JPS60209314A - Automobile height controller - Google Patents
Automobile height controllerInfo
- Publication number
- JPS60209314A JPS60209314A JP6654884A JP6654884A JPS60209314A JP S60209314 A JPS60209314 A JP S60209314A JP 6654884 A JP6654884 A JP 6654884A JP 6654884 A JP6654884 A JP 6654884A JP S60209314 A JPS60209314 A JP S60209314A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle height
- vehicle
- time constant
- circuit
- height
- 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
- B60G17/015—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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は自動車の車高調整装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a vehicle height adjustment device for an automobile.
（従来技術） 。(Prior art).
自動車の車体は懸架装置を介して車軸に弾性支持されて
いることから、車体重量に応じて車体が（１）
昇降し、また急ブレーキ時や降板時には車体前部が沈み
、登板時には車体後部が沈む。また、悪路走行時には車
体を高くしないと車体が損傷し、高速走行時には車体を
低くしないと走行安定性に欠は空力特性の面で不利であ
る。Since the car body is elastically supported by the axle via a suspension system, the car body moves up and down (1) depending on the weight of the car, and the front part of the car sinks when braking suddenly or descending from the platform, and the rear part of the car sinks when climbing up. Sink. In addition, when driving on rough roads, the vehicle body must be raised high or it will be damaged, and when traveling at high speeds, the vehicle body must be lowered or it will lack running stability and be disadvantageous in terms of aerodynamic characteristics.
そこで、従来車体と車軸との間に車高センサを付設し、
その検出信号を用いて車高が目標車高となるようにフィ
ードバンク制御する各種の車高調整装置が実用化されて
いる。Therefore, conventionally, a vehicle height sensor was attached between the vehicle body and the axle.
Various vehicle height adjustment devices have been put into practical use that perform feedbank control using the detection signal so that the vehicle height becomes a target vehicle height.
例えば、実開昭４７−２２６２３号公報に記載されてい
る「車両用サスペンションの自動レベリング装置」は、
車高センサの検出信号を積分回路で処理して得られた車
高信号を用いて車高調整用の油圧系を制御することによ
り、路面から車軸に伝わる外乱による上下振動の影響を
排除して平均的車高変化に応動するようにしたものであ
る。For example, the "automatic leveling device for vehicle suspension" described in Japanese Utility Model Application Publication No. 47-22623 is
By controlling the vehicle height adjustment hydraulic system using the vehicle height signal obtained by processing the vehicle height sensor's detection signal with an integral circuit, the influence of vertical vibration caused by disturbances transmitted from the road surface to the axle is eliminated. It is designed to respond to changes in average vehicle height.
ところで、上記のように積分処理して得られた車高信号
を用いて車高制御する場合には次のような問題が起こる
。By the way, when controlling the vehicle height using the vehicle height signal obtained through the integral processing as described above, the following problem occurs.
第７図に示すように、目標車高の高レベル車高（２）
領域（Ｈｏ±α）から低レベル車高領域（Ｌｏ±α）へ
車高調整するため、点Ｐの位置で車高調整を開始し車高
を下げていくと、積分車高値（曲線Ｃ２）は積分回路の
時定数に応じた時間的な遅れを伴なっていることから、
点Ｐ１の時点で積分車高値が低レベル車高領域の上限値
に入り車高調整を終了した時点には、実車高（曲線ＣＯ
）が既に低レベル車高領域の下限値よりも低下しており
、点Ｐ２の時点で積分車高値が下限値よりも低下しない
ように車高を高める方向へ車高調整が再び行われること
になる。つまり、上記のようなハンチング現象が起るの
で、車高を正確に制御することが出来ない。As shown in Fig. 7, in order to adjust the vehicle height from the high level vehicle height (2) region (Ho±α) of the target vehicle height to the low level vehicle height region (Lo±α), the vehicle height is adjusted at the position of point P. When the adjustment is started and the vehicle height is lowered, the integral vehicle height value (curve C2) is accompanied by a time delay according to the time constant of the integration circuit.
At point P1, the integrated vehicle height value reaches the upper limit of the low-level vehicle height region, and when the vehicle height adjustment is completed, the actual vehicle height (curve CO
) has already fallen below the lower limit value of the low-level vehicle height region, and at point P2, the vehicle height is adjusted again in the direction of raising the vehicle height so that the integral vehicle height value does not fall below the lower limit value. Become. In other words, the hunting phenomenon described above occurs, making it impossible to accurately control the vehicle height.
加えて、上記積分回路の時定数を大きく設定すると、走
行時における外乱に起因する車高変動は吸収できるけれ
ども停車中に荷物の積み下しゃ人員の乗降に伴う荷重変
動を修正すべく車高調整を行う場合など応答性が低いた
めに車高調整のオーバーシュートやハンチングが生じる
ことになる。In addition, if the time constant of the above-mentioned integration circuit is set to a large value, it is possible to absorb changes in vehicle height caused by disturbances while driving. Due to the low responsiveness, overshoot and hunting may occur when adjusting the vehicle height.
また、上記とは反対に積分回路の時定数を小さく３） く設定すると所期の目的が達成できなくなる。Also, contrary to the above, the time constant of the integrating circuit can be reduced 3) If you set it too high, you will not be able to achieve the desired purpose.
（発明の目的）
本発明は上記の諸問題に鑑みてなされたもので、車高調
整の頻度の高い停車中や低速走行時には応答性に優れ、
かつ中速ないし高速走行時には外乱の影響を効果的に吸
収し得るような自動車の車高調整装置を提供することを
目的とする。(Object of the Invention) The present invention has been made in view of the above-mentioned problems, and has excellent responsiveness when the vehicle is stopped or driving at low speeds, where vehicle height adjustments are frequently made.
Another object of the present invention is to provide a vehicle height adjustment device for a vehicle that can effectively absorb the influence of disturbances when driving at medium or high speeds.
（発明の構成）
本発明の自動車の車高調整装置は、車輪支持部材と車体
との間に車高調整手段を配設し、車輪に対する車体の相
対高さの変位を検出する車高センサを設け、上記車高セ
ンサの出力を受け車高が目標車高の許容領域に入るよう
に車高調整手段を制御する車高制御手段を設け、上記車
高制御手段は車高センサからの出力信号を車速の増加に
応じて時定数が大きくなるようにした積分回路で処理し
た車高信号を用いて制御するようにしたものである。(Structure of the Invention) The vehicle height adjustment device of the present invention includes a vehicle height adjustment means disposed between a wheel support member and a vehicle body, and a vehicle height sensor that detects a displacement in the relative height of the vehicle body with respect to the wheels. and a vehicle height control means for receiving the output of the vehicle height sensor and controlling the vehicle height adjustment means so that the vehicle height falls within the permissible range of the target vehicle height, and the vehicle height control means receives the output signal from the vehicle height sensor. is controlled using a vehicle height signal processed by an integrating circuit whose time constant increases as the vehicle speed increases.
（発明の効果）
本発明は、以上のように構成されるから、荷物（４）
の積み下しゃ人員の乗降のため車高調整の頻度の高い停
車中若しくは車高振幅が比較的小さい低速走行時には積
分回路の時定数を小さく調整することにより車高制御の
応答性を高めて高精度に車高を調整することが出来るう
え、外乱の影響が顕著に現われ車高振幅が大きくなる中
速ないし高速走行時には積分回路の時定数を大きく調節
することにより車高センサからの出力信号を平滑化して
外乱の影響を吸収し、外乱に基く無用な車高調整を防止
し、車高制御の安定性を高めることが出来る。(Effects of the Invention) Since the present invention is configured as described above, the present invention can be used when the vehicle is stopped, where the vehicle height is frequently adjusted for loading and unloading cargo or for passengers to get on and off, or when driving at low speeds where the vehicle height amplitude is relatively small. Sometimes, by adjusting the time constant of the integration circuit to a small value, it is possible to increase the responsiveness of vehicle height control and adjust the vehicle height with high precision. When driving at high speeds, the time constant of the integration circuit is greatly adjusted to smooth the output signal from the vehicle height sensor and absorb the effects of external disturbances, preventing unnecessary vehicle height adjustments based on external disturbances and improving the stability of vehicle height control. can be increased.
（実施例） 以下、本発明の実施例を図面に基いて説明する。(Example) Embodiments of the present invention will be described below with reference to the drawings.
この自動車の車高調整装置は車高センサ１２からの出力
信号を積分処理する積分回路３０の時定数τを時定数調
整回路３１により車速に応じて調整するようにしたもの
であって、停車時及び低速時には時定数τを小さくして
応答性を高め、また中速ないし高速走行時には時定数τ
を大きくして外乱の影響を吸収するようにしたものであ
る。This vehicle height adjustment device for a vehicle adjusts the time constant τ of an integrating circuit 30 that integrates an output signal from a vehicle height sensor 12 according to the vehicle speed using a time constant adjustment circuit 31. When driving at low speeds, the time constant τ is reduced to improve responsiveness, and when driving at medium or high speeds, the time constant τ is reduced.
is made larger to absorb the effects of disturbances.
すなわち、この自動車の車高調整装置は、懸架（５）
装置の各車輪１に対応するストラット２と、上記各スト
ラット２の油室へ油路３を介して接続された油圧駆動装
置４と、上記油圧駆動装置４の電磁油路切換弁５を切換
制御する制御ユニソ）１０と、各車輪１の近傍個所にお
いて懸架装置のリンク腕１１と車体１３間に付設された
４個の車高センサ１２であって、その出力信号を制御ユ
ニット１０へ出力する車高センサ１２と、自動車の車速
を検出しその出力信号を制御ユニット１０へ出力する車
速センサ１９と、上記制御ユニットｌＯへ目標車高を出
力する目標車高設定スイッチ１５とから構成される。That is, this vehicle height adjustment device for an automobile includes a strut 2 corresponding to each wheel 1 of a suspension (5), a hydraulic drive device 4 connected to the oil chamber of each strut 2 via an oil passage 3, A control unit 10 for switching and controlling the electromagnetic oil passage switching valve 5 of the hydraulic drive device 4, and four vehicle height sensors 12 attached between the link arm 11 of the suspension system and the vehicle body 13 in the vicinity of each wheel 1. A vehicle height sensor 12 outputs its output signal to the control unit 10, a vehicle speed sensor 19 detects the vehicle speed of the automobile and outputs the output signal to the control unit 10, and a vehicle height sensor 19 outputs the output signal to the control unit 10. The target vehicle height setting switch 15 outputs the target vehicle height.
上記ストラット２は車軸１４と車輪１との連結部のハウ
ジング１６と車体１３間に介装される油圧シリンダで、
懸架装置のストラット兼ショックアブソーバ−として機
能すると同時に車高調整手段として機能するものである
。The strut 2 is a hydraulic cylinder interposed between the housing 16 and the vehicle body 13 at the connection part between the axle 14 and the wheel 1.
It functions as a strut and shock absorber for the suspension system, and at the same time as a vehicle height adjustment means.
第２図及び第３図に示すように、上記ストラット２のシ
リンダ本体１７の下端部がスリーブ状の結合部材１７ａ
を介してハウジング１６に固定さく６）
れシリンダ本体１７の上方へ突出しているピストンロッ
ド１８の上端部がマウント座金２０・環状の緩１ｈゴム
２１を介して車体１３に連結される。As shown in FIGS. 2 and 3, the lower end of the cylinder body 17 of the strut 2 is a sleeve-shaped coupling member 17a.
The upper end of the piston rod 18 protruding upward from the cylinder body 17 is connected to the vehicle body 13 via a mount washer 20 and an annular loose rubber 21.
上記ピストンロッド１８の下端部にはピストンバルブ２
２が設けられ、またピストンロッド１８の下端に開口し
ピストンロッド１８に透設された油孔２３はピストンロ
ッド１８の上端側で油路３へ接続されると共に、ダイヤ
フラ人形アキュムレータ２８の油室へ接続される。A piston valve 2 is provided at the lower end of the piston rod 18.
2 is provided, and an oil hole 23 opened at the lower end of the piston rod 18 and provided through the piston rod 18 is connected to the oil passage 3 at the upper end side of the piston rod 18, and is also connected to the oil chamber of the diaphragm accumulator 28. Connected.
上記ピストンバルブ２２はピストン２４のオリフィス２
５の下端側を板バネ２６ａで塞いだ構造の伸びダンピン
グ弁と、ピストン２４のオリフィス２５の上端側を板バ
ネ２６ｂで塞いだ構造の縮みダンピング弁とから構成さ
れ、上記伸びダンピング弁でアッパ油室２７ａがらロア
油室２７ｂへの油流を制限することによりストラット２
が急激に伸長しないように緩衝され、また上記縮みダン
ピング弁でロア油室２７ｂからアッパ油室２７ａへの油
流を制限することによりストラット２が急激に収縮しな
いように緩衝され、これによりシヨ（７）
ソクアブソーハーとして機能するようになっている。The piston valve 22 is the orifice 2 of the piston 24.
The upper oil is By restricting the oil flow from the chamber 27a to the lower oil chamber 27b, the strut 2
The strut 2 is buffered so that it does not expand suddenly, and by restricting the oil flow from the lower oil chamber 27b to the upper oil chamber 27a with the contraction damping valve, the strut 2 is buffered so that it does not suddenly contract. 7) It is designed to function as a sokabsoha.
上記アキュムレータ２８は路面から車輪１に伝播する高
周波振動による圧油の高周波圧力脈動を吸収するための
ものである。The accumulator 28 is for absorbing high frequency pressure pulsations of the pressure oil due to high frequency vibrations propagating from the road surface to the wheels 1.
上記ストラット２へ油路３から圧油が供給されると、ロ
ア油室２７ｂとアッパ油室２７ａの油量が増加するため
、ピストンロッド１８が上方へ伸長して車高が高く調整
され、この反対に圧油がストラット２から油路３を介し
て排出されると油量が減少するため、ピストンロッド１
８が下方へ収縮して車高が低く調節される。尚、符号２
９は最大車高規制用のストッパである。When pressure oil is supplied to the strut 2 from the oil passage 3, the amount of oil in the lower oil chamber 27b and upper oil chamber 27a increases, so the piston rod 18 extends upward and the vehicle height is adjusted higher. On the other hand, when the pressure oil is discharged from the strut 2 through the oil passage 3, the amount of oil decreases, so the piston rod 1
8 contracts downward and the vehicle height is adjusted lower. Furthermore, code 2
9 is a stopper for regulating the maximum vehicle height.
上記油圧駆動装置４は、油圧ポンプ６、モータ７、リリ
ーフ弁８、油路切換弁５とがらなり、この油路切換弁５
は４ボ一ト３位置切換弁であって、図示の位置では油圧
ポンプ６からの圧油がオイルタンク９ヘリリーフされる
と共に前輪用油路３ａ及び後輪用油路３ｂが遮断され、
また給油用ソレノイド５ａへ通電して給油位置へ切換え
ると圧油（８）
が両油路３ａ・３ｂへ圧油が供給され、また排油用ソレ
ノイド５ｂへ通電して排油位置へ切換えると両油路３ａ
・３ｂからの圧油がオイルタンク９へ排出されるように
なっている。The hydraulic drive device 4 includes a hydraulic pump 6, a motor 7, a relief valve 8, and an oil passage switching valve 5.
is a four-bottom, three-position switching valve, and in the illustrated position, the pressure oil from the hydraulic pump 6 is relieved to the oil tank 9, and the front wheel oil path 3a and the rear wheel oil path 3b are blocked.
Also, when the oil supply solenoid 5a is energized and switched to the oil supply position, pressure oil (8) is supplied to both oil passages 3a and 3b, and when the oil drain solenoid 5b is energized and switched to the oil drain position, pressure oil (8) is supplied to both oil passages 3a and 3b. Oil line 3a
- Pressure oil from 3b is discharged to oil tank 9.
上記制御ユニット１０は、各車高センサ１２に対応し各
車高センサ１２から出力信号Ｘを受ける積分回路３０と
、上記各積分回路３０に対応してその時定数τを車速に
応じて調整する時定数調整回路３１であって車速センサ
１９からの出力信号Ｖを受ける時定数調整回路３１と、
上記積分回路３０から出力信号を受けると共に目標車高
設定スイッチ１５から出力信号ｘｏをうける車高判定回
路３８と、弁駆動回路４０と、上記車高判定回路３８か
ら弁駆動回路４０へ油路切換弁５の給油用ソレノイド５
ａを作動させる為の信号を出力するアップ用出力路３９
ａ及び上記車高判定回路３８から弁駆動回路４０へ油路
切換弁５の排油用ソレノイド５ｂを作動させる為の信号
を出力するダウン用出力路３９ｂと、上記弁駆動回路４
０から給油用ソレノイド５ａと排油用ソレノイド５ｂへ
各（９）
々駆動電流を出力するアンプ用給電路４１ａ及びダウン
用給電路４１ｂとから構成される上記各車高センサ１２
は、例えば回動式ポテンショメータからなるもので、各
車輪ｌの近傍の車体１３と懸架装置のリンク腕１１の間
に介装され、車体１３の昇降に対応するリンク腕１１の
上下動に応じてその抵抗値が増減し、この抵抗値の変動
から車輪１に対する車体１３の高さ即ち車高を検出する
ようにしたものであり、その検出信号Ｘは制御ユニット
１０の各車高センサ１２に対応する各積分回路３０へ出
力されるが、これ以外の各種車高センサを用いてもよい
。The control unit 10 includes an integrating circuit 30 that corresponds to each vehicle height sensor 12 and receives an output signal a time constant adjustment circuit 31 that is a constant adjustment circuit 31 and receives an output signal V from the vehicle speed sensor 19;
A vehicle height determination circuit 38 that receives an output signal from the integration circuit 30 and receives an output signal xo from the target vehicle height setting switch 15, a valve drive circuit 40, and an oil path switch from the vehicle height determination circuit 38 to the valve drive circuit 40. Lubricating solenoid 5 for valve 5
Up output path 39 that outputs a signal for operating a.
a, a down output path 39b that outputs a signal from the vehicle height determination circuit 38 to the valve drive circuit 40 for activating the oil drain solenoid 5b of the oil passage switching valve 5, and the valve drive circuit 4.
Each of the vehicle height sensors 12 is composed of an amplifier power supply path 41a and a down power supply path 41b which output drive currents from 0 to the oil supply solenoid 5a and the oil drain solenoid 5b, respectively.
is, for example, a rotary potentiometer, which is interposed between the vehicle body 13 near each wheel l and the link arm 11 of the suspension system, and is actuated according to the vertical movement of the link arm 11 corresponding to the vertical movement of the vehicle body 13. The resistance value increases and decreases, and the height of the vehicle body 13 relative to the wheels 1, that is, the vehicle height, is detected from the fluctuation of this resistance value, and the detection signal X corresponds to each vehicle height sensor 12 of the control unit 10. However, various vehicle height sensors other than these may be used.
上記目標車高設定スイッチ１５は、ドライバーが路面状
態と車速とを勘案して目標車高をダイヤル設定により若
しくはセレクトスイッチにより段階的（例えば高中低の
３段階）に設定して入力するようにしたものであって、
その出力信号ＸＯは上記車高判定回路３８へ出力される
。この各目標車高の上限及び下限値を区する領域は各目
標車高に共通であり、例えば±αの許容領域が予め車高
判（１０）
定回路３Ｂに設定されている。The target vehicle height setting switch 15 allows the driver to set and input the target vehicle height in stages (for example, three stages of high, medium and low) using a dial setting or a select switch, taking into account the road surface condition and vehicle speed. It is a thing,
The output signal XO is output to the vehicle height determination circuit 38. The range defining the upper and lower limits of each target vehicle height is common to each target vehicle height, and for example, an allowable range of ±α is set in advance in the vehicle height determination circuit 3B.
従って、例えば目標車高ｚｏの場合における目標車高許
容領域の上限値は（ｚｏ＋α）で、下限値は（ｚｏ−α
）となる。Therefore, for example, in the case of target vehicle height zo, the upper limit value of the target vehicle height allowable range is (zo + α), and the lower limit value is (zo − α
).
尚、上記目標車高については上記のように目標車高設定
スイッチ１５を介して手動入力する方法以外Ｇこ、車高
センサ１２の出力信号の平均値に対するその瞬時値の車
高振幅から路面状態を判定し、この路面状態と車速とか
ら目標車高を自動的に設定するような目標車高設定回路
を設け、この目標車高設定回路から上記車高判定回路３
４へ出力するようにしてもよい。The target vehicle height can be determined by inputting the vehicle height manually using the target vehicle height setting switch 15 as described above. A target vehicle height setting circuit is provided to determine the road surface condition and automatically set a target vehicle height based on the road surface condition and vehicle speed.
4 may be output.
上記車速センサ１９は自動車の駆動主軸の回転をピック
アップセンサなどの回転検出手段で検出するもので、そ
の出力信号Ｖは各時定数調整回路３１へ出力される。The vehicle speed sensor 19 detects the rotation of the main drive shaft of the vehicle using rotation detection means such as a pickup sensor, and its output signal V is output to each time constant adjustment circuit 31.
ここで、上記制御ユニット１０について詳しく説明する
。Here, the control unit 10 will be explained in detail.
上記各積分回路３０は、第４図に示すように第１抵抗３
２（抵抗値Ｒ１）と第２抵抗３３（抵抗値Ｒ２）とを並
列接続し、その入力端を車高センサ１２に接続すると共
にその出力側とアース間に電解コンデンサ３５ （容量
Ｃ）を接続し、かつ第２抵抗３３にリレースイッチ３４
を直列接続してなり、この積分回路３０で処理された車
高信号Ｘがその出力端から車高判定回路３８へ出力され
る。Each of the integrating circuits 30 has a first resistor 3 as shown in FIG.
2 (resistance value R1) and a second resistor 33 (resistance value R2) are connected in parallel, the input end of which is connected to the vehicle height sensor 12, and an electrolytic capacitor 35 (capacitance C) is connected between the output side and ground. and a relay switch 34 to the second resistor 33.
are connected in series, and the vehicle height signal X processed by this integrating circuit 30 is outputted from its output terminal to the vehicle height determining circuit 38.
上記リレースイッチ３４がＯＮのときには積分回路３０
の時定数τがＲ１・Ｒ２・Ｃ／（Ｒ１十Ｒ２）で、リレ
ースイッチ３４がＯＦＦのときには積分回路３０の時定
数τが上記時定数よりも格段に大きなＲ１・Ｃとなる。When the relay switch 34 is ON, the integrating circuit 30
The time constant τ of the integration circuit 30 is R1·R2·C/(R10R2), and when the relay switch 34 is OFF, the time constant τ of the integrating circuit 30 becomes R1·C, which is much larger than the above time constant.
上記時定数調整回路３１は、積分回路３０の時定数τを
車速に応じて調整するもので、車速センサ１９からの出
力信号■を受ける重連判定回路３６とスイッチ駆動回路
３７とからなり、その出力信号は上記リレースイッチ３
４のコイル３４ａへ出力される。そして、上記重連判定
回路３６には予め車速設定値（例えば２０ｋｍ／ｈｒ）
が設定されていて、車速か上記設定値以下のときには「
０」信号がスイッチ駆動回路３７へ出力され、スイッチ
駆動回路３７からコイル３４ａへ通電されず、リレース
イッチ３４はＯＮ状態を維持する。 また、車速か上記
設定値以上のときにはｒｌＪ信号がスイッチ駆動回路３
７へ出力され、スイッチ駆動回路３７からコイル３４ａ
へ通電されてリレースイッチ３４がＯＦＦとなる。The time constant adjusting circuit 31 adjusts the time constant τ of the integrating circuit 30 according to the vehicle speed, and is composed of a multiple link determination circuit 36 that receives the output signal (■) from the vehicle speed sensor 19, and a switch drive circuit 37. The output signal is the relay switch 3 above.
It is output to the No. 4 coil 34a. The vehicle speed setting value (for example, 20 km/hr) is stored in the multiplex determination circuit 36 in advance.
is set, and when the vehicle speed is below the set value above, "
0'' signal is output to the switch drive circuit 37, the switch drive circuit 37 does not energize the coil 34a, and the relay switch 34 maintains the ON state. Also, when the vehicle speed is higher than the above set value, the rlJ signal is output to the switch drive circuit 3.
7 and is output from the switch drive circuit 37 to the coil 34a.
The relay switch 34 is turned off.
つまり、上記時定数値調整回路３１により、第５図に実
線ＬＯで示すように車高が設定値以下のときには積分回
路３０の時定数τがＲ１・Ｒ２・Ｃ／ （Ｒ１＋Ｒ２）
となって小さく調整され、また車速が設定値以上のとき
には積分回路３００時定数τがＲ１・Ｃとなって大きく
調整される。In other words, as shown by the solid line LO in FIG. 5, the time constant value adjustment circuit 31 adjusts the time constant τ of the integrating circuit 30 to R1・R2・C/ (R1+R2) when the vehicle height is below the set value.
When the vehicle speed is higher than the set value, the time constant τ of the integrating circuit 300 becomes R1·C and is adjusted to a large value.
尤も、積分回路３０の時定数τは必ずしも上記のように
階段状に変化させる必要はなく、例えば第５図の曲線Ｌ
１や直線Ｌ２のように停車時及び低速走行時には小さな
時定数で、且つ中速走行時及び高速走行時には大きな時
定数であれば所期の目的を達成し得る。Of course, the time constant τ of the integrating circuit 30 does not necessarily have to be changed in a stepwise manner as described above;
1 and straight line L2, the desired purpose can be achieved if the time constant is small when stopped and running at low speed, and large when running at medium speed and high speed.
上記車高判定回路３８においては、各積分回路３０から
積分車高信号を受けて４個の車高センサ（１３）
１２についての所定短時間毎の平均的な積分車高値が演
算される一方、上記目標車高設定スイッチ１５の出力信
号ｘｏを受けて目標車高許容領域が演算され、上記積分
車高値と目標値とが比較演算され、その結集積分車高値
が目標値よりも低いときには給油用ソレノイド５ａへ通
電させる為の「１」信号がアップ用出力路３９ａへ出力
されると共にダウン用出力路３９ｂへは「０」信号が出
力され、また積分車高値が目標値よりも高いときには排
油用ソレノイド５ｂへ通電させる為の「１」信号がダウ
ン用出力路３９ｂへ出力されると共にアップ用出力路３
９ａへは「０」信号が出力される。The vehicle height determination circuit 38 receives the integral vehicle height signal from each integrating circuit 30 and calculates the average integral vehicle height value for each of the four vehicle height sensors (13) 12 at predetermined short time intervals. A target vehicle height permissible region is calculated in response to the output signal xo of the target vehicle height setting switch 15, and the integral vehicle height value and the target value are compared and calculated, and when the integrated vehicle height value is lower than the target value, refueling is performed. A "1" signal for energizing the solenoid 5a is output to the up output path 39a, and a "0" signal is output to the down output path 39b, and when the integral vehicle height value is higher than the target value, the oil is drained. A "1" signal for energizing the solenoid 5b is output to the down output path 39b, and at the same time the up output path 3
A "0" signal is output to 9a.
上記弁駆動回路４０においては、車高判定回路３８から
アップ用出力路３９ａを介して「１」信号が出力された
ときには、アップ用給電路４１ａから給油用ソレノイド
５ａへ通電され油路切換弁５が給油位置へ切換えられて
車高が増加側へ調整される一方、ダウン用出力路３９ｂ
を介して「１」信号が出力されたときには、ダウン用給
電路４１ｂから排油用ソレノイド５ｂへ通電され油路切
（１４）
換弁５が排油位置へ切換えられて車高が減少側へ調整さ
れるようになっている。In the valve drive circuit 40, when the "1" signal is output from the vehicle height determination circuit 38 via the up output path 39a, power is energized from the up power supply path 41a to the oil supply solenoid 5a, and the oil path switching valve 5 is switched to the refueling position and the vehicle height is adjusted to the increasing side, while the down output path 39b
When the "1" signal is output through the down power supply line 41b, the oil drain solenoid 5b is energized to turn off the oil line (14), and the diversion valve 5 is switched to the oil drain position and the vehicle height is adjusted to the decreasing side. It is now possible to do so.
以下、以上の構成になる車高調整装置の作動について説
明する。The operation of the vehicle height adjusting device having the above structure will be explained below.
自動車の車速か設定値以下のときには、上記のように車
速センサ１９と時定数調整回路３１を介して積分回路３
０のリレースイッチ３４がＯＮで、その時定数τが極め
て小さな値に調整される。When the vehicle speed of the automobile is below the set value, the integration circuit 3
When the relay switch 34 of 0 is ON, the time constant τ is adjusted to an extremely small value.
従って、停車時における荷物の積み下しゃ人員の乗降に
よる荷重変化に起因する車高変動に対し車高調整する場
合や駐車のため縁石など段差部を越えるべく車高調整す
る場合などには実車高に近い積分車高値を用いて応答性
良く車高を制御することが出来、車高を高精度に調整す
ることが出来る。Therefore, when adjusting the vehicle height in response to changes in vehicle height caused by loading and unloading cargo when stopped, changes in vehicle height due to changes in vehicle load due to people getting on and off, or when adjusting vehicle height to go over a step such as a curb for parking, the actual vehicle height is The vehicle height can be controlled with good responsiveness using an integral vehicle height value close to , and the vehicle height can be adjusted with high precision.
これに対して、車速が設定値以上のときには、上記のよ
うに車速センサ１９と時定数調整回路３１を介して積分
回路３０のリレースイッチ３４がＯＦＦに切換えられ、
その時定数τが比較的大きな値に調節される。On the other hand, when the vehicle speed is equal to or higher than the set value, the relay switch 34 of the integrating circuit 30 is switched OFF via the vehicle speed sensor 19 and the time constant adjustment circuit 31 as described above.
The time constant τ is adjusted to a relatively large value.
従って、中速走行時や高速走行時、特に高速走行時など
路面の凹凸などの外乱による車高振幅が大きくなる車速
領域では平滑化された積分車高信号を用いて車高を制御
することが出来るため、外乱に基く無用な車高調整を防
止し、車高制御の安定性を高めることが出来る。Therefore, it is not possible to control the vehicle height using the smoothed integral vehicle height signal when driving at medium or high speeds, especially in vehicle speed ranges where the vehicle height amplitude due to disturbances such as road surface irregularities is large. Therefore, it is possible to prevent unnecessary vehicle height adjustments based on disturbances and improve the stability of vehicle height control.
ここで、上記積分回路３０と時定数調整回路３１の変形
例を第６図に基いて説明する。Here, a modification of the above integration circuit 30 and time constant adjustment circuit 31 will be explained based on FIG. 6.
この積分回路３０Ａは車速センサ１２へ接続されたタッ
プ４２を有する可変抵抗４３と電解コンデンサ４４とか
らなり、上記可変抵抗４３のタップ４２が時定数調整装
置３１Ａで駆動されて積分回路３０Ａの時定数τが車速
に応じて調整される。This integrating circuit 30A consists of a variable resistor 43 having a tap 42 connected to the vehicle speed sensor 12 and an electrolytic capacitor 44. The tap 42 of the variable resistor 43 is driven by a time constant adjusting device 31A to adjust the time constant of the integrating circuit 30A. τ is adjusted according to the vehicle speed.
上記時定数調整装置３１Ａは車速センサ１９の出力を受
ける車速変換回路４５と、その出力を受けるソレノイド
駆動回路４６と、その出力を受ける比例ソレノイド４７
であってその可動ロッド４８で上記タップ４２を駆動す
るソレノイド４７とから構成される。The time constant adjustment device 31A includes a vehicle speed conversion circuit 45 that receives the output of the vehicle speed sensor 19, a solenoid drive circuit 46 that receives the output, and a proportional solenoid 47 that receives the output.
and a solenoid 47 that drives the tap 42 with its movable rod 48.
上記車速変換回路４５からソレノイド駆動回路４６へ車
速に比例した電圧が出力され、ソレノイド駆動回路４６
からソレノイド４７へは上記電圧に比例した電流が出力
されるようになっている。A voltage proportional to the vehicle speed is output from the vehicle speed conversion circuit 45 to the solenoid drive circuit 46.
A current proportional to the voltage is output from the solenoid 47 to the solenoid 47.
上記ソレノイド４７へ通電されないときには可動ロッド
４８が圧縮コイルスプリング４９で右限位置へ保持され
てタップ４２も右限位置へ保持され、可変抵抗４３の抵
抗値は零となる。そして、ソレノイド４７へ通電される
電流の増加に応じてソレノイド４７の磁力で可動ロッド
４８及びタップ４２が左方へ移動し、可変抵抗４３の抵
抗値がリニアに増加していくようになっている。When the solenoid 47 is not energized, the movable rod 48 is held at the rightmost position by the compression coil spring 49, the tap 42 is also held at the rightmost position, and the resistance value of the variable resistor 43 becomes zero. As the current applied to the solenoid 47 increases, the magnetic force of the solenoid 47 moves the movable rod 48 and the tap 42 to the left, and the resistance value of the variable resistor 43 increases linearly. .
上記の構成によれば、積分回路３０Ａの時定数τが第５
図の直線Ｌ２のように車速に応じてリニアに増加してい
くことになる。According to the above configuration, the time constant τ of the integrating circuit 30A is the fifth
It increases linearly according to the vehicle speed, as shown by straight line L2 in the figure.
尚、上記変形例の場合、車高判定回路３８において車高
調整の信号を弁駆動回路４０へ出力しているときに限り
、時定数調整装置３１Ａを介して積分回路３０Ａの時定
数τを小さく調整し、この小さく調整される時定数τも
車速に応じて増加するように調整することも出来る。In the case of the above modification, only when the vehicle height determination circuit 38 is outputting a vehicle height adjustment signal to the valve drive circuit 40, the time constant τ of the integration circuit 30A is reduced via the time constant adjustment device 31A. The time constant τ, which is adjusted to be small, can also be adjusted to increase in accordance with the vehicle speed.
（１７）(17)
図面のうち第１図〜第４図は本発明の実施例を示すもの
で、第１図は全体構成図、第２図はストラットの縦断面
図、第３図は第２図■部拡大図、第４図は積分回路と時
定数調整回路の構成図、第５図は積分回路の時定数τと
車速の関係を示す線図、第６図は変形例の積分回路と時
定数調整装置の構成図、第７図は従来技術における車高
調整時の車高変化を示す線図である。
１・・車輪、 ２・・ストラット、 ４・・油圧駆動装
置、１０・・制御ユニット、１２・・車高センサ、 １
３・・車体、１５・・目標車高設定スイッチ、１６・・
ハウジング、１９・・車速センサ、 ３０・３０Ａ・・
積分回路、３１・・時定数調整回路、 ３１Ａ・・時定
数調整装置。
特許出願人 東洋工業株式会社
（１８）
句： ４：
Ｎ ’ −＝ −Ｗ 束
■ １
１ ′−＋
゛ ｏ １
１
＋ ＃回 。
１ 必」 帽 ｉ −−−−−
−−−−−−−−−−−−−−−−−−Ｊ第２図
特開昭ＧＯ−２０９３１４（７）
第５図
２６ｂ４旧ｆにｈ≧ｎ
車 速Among the drawings, FIGS. 1 to 4 show embodiments of the present invention, in which FIG. 1 is an overall configuration diagram, FIG. 2 is a vertical cross-sectional view of a strut, and FIG. 3 is an enlarged view of the part (■) in FIG. , Fig. 4 is a configuration diagram of the integrating circuit and the time constant adjustment circuit, Fig. 5 is a diagram showing the relationship between the time constant τ of the integrating circuit and the vehicle speed, and Fig. 6 is a diagram of the modified example of the integrating circuit and the time constant adjusting device. The configuration diagram and FIG. 7 are diagrams showing changes in vehicle height during vehicle height adjustment in the prior art. 1. Wheel, 2. Strut, 4. Hydraulic drive device, 10. Control unit, 12. Vehicle height sensor, 1
3...Vehicle body, 15...Target vehicle height setting switch, 16...
Housing, 19...Vehicle speed sensor, 30.30A...
Integrating circuit, 31...Time constant adjustment circuit, 31A...Time constant adjustment device. Patent applicant: Toyo Kogyo Co., Ltd. (18) Phrases: 4: N' −= −W bundle ■ 1 1 ′−+ ゛ o 1 1 + # times. 1 Required Cap i ------ -----------------------J Figure 2 JP-A Showa GO-209314 (7) Figure 5 h≧ in 26b4 old f n car speed
Claims (1)
手段と、車輪に対する車体の相対高さの変位を検出する
車高センサと、上記車高センサの出力を受け車高が目標
車高の許容領域に入るように車高調整手段を制御する車
高制御手段とを備え、上記車高制御手段は車高センサか
らの出力信号を車速の増加に応じて時定数が大きくなる
ようにした積分回路で処理した車高信号を用いて制御す
るように構成したことを特徴とする自動車の車高調整装
置(1) A vehicle height adjustment means disposed between the wheel support member and the vehicle body, a vehicle height sensor that detects the relative height displacement of the vehicle body with respect to the wheels, and a vehicle height that is adjusted based on the output of the vehicle height sensor. and vehicle height control means for controlling the vehicle height adjustment means so that the target vehicle height falls within an allowable range, and the vehicle height control means outputs an output signal from the vehicle height sensor with a time constant that increases as the vehicle speed increases. A vehicle height adjustment device for an automobile, characterized in that the vehicle height adjustment device is configured to be controlled using a vehicle height signal processed by an integrating circuit as described above.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6654884A JPS60209314A (en) | 1984-04-02 | 1984-04-02 | Automobile height controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6654884A JPS60209314A (en) | 1984-04-02 | 1984-04-02 | Automobile height controller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS60209314A true JPS60209314A (en) | 1985-10-21 |
Family
ID=13319068
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6654884A Pending JPS60209314A (en) | 1984-04-02 | 1984-04-02 | Automobile height controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60209314A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03503622A (en) * | 1988-04-14 | 1991-08-15 | ローベルト・ボッシュ・ゲゼルシャフト・ミット・ベシュレンクテル・ハフツング | Height adjustment device for vehicles with air suspension |
| US5043893A (en) * | 1988-12-28 | 1991-08-27 | Aisin Seiki Kabushiki Kaisha | Hydraulic active suspension system for a vehicle capable of positively controlling the attitude of vehicle body when heavily loaded |
| EP2033818A3 (en) * | 2007-09-06 | 2010-03-10 | WABCO GmbH | Method for recording the level of a chassis of a motor vehicle |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5836716A (en) * | 1981-08-26 | 1983-03-03 | Aisin Seiki Co Ltd | Ground clearance adjuster |
| JPS60121107A (en) * | 1983-12-05 | 1985-06-28 | Kayaba Ind Co Ltd | Car height controlling method |
| JPS6034910B2 (en) * | 1980-08-26 | 1985-08-12 | 酒井保全工業株式会社 | Two-component pipe inner surface coating method and equipment |
-
1984
- 1984-04-02 JP JP6654884A patent/JPS60209314A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6034910B2 (en) * | 1980-08-26 | 1985-08-12 | 酒井保全工業株式会社 | Two-component pipe inner surface coating method and equipment |
| JPS5836716A (en) * | 1981-08-26 | 1983-03-03 | Aisin Seiki Co Ltd | Ground clearance adjuster |
| JPS60121107A (en) * | 1983-12-05 | 1985-06-28 | Kayaba Ind Co Ltd | Car height controlling method |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03503622A (en) * | 1988-04-14 | 1991-08-15 | ローベルト・ボッシュ・ゲゼルシャフト・ミット・ベシュレンクテル・ハフツング | Height adjustment device for vehicles with air suspension |
| US5184841A (en) * | 1988-04-14 | 1993-02-09 | Robert Bosch Cmbh | Height regulating system for a vehicle with air suspension |
| US5043893A (en) * | 1988-12-28 | 1991-08-27 | Aisin Seiki Kabushiki Kaisha | Hydraulic active suspension system for a vehicle capable of positively controlling the attitude of vehicle body when heavily loaded |
| EP2033818A3 (en) * | 2007-09-06 | 2010-03-10 | WABCO GmbH | Method for recording the level of a chassis of a motor vehicle |
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