずるAリフ
イス54が設昏プられ、このAリフイス54の通路面積
を加減する弁体55がハウジング52に対してばね51
.53をもって支持される。そり、−C、ソレノイド4
aを励磁ジるとぼね53に抗して先端がテーバ状となっ
ている弁体55がAリフイス54の中へ突出され、通路
面fきを縮小するように構成される。Conduit 44 extending from to 47 and conduit 43 extending from chamber 50
An electromagnetic throttle valve 4 is connected between the two. The electromagnetic throttle valve 4 has an A-refit 54 installed inside the housing 52 that communicates the conduits 44 and 43, and a valve body 55 that adjusts the passage area of the A-refit 54 is pressed against the housing 52 by a spring 51.
.. 53 is supported. Warp, -C, solenoid 4
When a is excited, a valve body 55 whose tip is tapered against the spring 53 is projected into the A refit 54, and is configured to reduce the passage surface f.
中休のダイアを検出する手段としての車高センサ−15
は、第5.6図に示すように、ポテンショメータからな
るもので、この枠と一体の7ランジ′15aをブラケツ
1−72にボルト79をもって固定され、軸78に@7
7が固定支持される。ぞして、ブラケツ;−72の上端
部が前述した空気ばね本体7の取付板60にボルト71
をもって支持される。一方、ブラケット72の下端部か
ら水平に延びる案内片728を真通吏るリンク75の下
端がボルト76をもってタンク6の壁部に固定される。Vehicle height sensor 15 as a means of detecting mid-term holidays
As shown in Fig. 5.6, the 7 langes '15a, which are integral with the frame, are fixed to the bracket 1-72 with bolts 79, and are fixed to the shaft 78 by @7.
7 is fixedly supported. Then, the upper end of the bracket;
It is supported by On the other hand, the lower end of the link 75, which passes through a guide piece 728 extending horizontally from the lower end of the bracket 72, is fixed to the wall of the tank 6 with a bolt 76.
そして、リンク75の上端に支持したビン73が腕77
の長穴74に係合される。このようにして、ばね本体7
の取付板60とタンク6との相対変位丈なわち車高変化
が腕77の回転運動に変換され、さらにポテンショメー
タ15によって電気信号に変換される。The bottle 73 supported on the upper end of the link 75 is attached to the arm 77.
is engaged with the elongated hole 74 of. In this way, the spring body 7
The relative displacement between the mounting plate 60 and the tank 6, that is, the change in vehicle height, is converted into a rotational movement of the arm 77, and further converted into an electrical signal by the potentiometer 15.
次に、本発明装置をマイクロコンピュータによって制御
する場合の作動について説明する。第7図は上述の制御
プログラムの流れ図であり、p12〜p24は流れ図の
各ステップを示す。エンジンのキー操作によって演算部
分はp12とされる。p13で前輪および後輪ごとに車
^を検出し、それに対応した空気ばねおよびショックア
ブソーバの電磁絞り弁8.4を制御していくために、車
高センサ15により右前輪の車高tlFRを検出し、9
14で左前輪の車高hr:L@検出する。p15’c右
後輪の車高1+ppを検出し、plGでfi左後輪車高
11院を検出する。p17 Uも前輪の車高hF、と左
前幅の車高h FLとから前軸の平均型i!% hFを
求める。1)18て白後輪の車高h RRと左後輪の車
高hRLとから後軸の平均車高IBIを求める。plQ
CffJ後軸の車高の差△IIを求め、ρ2Or差Δ1
)がプログラム上で予め設定された基準端ΔhOよりも
大きいか否かを判別づる。Next, the operation when the device of the present invention is controlled by a microcomputer will be explained. FIG. 7 is a flowchart of the above-mentioned control program, and p12 to p24 indicate each step of the flowchart. The calculation part is set to p12 by key operation of the engine. In p13, the vehicle is detected for each front wheel and rear wheel, and in order to control the corresponding electromagnetic throttle valve 8.4 of the air spring and shock absorber, the vehicle height tlFR of the right front wheel is detected by the vehicle height sensor 15. 9
14, the vehicle height hr:L of the left front wheel is detected. Detect p15'c right rear wheel vehicle height 1+pp, and plG detect fi left rear wheel vehicle height 11 degrees. p17 U also calculates the average type i of the front axle from the vehicle height hF of the front wheels and the vehicle height hFL of the front left width! Calculate % hF. 1) Find the average vehicle height IBI of the rear axle from the vehicle height hRR of the white rear wheel and the vehicle height hRL of the left rear wheel. plQ
Find the vehicle height difference △II of the CffJ rear axle, and calculate the ρ2Or difference Δ1
) is larger than a reference end ΔhO preset on the program.
しし、前後軸の車高の差△hが基卑偵△1穎(15mm
程度)よりも大きい場合13は、()25て右前輪の空
気ばね(Asで記す)の電磁絞り弁8を絞る。The difference in vehicle height between the front and rear axles △h is based on △1 (15mm).
If the value is larger than (13), (25) the electromagnetic throttle valve 8 of the air spring (indicated by As) of the right front wheel is throttled.
量的に1126て゛右前輪のショックアブソーバ(S△
で記づ゛)の電磁絞り弁4を、L127で左前輪の空気
はねの電磁絞り弁8を、p28で左前輪のショックアブ
ソーバの電磁絞り釘4をτれぞれ較り、空気はねとショ
ックアブソーバの減衰力を増加させる。Quantity: 1126 Shock absorber for right front wheel (S△
Compare the electromagnetic throttle valve 4 of the left front wheel at L127, the electromagnetic throttle nail 4 of the left front wheel shock absorber at page 28, and check the air splash. and increase the damping force of the shock absorber.
p20で前後軸の車高の差Δhが基準値△hOよりも小
さい場合(Sは、1)21ぐ右前輪の空気ばねの電磁絞
り弁8を、p22で右前輪のショックアゾソーへの電磁
絞り弁4を、p23で左前輪の空気ばねのN磁絞り弁8
を、p24で左前輪のショックアブソーバの電磁絞り弁
4をそれぞれ全開とする。このプログラムは順次繰り返
し実行する。なお、各車輪の電磁絞り弁8.4の動作順
序は任意tこ定めることができる。If the vehicle height difference Δh between the front and rear axles is smaller than the reference value ΔhO in p20, (S is 1) 21, the electromagnetic throttle valve 8 of the air spring of the right front wheel, and the electromagnetic throttle valve 8 of the right front wheel air spring in p22. Replace the throttle valve 4 with the N magnetic throttle valve 8 of the air spring on the left front wheel on page 23.
In p24, the electromagnetic throttle valve 4 of the shock absorber of the left front wheel is fully opened. This program is executed sequentially and repeatedly. Note that the order of operation of the electromagnetic throttle valves 8.4 for each wheel can be arbitrarily determined.
第8.9図に示す実施例では、車速センサ24の信号を
所定の時間間隔で検出し、この弯化から加速度を求め、
この加速度が基準の値を超えたとき、第9図に示すよう
に、その加速度αの大きさに応じて電磁絞り弁8,4の
絞り量βを制御するものである。In the embodiment shown in FIG. 8.9, the signal of the vehicle speed sensor 24 is detected at predetermined time intervals, and the acceleration is determined from this curve.
When this acceleration exceeds a reference value, as shown in FIG. 9, the throttle amount β of the electromagnetic throttle valves 8 and 4 is controlled according to the magnitude of the acceleration α.
第8図においてエンジンのキー操作によって演粋部分が
p30とされ、p31で車速センサ24によって所定の
時間ごとに車速が検出され、p32で今回検出した車速
S1と前回検出した車速δ2どの差に対する時間間隔T
の商から加速度αを求める。In Fig. 8, the operational part is set to p30 by the engine key operation, the vehicle speed is detected at predetermined time intervals by the vehicle speed sensor 24 at p31, and the time for the difference between the currently detected vehicle speed S1 and the previously detected vehicle speed δ2 is determined at p32. Interval T
Find the acceleration α from the quotient.
p33で加速度の検出値αが予めプログラム上で設定さ
れた加速度の基準値−α0よりも大きいか否かを判別す
る。At p33, it is determined whether the detected acceleration value α is larger than an acceleration reference value −α0 set in advance on the program.
検出値αが基!%餡−α0よりも人きい場合には、p3
4で検出値αが基準値+αOよりも大きいか否かを判別
する。そして、検出値αが基準値+αOよりも小さい場
合には、D37で右前輪の空気ばねの電磁絞り弁8を全
開とし、p38で左前輪の空気INKねの電磁絞り弁8
を全開とし、p39で右後輪の空気ばねの電磁絞り弁8
を全開とし、p40で左後輪の空気ばねの電磁絞り弁8
を全開とする。同様にp41〜p44で右・左前輪およ
び右・左後輪のショックアブソーバの電磁絞り弁4を全
開とする。Based on the detection value α! If it is better than % bean-α0, p3
In step 4, it is determined whether the detected value α is larger than the reference value +αO. If the detected value α is smaller than the reference value + αO, the electromagnetic throttle valve 8 of the air spring of the right front wheel is fully opened in D37, and the electromagnetic throttle valve 8 of the air spring of the left front wheel is fully opened in D38.
Fully open, and on page 39, open the electromagnetic throttle valve 8 of the air spring for the right rear wheel.
Fully open, and at p40, open the electromagnetic throttle valve 8 of the left rear wheel air spring.
is fully opened. Similarly, in p41 to p44, the electromagnetic throttle valves 4 of the shock absorbers of the right and left front wheels and the right and left rear wheels are fully opened.
1)33て検出値αが基準値−αOよりも小さい場合に
はp35で検出値の符号を変えて−αとする。1) If the detected value α at step 33 is smaller than the reference value -αO, the sign of the detected value is changed to -α at step p35.
1)3Gで検出値αと基準値α0との差βを求める。1) Find the difference β between the detected value α and the reference value α0 at 3G.
イして、p45〜04Bで右・左前輪および右・左後輪
の各空気ばねの電tti較り弁8の開度を検出値と括準
値との差βに比例して絞る。さらに、p49へ・p52
FG・左前輪および右・左後輪のショックアブソーバの
電磁絞り弁4を検出値と基準値との差βに比例して絞る
。Then, in pages 45 to 04B, the air springs of the right and left front wheels and the right and left rear wheels are compared, and the opening degree of the valve 8 is reduced in proportion to the difference β between the detected value and the standard value. Furthermore, to p49/p52
The electromagnetic throttle valves 4 of the shock absorbers of the FG/left front wheel and the right/left rear wheels are throttled in proportion to the difference β between the detected value and the reference value.
p、’34で検出値αが基準値+αOよりも大きい場合
も、前述と@様に936で検出値と基準値との差βを求
め、p45〜I)52で空気ばねの電磁絞り弁8および
ショックアブソーバの電磁絞り弁4を差βに比例して絞
る。したがって、車両の急発進・急加速・急制動による
加速度の大きさに応じて空気ばねおよびショックアブソ
ーバの減衰力が大きくなり、懸架装置の剛性が畠くなり
、車体のダイアが抑えられる。このプログラムは順次繰
り返し実行ジる。Even if the detected value α is larger than the reference value + αO in p, '34, the difference β between the detected value and the reference value is calculated in 936 as described above and @, and the air spring electromagnetic throttle valve 8 is determined in p45 to I)52. And the electromagnetic throttle valve 4 of the shock absorber is throttled in proportion to the difference β. Therefore, the damping force of the air spring and the shock absorber increases in accordance with the magnitude of acceleration due to sudden start, sudden acceleration, and sudden braking of the vehicle, increasing the rigidity of the suspension system and suppressing the diameter of the vehicle body. This program is executed repeatedly in sequence.
第10図に示す実流例では、m休が前後の傾き(ダイブ
)を起す運転状態を検出するセンサーとしてブレーキセ
ンサ25を用い、このブレーキ圧1)に基づいて空気ば
ねの電磁絞り弁8J3よびショックアブソーバの電磁絞
り弁4を制御するものである。車体のダイアはブレーキ
圧pに比例するから、第11図に示すように、ブレーキ
圧pに比例して電磁絞り弁8,4の絞り闇を制tinる
。In the actual flow example shown in FIG. 10, the brake sensor 25 is used as a sensor to detect the operating state in which the m-rest tilts back and forth (dive), and based on this brake pressure 1), the air spring electromagnetic throttle valve 8J3 and It controls the electromagnetic throttle valve 4 of the shock absorber. Since the diameter of the vehicle body is proportional to the brake pressure p, the throttle darkness of the electromagnetic throttle valves 8 and 4 is controlled in proportion to the brake pressure p, as shown in FIG.
第10図において、エンジンの始動とともに演粋部分が
p93とされる。、p94でプレー−1−圧pが検出さ
れ、p95て予めプロゲラ11土で設定されIJブレー
キ圧の基準Wipoと比較される。すなわら、検出ip
が基準1i17poよりも大きい場合には、p9G’?
’両者の差p′を求め、この差p′に比例してp97・
〜p100てI]後右左の車輪の空気ばねの電磁絞り弁
8を絞り、p101〜p104で前後右左の車輪のショ
ックアブソーバの電磁絞り弁4を絞り、これにより空気
ばねおよびショックアブソーバの減衰力を大きくシ、懸
架装置の剛性を高めて車1水のダイブを抑える。In FIG. 10, when the engine is started, the operational part is set to p93. , p94, the play-1-pressure p is detected, and p95, it is compared with the IJ brake pressure standard Wipo, which is set in advance with the progera 11 soil. That is, detection IP
is greater than the reference 1i17po, then p9G'?
Find the difference p between the two, and calculate p97 in proportion to this difference p'.
~p100] Throttle the electromagnetic throttle valves 8 of the air springs of the rear right and left wheels, and throttle the electromagnetic throttle valves 4 of the shock absorbers of the front, rear, right, and left wheels in p101 to p104, thereby reducing the damping force of the air springs and shock absorbers. This increases the rigidity of the suspension system and prevents the car from diving into water.
p95で検出lapが基準値poよりも小さい場合に(
よ、p105−p108でf1後右左の空気ばねの電磁
絞り弁8を全問とし、p109〜p112で前後右左の
車輪のショックアブソーバの′I4磁絞9弁4を全開と
する。When the detected lap is smaller than the reference value po in p95 (
In p105-p108, the electromagnetic throttle valves 8 of the left and right air springs after f1 are fully opened, and in p109-p112, the 'I4 magnetic throttle valves 9 4 of the shock absorbers of the front, rear, right, and left wheels are fully opened.
このプログラムは順次繰り返し実行する。This program is executed sequentially and repeatedly.
なお、上述の各実施例では、電磁絞り弁8,71は通電
時通路が絞られるようになっているが、逆に通電時電磁
絞り弁8,4が全開となり、非通電時電磁較り弁8.4
が絞られるように構成してもよい。In each of the embodiments described above, the passages of the electromagnetic throttle valves 8 and 71 are narrowed when energized, but conversely, when energized, the electromagnetic throttle valves 8 and 4 are fully open, and when not energized, the electromagnetic throttle valves are closed. 8.4
It may be configured such that the number of
本光明【、1上述のように、車体が前後の傾き(タイプ
)を起す運転状態を検出するセンサの検出信号がダイブ
制御を必要とする基準値を超えると、空気ばねの電磁絞
り弁およびショックアブソーバの電磁絞り弁を絞ること
により、空気ばねおよびショックアブソーバの減衰力を
大きくし、懸架装置の剛性を高めるようにしたものであ
るから、揺れの大きなダイアが発生したときはダイアが
迅速に抑えられ、空気ばね式懸架装置を装備した車体姿
勢のくずれを少なくできる。そして、各電磁絞り弁を絞
った場合、空気ばねはモの特性上低い変位速度(電磁絞
り弁を通過する流体の速度)で比較的大きな減衰力が得
られる一方、ショックアブソーバは高い変位速度(電磁
絞り弁を通過する流体の速度)で大きな減衰力が得られ
るので、空気ばねとショックアブソーバどの相乗効果に
よってダイブの大きさのみならず、ダイ1の速さに応じ
ても最適な減衰作用が得られる。また、車体の振動が小
さいときは通常の空気ばねとショックアブソーバの機能
によって空気ばね式懸架装置を装備した車両特有の柔か
く静かな乗り心地を維持することができる。Honkomei [, 1] As mentioned above, if the detection signal of the sensor that detects the driving condition that causes the vehicle body to tilt forward or backward (type) exceeds the reference value that requires dive control, the electromagnetic throttle valve of the air spring and the shock By throttling the electromagnetic throttle valve of the absorber, the damping force of the air spring and shock absorber is increased, and the rigidity of the suspension system is increased. Therefore, when a large vibration occurs, the vibration can be quickly suppressed. This reduces the amount of distortion in the body posture of a vehicle equipped with an air spring suspension system. When each electromagnetic throttle valve is throttled, an air spring can obtain a relatively large damping force at a low displacement speed (velocity of the fluid passing through the electromagnetic throttle valve) due to its characteristics, while a shock absorber can obtain a relatively large damping force at a high displacement speed (velocity of the fluid passing through the electromagnetic throttle valve). Since a large damping force can be obtained depending on the velocity of the fluid passing through the electromagnetic throttle valve, the synergistic effect of the air spring and shock absorber produces an optimal damping effect not only according to the size of the dive but also the speed of the die 1. can get. Furthermore, when the vibrations of the vehicle body are small, the normal air spring and shock absorber functions can maintain the soft and quiet ride characteristic of a vehicle equipped with an air spring suspension system.
【図面の簡単な説明】
第1図は本光明に係る空気ばね式懸架装置の概略構成を
示丈ブロック図、第2図は同装置の全体構成図、第3図
は空気ばねの正面断面図、第4図はショックアブソーバ
の正面断面図、第5図は車高レン畳すの取f」状態を示
す側面図、第6図は同正面図、第7図は空気ばね式懸架
装置を制御Ilするためのソノトウエフの第1実施例を
説明する流れ図、第8図は空気ばね式懸架装置を制御l
!1′るためのソノトウエフの第2実施例を説明する流
れ図、第9図は同装置における車両の加速度とN9絞り
弁の絞り量との関係を表す線図、第′10図は空気ばね
式懸架装置を制御するためのラフ1−ウェアの第3買施
例を説明づる流れ図、第゛11図は同装置にJ3()る
車両のブレーキ圧と電磁絞り弁の絞り石との関係を表す
線図で゛ある。
△:前輪懸架装置 B:後輪懸架装置 C:車高調整弁
1:ショックアブソーバ 2ニジリンダ3:ピス1−
ン 4:電磁絞り弁 5:空気ばね6:タンク 7;ば
ね本体 8:?!1fl12り弁 13:空気圧タンク
15:車高センサ 20;マイクロコンピュータ 2
4:車速センサ 25ニブレーキセンサ 31:基準信
号設定器 32:演棹回路 33:制御II装置
特許出願人 いす誓自動車株式会社
代理人 弁理士 山本俊夫
第7図
DIVE It
is図
IVEOI
第10図[Brief Description of the Drawings] Fig. 1 is a block diagram showing the schematic structure of the air spring suspension system according to the present invention, Fig. 2 is an overall configuration diagram of the device, and Fig. 3 is a front sectional view of the air spring. , Fig. 4 is a front sectional view of the shock absorber, Fig. 5 is a side view showing the vehicle height folded state, Fig. 6 is a front view of the same, and Fig. 7 is a control of the air spring type suspension system. FIG. 8 is a flowchart illustrating a first embodiment of a sonotrope for controlling an air spring suspension system.
! Fig. 9 is a diagram showing the relationship between the vehicle acceleration and the throttle amount of the N9 throttle valve in the same device, and Fig. A flowchart explaining the third embodiment of the rough 1-ware for controlling the device, Figure 11 is a line representing the relationship between the brake pressure of the vehicle applied to the device and the throttle stone of the electromagnetic throttle valve. There is a diagram. △: Front wheel suspension system B: Rear wheel suspension system C: Vehicle height adjustment valve 1: Shock absorber 2 Niji cylinder 3: Pice 1-
4: Electromagnetic throttle valve 5: Air spring 6: Tank 7; Spring body 8: ? ! 1fl12 valve 13: Air pressure tank 15: Vehicle height sensor 20; Microcomputer 2
4: Vehicle speed sensor 25 Brake sensor 31: Reference signal setter 32: Derivative circuit 33: Control II device patent applicant Patent applicant Isusei Jidosha Co., Ltd. Patent attorney Toshio Yamamoto Figure 7 DIVE It is diagram IVEOI Figure 10
Claims (1)
が配設された空気ばね式懸架装拗におい−C1前記空気
ばねの至気はね本体と空気タンクとを結ぶ通路に配設し
た第1の電磁絞り弁と、前記ショックアブソーバの両端
液杢を結ぶ絞り通路の途中に配設した第2の電磁絞り弁
と、ダイフ基準信月を発生づるダイブ基準信号設定器ど
、車体が前後に傾く運転状態を検出するセンサと、該セ
ン4jからの信号と前記タイプ基準信号設定器の信号と
に基づいて前記第1.第2の電磁絞り弁を駆動ジる制御
装置とからなり、前記演綽回路の出力信号か前記タイ7
゛基準信@設定器の信号よりも大きい場合に前記第゛1
、第2の絞り弁を絞り、前記演紳回路の出力信号が前記
タイプ基準18月設定器の信号よりも小さい場合に前記
第1.第2の電磁絞り弁を全開とするようにしtここと
を特徴とづ−る空気klね式懸架装置。An air spring suspension system in which an air spring and a shock absorber are arranged between the vehicle body and each wheel - C1 A first air spring suspension system arranged in a passage connecting the air spring body and the air tank. The electromagnetic throttle valve, the second electromagnetic throttle valve disposed in the middle of the throttle passage connecting the liquid mass at both ends of the shock absorber, and the dive reference signal setting device that generates the dive reference signal, etc., cause the vehicle body to tilt forward or backward. A sensor detects the operating state, and the first. and a control device that drives the second electromagnetic throttle valve, and the output signal of the control circuit is controlled by the tie 7.
゛If the reference signal @ is larger than the signal of the setter, the first
, the second throttle valve is throttled, and when the output signal of the throttle circuit is smaller than the signal of the type standard setter, the first throttle valve is throttled. The air suspension system is characterized by the fact that the second electromagnetic throttle valve is fully opened.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP21333082A JPS59106308A (en) | 1982-12-07 | 1982-12-07 | Air spring type suspension |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP21333082A JPS59106308A (en) | 1982-12-07 | 1982-12-07 | Air spring type suspension |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS59106308A true JPS59106308A (en) | 1984-06-20 |
Family
ID=16637367
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP21333082A Pending JPS59106308A (en) | 1982-12-07 | 1982-12-07 | Air spring type suspension |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS59106308A (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0166702A2 (en) * | 1984-06-27 | 1986-01-02 | FIAT AUTO S.p.A. | Variable-stiffnes air spring, particularly for motor vehicle suspensions |
US6644632B1 (en) * | 1997-12-18 | 2003-11-11 | Volvo Lastavagnat Ab | Air spring device for load-carrying vehicles |
WO2004041563A1 (en) * | 2002-11-04 | 2004-05-21 | Volvo Trucks North America, Inc. | Air spring stiffness controller |
EP1464866A3 (en) * | 2003-04-03 | 2005-04-13 | Vibracoustic GmbH & Co. KG | Air spring assembly |
WO2017147120A1 (en) * | 2016-02-23 | 2017-08-31 | Hendrickson Usa, L.L.C. | Damping air spring with asymmetrically shaped orifice |
EP3985279A1 (en) * | 2017-04-26 | 2022-04-20 | Fox Factory, Inc. | A multi-mode air shock |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS49110026A (en) * | 1973-01-24 | 1974-10-19 | ||
JPS5660709A (en) * | 1979-10-18 | 1981-05-25 | Kubota Ltd | Farm tractor |
JPS57158113A (en) * | 1981-03-24 | 1982-09-29 | Hino Motors Ltd | Air suspension for automobile |
JPS57160707A (en) * | 1981-03-31 | 1982-10-04 | Kayaba Ind Co Ltd | Hydraulic buffer for vehicle |
-
1982
- 1982-12-07 JP JP21333082A patent/JPS59106308A/en active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS49110026A (en) * | 1973-01-24 | 1974-10-19 | ||
JPS5660709A (en) * | 1979-10-18 | 1981-05-25 | Kubota Ltd | Farm tractor |
JPS57158113A (en) * | 1981-03-24 | 1982-09-29 | Hino Motors Ltd | Air suspension for automobile |
JPS57160707A (en) * | 1981-03-31 | 1982-10-04 | Kayaba Ind Co Ltd | Hydraulic buffer for vehicle |
Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0166702A2 (en) * | 1984-06-27 | 1986-01-02 | FIAT AUTO S.p.A. | Variable-stiffnes air spring, particularly for motor vehicle suspensions |
US6644632B1 (en) * | 1997-12-18 | 2003-11-11 | Volvo Lastavagnat Ab | Air spring device for load-carrying vehicles |
WO2004041563A1 (en) * | 2002-11-04 | 2004-05-21 | Volvo Trucks North America, Inc. | Air spring stiffness controller |
US6883810B2 (en) * | 2002-11-04 | 2005-04-26 | Volvo Trucks North America, Inc. | Air spring stiffness controller |
EP1562765A1 (en) * | 2002-11-04 | 2005-08-17 | Volvo Trucks North America, Inc. | Air spring stiffness controller |
EP1562765A4 (en) * | 2002-11-04 | 2008-04-23 | Volvo Trucks North America Inc | Air spring stiffness controller |
EP1464866A3 (en) * | 2003-04-03 | 2005-04-13 | Vibracoustic GmbH & Co. KG | Air spring assembly |
WO2017147120A1 (en) * | 2016-02-23 | 2017-08-31 | Hendrickson Usa, L.L.C. | Damping air spring with asymmetrically shaped orifice |
CN108603555A (en) * | 2016-02-23 | 2018-09-28 | 亨德里克森美国有限责任公司 | Damping air spring with asymmetrical shape aperture |
EP3985279A1 (en) * | 2017-04-26 | 2022-04-20 | Fox Factory, Inc. | A multi-mode air shock |
US11644079B2 (en) | 2017-04-26 | 2023-05-09 | Fox Factory, Inc. | Multi-mode air shock |
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