JPS6025810A - Hydro-pneumatic suspension - Google Patents
Hydro-pneumatic suspensionInfo
- Publication number
- JPS6025810A JPS6025810A JP13079983A JP13079983A JPS6025810A JP S6025810 A JPS6025810 A JP S6025810A JP 13079983 A JP13079983 A JP 13079983A JP 13079983 A JP13079983 A JP 13079983A JP S6025810 A JPS6025810 A JP S6025810A
- Authority
- JP
- Japan
- Prior art keywords
- air
- valve
- electromagnetic
- liquid chamber
- suspension system
- 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.)
- Granted
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】
水元明番よ車両のハイドロニューマチック懸架装置に関
づるものCある。DETAILED DESCRIPTION OF THE INVENTION Akira Mizumoto has a subject related to hydropneumatic suspension systems for vehicles.
ハイドロニューマチック懸架装置は空気ばねのもつ柔か
さにより良好な乗り心地が冑られる反面、旋回走行時に
は車体に発生づるO−ルモーメンhの影響を受()て車
体が大ぎく傾き、操縦安定性が損われるという問題があ
る。Hydropneumatic suspension systems provide a good ride comfort due to the softness of the air springs, but on the other hand, when turning, the vehicle body is affected by the O-moment h generated in the vehicle body, causing the vehicle body to tilt significantly, resulting in poor handling stability. There is a problem of loss.
モこで、従来例えば特開昭5l−C30320号公報に
示されるように、車体に作用する横加速度や前後加速度
を検出し、この検出信号に基づいて空気ハネのばね定数
を変化させるようにしたちのが提案されているが、加速
度センナの検出溝すに兄合った最適のばね定数を得る電
子制御ll装置については完全なものとはいい難い現状
にある。Conventionally, as shown in Japanese Patent Laid-Open No. 51-C30320, for example, the lateral acceleration and longitudinal acceleration acting on the vehicle body are detected, and the spring constant of the air spring is changed based on this detection signal. However, the electronically controlled device for obtaining the optimum spring constant that matches the detection groove of the acceleration sensor is far from perfect.
本発明の目的は、旋回走行時に車体荷重の条骨に見合う
ロール剛性をめて、ロール角を所定の範囲に抑えるとと
もに、通常走行時には空気ばねのもつ柔かい乗り心地を
生かすことができるハイドロニューマチック懸架装置を
提供することにある。The purpose of the present invention is to provide a hydropneumatic system that can increase the roll stiffness commensurate with the car body load during cornering, suppress the roll angle within a predetermined range, and make use of the soft riding comfort of air springs during normal driving. The purpose of the present invention is to provide a suspension system.
このため、本発明の構成は車体に取IJけた液圧シリン
ダユニットの液室に、ダイアフラムによって空気室と液
室とに分割された空気ばねの前記液室が連通されている
ハイドロニューマチック懸架装置におい一〇、前記空気
ばねは前記液室と互いに直列に電磁開閉弁を介して接続
される複数個の空気タンクを備えており、電子制御装置
により前記N磁器閉弁が車両の旋回走行に関連して順次
閉じられるようにしたものである。For this reason, the configuration of the present invention is a hydropneumatic suspension system in which the liquid chamber of an air spring, which is divided into an air chamber and a liquid chamber by a diaphragm, is communicated with the liquid chamber of a hydraulic cylinder unit mounted on the vehicle body. Smell 10: The air spring is equipped with a plurality of air tanks that are connected to the liquid chamber in series through electromagnetic shut-off valves, and an electronic control device causes the N magnetic valve to close in relation to the turning movement of the vehicle. This allows them to be closed one after another.
本発明を実施例に基づいて説明づると、第1図に示すよ
うに、ハイドロニューマヂツク懸架@ば1はシリンダ7
に摺動可能にフTh装したピストン8とダイアフラム3
とによって区画される液¥9および空気室11を備えて
おり、ピストン8に結合した[1ツド10がコントロー
ル7−ム13に連結される。このコントロールアーム1
3は基端部を車体20に対して支軸28をもって揺動可
能に支持される一方、先端部に公知のナックルを介して
車輪6を支持している。液室9は導管21をもって液圧
調整装N19に接続され、この導管21の液圧から荷重
センサ18によって各車輪の受持つ車体荷重が検出され
る。To explain the present invention based on an embodiment, as shown in FIG.
The piston 8 and diaphragm 3 are slidably mounted on the piston 8 and the diaphragm 3.
The piston 8 has a liquid chamber 9 and an air chamber 11 partitioned by a piston 8 and a control rod 10 connected to a control 7-m 13. This control arm 1
3 is swingably supported on a support shaft 28 with respect to the vehicle body 20 at its base end, and supports a wheel 6 at its distal end via a known knuckle. The liquid chamber 9 is connected to a hydraulic pressure adjustment device N19 through a conduit 21, and from the hydraulic pressure in the conduit 21, a load sensor 18 detects the vehicle body load carried by each wheel.
空気室11の容積を変更してばね定数を調整するために
、空気室11には電磁開閉弁14を介して第1の空気タ
ンク2が、電磁開閉弁15を介して第2の空気タンク2
aが、さらに電磁開閉弁16を介して第3の空気タンク
2bがそれぞれ直列に接続される。そして、電磁開閉弁
14.15゜16は荷重センサ18の信号を入力とする
電子制御装置30の出力信号によって開閉されるように
構成される。In order to adjust the spring constant by changing the volume of the air chamber 11, a first air tank 2 is connected to the air chamber 11 via an electromagnetic on-off valve 14, and a second air tank 2 is connected to the air chamber 11 via an electromagnetic on-off valve 15.
A is further connected in series with a third air tank 2b via an electromagnetic on-off valve 16. The electromagnetic on-off valves 14, 15 and 16 are configured to be opened and closed by output signals from an electronic control unit 30 which receives signals from the load sensor 18 as input.
第1図には車体の前輪の懸架装置だけについて示したが
、後輪の懸架装置についても同様に構成され、共通の電
子制御装置30によって電vAl?l閉弁14.15.
16が制卸される。電子制御I装置30は第2図に示す
ように、マイクロプロセッサ32とメモリ33とインタ
フ1−ス31とから構成される。インタフェース31に
は前輪および後輪の各懸架@置1の荷重センサ18によ
っての各車輪の受持つ車体荷重に相当する信号が△D変
換器34によりデジタル信号として入力される。また、
ハンドル36の切り角を検出する切り角センサ37の信
号が、AD変換器38によりデジタル信りとしてインタ
フェース31へパノノされる。Although only the suspension system for the front wheels of the vehicle body is shown in FIG. 1, the suspension system for the rear wheels is also constructed in the same way, and a common electronic control unit 30 controls the electric vAl? l Valve closed 14.15.
16 are eliminated. As shown in FIG. 2, the electronic control unit 30 is composed of a microprocessor 32, a memory 33, and an interface 31. A signal corresponding to the vehicle body load carried by each wheel, which is detected by the load sensor 18 of each of the front and rear wheel suspensions 1, is input to the interface 31 as a digital signal by the ΔD converter 34. Also,
A signal from a turning angle sensor 37 that detects the turning angle of the handle 36 is sent to the interface 31 as a digital signal by an AD converter 38.
メモリ33のROMには第3図にそれぞれ線42.41
で示すように、各車輪の受持つ車体荷重に対丈る直進車
(jでのロール剛性および旋回走行時に必要どされるロ
ール剛性が制御マツプとして記憶さtする。また、14
図に線43で示すように各車輪の受持つ車体vJ重に対
し旋回座1j的に制御すべきロール剛性R(第3図参照
)が1lJtilマツプとして記憶される。(して、上
述の制御マツプから各車輪の受持つ車体荷重に相当づる
内型センサ18の信号に基づいてそれぞれ適正な0−ル
剛11をめ、各車輪ごとに電磁開閉弁14,15.16
の1個または?!数個を開rJlするように構成される
。つまり、車体荷重が最小(空車)の場合は電磁開閉弁
16を、中程度の場合は電磁開閉弁15を、最大の場合
にはN…間開閉弁14それぞれ閉じて空気ばねのばね定
数を^くしでロール剛性を高める。In the ROM of the memory 33, lines 42 and 41 are respectively shown in FIG.
As shown in 14, the roll stiffness at straight-travel vehicle (j) that can withstand the vehicle body load carried by each wheel and the roll stiffness required during cornering are stored as a control map.
As shown by a line 43 in the figure, the roll stiffness R (see FIG. 3) to be controlled in the swing seat 1j with respect to the vehicle body weight vJ handled by each wheel is stored as a 1lJtil map. (Then, from the above-mentioned control map, appropriate wheel stiffness 11 is determined based on the signal from internal sensor 18 corresponding to the vehicle body load carried by each wheel, and electromagnetic on-off valves 14, 15. 16
One or? ! It is configured to open several pieces. In other words, when the car body load is the minimum (empty car), the electromagnetic on-off valve 16 is closed, when it is medium, the electromagnetic on-off valve 15 is closed, and when it is the maximum, the on-off valve 14 is closed, and the spring constant of the air spring is determined. Increase roll rigidity with a comb.
第5図は上述の制御10グラムの流れ図を示プ。FIG. 5 shows a flowchart of the control 10-gram described above.
同図においCD11〜p23は流れ図の各スデップを示
すe機関の始動と同時に演梓部分はpllどされ、p1
2で電磁開閉弁14を開き、p13で電磁開閉弁15を
開き、+1111で電1開閉弁16を開き、通常の走行
で空気ばねのもつ柔かな乗り心地を保つ。In the same figure, CD11 to p23 indicate each step of the flowchart. At the same time as the e engine is started, the engine part is plld, and p1
2 opens the electromagnetic on-off valve 14, p13 opens the electromagnetic on-off valve 15, and +1111 opens the electric 1 on-off valve 16 to maintain the soft ride quality of the air spring during normal driving.
p15でハンドルの切り角が20°以上が否かを判別す
る。ハンドル切り角が所定の値、例えば20°以下の場
合にはp12へ戻る。また、p15でハンドル切り角が
206以上の場合には、p16 T前後左右の各車輪の
分担する車体Vi重が最小(空車)か否かを判別し、重
体荷重が最小の場合にはp17で電磁開閉弁14を閉じ
、1)15へ戻る。At p15, it is determined whether the turning angle of the steering wheel is 20 degrees or more. If the steering wheel turning angle is less than a predetermined value, for example 20 degrees, the process returns to p12. In addition, if the steering wheel turning angle is 206 or more in p15, it is determined in p16 whether the weight of the vehicle body Vi shared by the front, rear, left, and right wheels of T is the minimum (empty vehicle), and if the heavy body load is the minimum, in p17 Close the electromagnetic on-off valve 14 and return to 1) 15.
一方、+110で各車輪の受持つ中休vi重が最小でな
い場合には、p18で各車輪の受持つ車体荷重が中程度
のものか否かを判別する。各車輪の受持つ車体荷重が中
程度である場合には、p19でN磁開閉弁14を閉じ、
p20で電磁開閉弁15を閉じ、p15へ戻る。On the other hand, if +110 indicates that the intermediate load vi of each wheel is not the minimum, it is determined in p18 whether the vehicle body load of each wheel is moderate. If the vehicle body load carried by each wheel is moderate, close the N magnetic on-off valve 14 in p19,
At p20, close the electromagnetic on-off valve 15 and return to p15.
また、+118で各車輪の受持つ車体荷重が中程度を超
えるものである場合は、p21で電磁開閉弁14を閉じ
、p22で電磁開閉弁15を閉じ、p23で電磁開閉弁
16を閉じ、+115へ戻る。このようにして、所定時
間ごとにハンドルの切り角を検出し、ハンドルの切り角
に応じたロール剛性を得る。In addition, if the vehicle body load carried by each wheel exceeds a medium level at +118, the electromagnetic on-off valve 14 is closed at p21, the electromagnetic on-off valve 15 is closed at p22, the electromagnetic on-off valve 16 is closed at p23, and +115 Return to In this way, the steering angle of the handle is detected at predetermined intervals, and the roll rigidity is determined according to the steering angle of the handle.
本発明は上述のように、同じ道路の旋回走行の場合であ
っても、車体の乗員の変化などによる荷重条件によりロ
ール角が変化するが、この車体荷重条件に応じて電磁開
閉弁14〜16を閉じ、各車輪の懸架@置のはね定数を
変化させるものであるから、車体の傾きが抑えられ、安
定した操縦性能を発揮することができるとともに、直進
走行では電磁開閉弁14〜16を開き、空気ばねのばね
定数を小さくして快適な乗り心地を得ることができる。As described above, even when turning on the same road, the roll angle changes depending on load conditions such as changes in the number of occupants on the vehicle body. Since it closes the spring constant of each wheel and changes the spring constant of each wheel, tilting of the vehicle body is suppressed and stable maneuverability can be achieved. The spring constant of the air spring can be reduced to provide a comfortable ride.
上述の実施例では、ハンドルの切り角を検出し、この検
+14I信口に基づいてl」−ル剛性を制御しているが
、車速信弓とハンドルの切り角との信丹に基づいてロー
ル剛性を演粋ηれば、ハンドル操作に対する制御の時間
的ずれをなくづことができる。In the above-mentioned embodiment, the steering angle is detected and the stiffness of the steering wheel is controlled based on the detected +14I angle, but the roll stiffness is controlled based on the difference between the vehicle speed and the steering angle. By increasing the stiffness, it is possible to eliminate the time lag in control of steering wheel operation.
第1図は本発明に係るハイド【」ニコーマチツク懸架S
+:[Iの概略構成を示づ正面図、第2図は同装置の概
略構成を示すブロック図、第3図および第4図は同装置
の電子制御装置のメモリに記憶される制御マツプを表プ
線図、第5図は同装置を制御プるプログラムの流れ図で
ある。
1 :D’jFjHM 2.2a 、 2b :空気タ
ンク 7:シリンダ 8:ピストン 13:二1ントロ
ールロッド 14.15,16:?Iim開閉弁 18
:向重センリ 19:液圧調整装置 30:?ff了制
御装置 37:切り角廿ンザFigure 1 shows the Hyde Nikomachik Suspension S according to the present invention.
+: [I] Figure 2 is a block diagram showing the schematic configuration of the device, and Figures 3 and 4 show the control map stored in the memory of the electronic control unit of the device. FIG. 5 is a flowchart of a program that controls the device. 1: D'jFjHM 2.2a, 2b: Air tank 7: Cylinder 8: Piston 13: 21 Control rod 14.15, 16:? Iim on/off valve 18
: Mukaiju Senri 19: Hydraulic pressure adjustment device 30:? ff control device 37: Cutting angle
Claims (3)
、ダイアフラムによって空気室と液室と(二分割された
空気ばねの前記液室が連通されているハイドロニューマ
チック懸架装置にJjいで、前記空気ばねは前記液室と
互いに直列に1磁聞閉弁を介して接続される複数個の空
気タンクを備え“Cおり、電子制御装置により前記電磁
開閉弁が車両の旋回走行に関連し−C!lfi次閉じら
れるように構成したことを特徴とするハイドロニューマ
チック懸架装置。(1) A hydropneumatic suspension system in which the air chamber and the liquid chamber (the liquid chamber of the air spring divided into two parts) are connected to the liquid chamber of one hydraulic cylinder attached to the vehicle body through a diaphragm, The air spring includes a plurality of air tanks connected to the liquid chamber in series through one magnetic closing valve, and the electromagnetic opening/closing valve is controlled by an electronic control device in relation to the turning movement of the vehicle. C!lfi A hydropneumatic suspension system configured to be closed next.
配置し、該荷重センサの信号に基づく前記電子制御装置
の出力信号にJ、って前記電磁開閉弁が制御される特許
請求の範囲(1)に記載のハイドロニューマチック懸架
装置。(2) A load sensor is disposed on each of the front and rear, left and right suspension systems, and the electromagnetic on-off valve is controlled by the output signal of the electronic control device based on the signal from the load sensor. ) The hydropneumatic suspension system described in ).
号に基づく前記電子制御I装置の出力信号によって前記
電磁+’liJ閉弁が制御される特許請求の範囲(1)
に記載のハイドロニューマチック懸架装置。(3) Claim (1) in which the electromagnetic +'liJ valve closing is controlled by an output signal of the electronic control I device based on signals from a medium speed sensor and a steering angle sensor.
Hydropneumatic suspension system as described in.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP13079983A JPS6025810A (en) | 1983-07-20 | 1983-07-20 | Hydro-pneumatic suspension |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP13079983A JPS6025810A (en) | 1983-07-20 | 1983-07-20 | Hydro-pneumatic suspension |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS6025810A true JPS6025810A (en) | 1985-02-08 |
JPH0474207B2 JPH0474207B2 (en) | 1992-11-25 |
Family
ID=15042973
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP13079983A Granted JPS6025810A (en) | 1983-07-20 | 1983-07-20 | Hydro-pneumatic suspension |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6025810A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5219838A (en) * | 1990-07-09 | 1993-06-15 | Morinaga Milk Industry Co., Ltd. | Method for inhibiting tyrosinase activity in treatment of skin |
JPH089728A (en) * | 1994-09-08 | 1996-01-16 | Yanmar Agricult Equip Co Ltd | Rice transplanter |
WO2020020977A1 (en) * | 2018-07-25 | 2020-01-30 | Terex Global Gmbh | Vehicle crane having hydropneumatic suspension and a braking system comprising at least two braking circuits |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS57182505A (en) * | 1981-05-01 | 1982-11-10 | Kayaba Ind Co Ltd | Antiroll system of vehicle |
JPS57201707A (en) * | 1981-06-05 | 1982-12-10 | Nec Corp | Shock absorber |
JPS5863440U (en) * | 1981-10-23 | 1983-04-28 | カヤバ工業株式会社 | hydraulic shock absorber |
JPS5923712A (en) * | 1982-07-30 | 1984-02-07 | Hino Motors Ltd | Air suspension |
JPS59156813A (en) * | 1983-02-25 | 1984-09-06 | Mazda Motor Corp | Suspension for car |
-
1983
- 1983-07-20 JP JP13079983A patent/JPS6025810A/en active Granted
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS57182505A (en) * | 1981-05-01 | 1982-11-10 | Kayaba Ind Co Ltd | Antiroll system of vehicle |
JPS57201707A (en) * | 1981-06-05 | 1982-12-10 | Nec Corp | Shock absorber |
JPS5863440U (en) * | 1981-10-23 | 1983-04-28 | カヤバ工業株式会社 | hydraulic shock absorber |
JPS5923712A (en) * | 1982-07-30 | 1984-02-07 | Hino Motors Ltd | Air suspension |
JPS59156813A (en) * | 1983-02-25 | 1984-09-06 | Mazda Motor Corp | Suspension for car |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5219838A (en) * | 1990-07-09 | 1993-06-15 | Morinaga Milk Industry Co., Ltd. | Method for inhibiting tyrosinase activity in treatment of skin |
JPH089728A (en) * | 1994-09-08 | 1996-01-16 | Yanmar Agricult Equip Co Ltd | Rice transplanter |
WO2020020977A1 (en) * | 2018-07-25 | 2020-01-30 | Terex Global Gmbh | Vehicle crane having hydropneumatic suspension and a braking system comprising at least two braking circuits |
US11840209B2 (en) | 2018-07-25 | 2023-12-12 | Tadano Demag Gmbh | Vehicle crane having hydropneumatic suspension and a braking system comprising at least two braking circuits |
Also Published As
Publication number | Publication date |
---|---|
JPH0474207B2 (en) | 1992-11-25 |
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