JPS6146703A - Suspension control device - Google Patents
Suspension control deviceInfo
- Publication number
- JPS6146703A JPS6146703A JP16984084A JP16984084A JPS6146703A JP S6146703 A JPS6146703 A JP S6146703A JP 16984084 A JP16984084 A JP 16984084A JP 16984084 A JP16984084 A JP 16984084A JP S6146703 A JPS6146703 A JP S6146703A
- Authority
- JP
- Japan
- Prior art keywords
- sensor
- vehicle
- detects
- signal
- speed
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/04—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper
- F16F13/26—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper characterised by adjusting or regulating devices responsive to exterior conditions
- F16F13/28—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper characterised by adjusting or regulating devices responsive to exterior conditions specially adapted for units of the bushing type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/006—Attaching arms to sprung or unsprung part of vehicle, characterised by comprising attachment means controlled by an external actuator, e.g. a fluid or electrical motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/14—Mounting of suspension arms
Landscapes
- Engineering & Computer Science (AREA)
- General 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） 本発明は車両用のサスペンション制御装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a suspension control device for a vehicle.
（従来の技術）
車両のサスペンションを構成するラジアスロッド等のサ
スペンションリンクの両端に流体封入ブツシュを設ける
ことが行われる。(Prior Art) Fluid-filled bushings are provided at both ends of suspension links such as radius rods that constitute the suspension of a vehicle.
（発明が解決しようとする問題点）
斯かる流体封入ブツシュにおいて、車体前後方向のばね
定数を大きく設定すると、ステアリング操作時の応答性
は良いが、乗心地が若干犠牲になり、逆にばね定数を小
さく設定すると、乗心地は良いが、ステアリング操作時
の応答遅れが大きく、・サスペンション形式によっては
トー変化が大きくなり、また高速走行中の操安性が若干
犠牲になる傾向にある。(Problem to be Solved by the Invention) In such a fluid-filled bushing, if the spring constant in the longitudinal direction of the vehicle body is set to a large value, the response during steering operation is good, but the riding comfort is slightly sacrificed, and conversely, the spring constant is When set to a small value, the ride quality is good, but there is a large response delay during steering operation, and depending on the suspension type, the toe change becomes large, and the steering stability during high-speed driving tends to be slightly sacrificed.
そこで、両流体封入ブツシュの車体前後方向に対するば
ね定数な流体圧を制御して大、小の２段階に同時に可変
制御することが考えられる。Therefore, it is conceivable to control the fluid pressure, which is a spring constant, of both fluid-filled bushings in the longitudinal direction of the vehicle body and variably control the fluid pressure in two stages, high and low, at the same time.
本発明の目的は、サスペンションリンクの両端に設けた
流体封入ブツシュの車体前後方向に対するばね定数を流
体圧を制御して大、小の２段階以上に同時にｉＴｆ変制
御するようにした車両において、ステアリング操作及び
ブレーキ状態、更に車速状態に基づく走行状態並びに路
面状態の変化に追従してサスペンションリンク両端の流
体封入ブツシュのばね定数を自動的に同時に可変制御す
ることができ、特に中速走行状態で、且つステアリング
操作状態、ブレーキ状態若しくはうねりがある比較的悪
い路面を走行している状態の何れかの場合と、更には高
速走行状態にある場合には操安性を重視してばね定数が
大きくなるようにしたサスペンション制御装置を提供す
るにある。An object of the present invention is to provide a steering wheel in a vehicle in which the spring constant of fluid-filled bushings provided at both ends of a suspension link in the longitudinal direction of the vehicle body is simultaneously controlled to change iTf in two or more stages, large and small, by controlling fluid pressure. The spring constant of the fluid-filled bushings at both ends of the suspension link can be automatically and variably controlled at the same time in accordance with changes in operating and braking conditions, as well as driving conditions based on vehicle speed and road surface conditions. Especially in medium-speed driving conditions, In addition, the spring constant increases when steering operation, braking, or when driving on a relatively bad road surface with undulations, or when driving at high speeds, with emphasis on steering stability. An object of the present invention is to provide a suspension control device according to the present invention.
（問題点を解決するための手段）
従って本発明は、ステアリング操作状態を検出するセン
サ（２）と、ブレーキ状態を検出するセンサ（３）と、
車両の中速以上の状態を検出する第１車速センサ（４）
と、同高速状態を検出する第２車速センサ（５）と、車
体の上下振動加速度センサ（１）からの信号を入力して
車体のばね主共振周波数付近の加速度の信号を出力する
処理回路（６）。(Means for Solving the Problems) Therefore, the present invention provides a sensor (2) for detecting a steering operation state, a sensor (3) for detecting a brake state,
First vehicle speed sensor (4) that detects medium speed or higher vehicle speeds
, a second vehicle speed sensor (5) that detects the same high-speed state, and a processing circuit that receives signals from the vertical vibration acceleration sensor (1) of the vehicle body and outputs a signal of acceleration near the main resonance frequency of the vehicle body spring. 6).
（７）と、これら５種の信号を入力して走行及び路面状
態に応じた２段階以上の信号を出力する制御回路（１０
）と、その出力信号を受けてサスベンジ１ンリンク（５
４）両端の流体封入ブツシュ（３１）、（４１）の重体
前後方向に対するばね定数を流体圧を制御して犬、小の
２段階以上に自動的に同時に切換えるアクチェータ（２
１）とから成り、前記第１車速センサ（４）により中速
以上の状態を検出したときで、且つその他４種の検出信
号の何れかを検出したときばばね定数を大の方に自動的
に可変制御するサスペンション制御装置を構成したこと
を特徴とする。(7) and a control circuit (10
), and in response to its output signal, the suspension link (5
4) An actuator (2) that automatically and simultaneously switches the spring constant of the fluid-filled bushes (31) and (41) at both ends in the longitudinal direction of the heavy body to two or more stages (dog and small) by controlling the fluid pressure.
1), when the first vehicle speed sensor (4) detects a state of medium speed or higher, and also when any of the other four detection signals is detected, the spring constant is automatically increased. The present invention is characterized by comprising a suspension control device that performs variable control.
（実施例）
以下に本発明の好適一実施例を添付図面に基づいて詳述
する。(Embodiment) A preferred embodiment of the present invention will be described below in detail with reference to the accompanying drawings.
第５図はサスペンション形式の一舛を示す斜視図で、（
５１）はハブ、（５２）はロアアーム、（５３）はダン
パ、（５４）はラジアスロッドであり、ラジアスロッド
（５４）前後端に第２図に示す如き流体封入ブツシュ（
３１）、（４１）が備えられる。Figure 5 is a perspective view showing a suspension-type boat.
51) is a hub, (52) is a lower arm, (53) is a damper, and (54) is a radius rod, and the front and rear ends of the radius rod (54) are equipped with fluid-filled bushings (as shown in FIG. 2).
31) and (41) are provided.
両ブツシュ（３り、（４１）は、車体側またはナックル
側の支持ピンが挿通される内筒（３２）、（４２）とラ
ジアスロッド（５０前後端に固着される外筒（３３）、
（４３）とを径方向のゴム壁（３０、（４４）にて結合
し、これにより各自・外筒（３２）、（３３） 、 （
４２）、（４３）間に車体前後方向に位置する流体室（
３５） 、（３Ｂ）、（４５）、（４Ｂ）を形成して成
る。Both bushes (3, (41)) include inner cylinders (32), (42) into which support pins on the vehicle body side or knuckle side are inserted, and outer cylinders (33) fixed to the front and rear ends of the radius rod (50).
(43) are connected with the radial rubber walls (30, (44), so that the outer cylinders (32), (33), (
42) and (43), the fluid chamber (
35), (3B), (45), and (4B).
そして両ブツシュ（３１）、（４１）のともに前部流体
室（３５）、（４５）を連通ずる通路（２５）と、後部
流体室（３６）、（４６）を連通ずる通路（２Ｂ）とを
設け、更に両通路（２５）、（２Ｂ）を同時に開閉する
切換弁（２１）を設ける。切換弁（２１）はソレノイド
（２２） 、 （２３）によって作動し、一方のソレノ
イド（２２）の通電で図示の如く通路（２５） 、（２
Ｂ）を開状態とし、他方のソレノイド（２３）の通電で
閉状態とする。第２図はラジアスロッド（５４）に外力
が作用しない自由状態を示す。Both bushes (31) and (41) have a passageway (25) that communicates with the front fluid chambers (35) and (45), and a passageway (2B) that communicates with the rear fluid chambers (36) and (46). and a switching valve (21) that opens and closes both passages (25) and (2B) at the same time. The switching valve (21) is operated by solenoids (22) and (23), and when one solenoid (22) is energized, the passages (25) and (2) are opened as shown in the figure.
B) is opened, and the other solenoid (23) is energized to close it. FIG. 2 shows a free state in which no external force acts on the radius rod (54).
第３図はラジアスロッド（５４）に引張力が作用した状
態で、この場合、通路（２５） 、（２Ｂ）が図示の如
く開状態にあれば、外力が作用する前方ブツシュ（３１
）の前部波体室（３５）から通路（２５）を通って後方
ブツシュ（４１）の前部流体室（４５）に液体が流れ、
また後方ブツシュ（４１）の後部流体室（４Ｂ）から通
路（２５）を通って前方ブツシュ（３１）の後部流体室
（３６）に液体が流れる。従って車体前後方向に対する
ばね定数は小さい。逆にソレノイド（２３）を通電して
通路（２５） 、 （２Ｂ）を遮断すると液体の流れが
阻ＩＩ−され、車体前後方向に対するばね定数が大きく
なる。FIG. 3 shows a state in which a tensile force is applied to the radius rod (54). In this case, if the passages (25) and (2B) are in the open state as shown in the figure, the front bush (31) to which an external force is applied is
) from the front wave body chamber (35) of the rear bushing (41) through the passageway (25) to the front fluid chamber (45) of the rear bushing (41);
Also, liquid flows from the rear fluid chamber (4B) of the rear bushing (41) to the rear fluid chamber (36) of the front bushing (31) through the passage (25). Therefore, the spring constant in the longitudinal direction of the vehicle body is small. Conversely, when the solenoid (23) is energized to block the passages (25) and (2B), the flow of liquid is inhibited, and the spring constant in the longitudinal direction of the vehicle increases.
第４図はラジアスロッド（５４）に圧縮力が作用した状
態で、液体の流れは第３図と逆になる。FIG. 4 shows a state in which a compressive force is applied to the radius rod (54), and the flow of liquid is opposite to that in FIG. 3.
次に第１図を基に制御回路を説明する。Next, the control circuit will be explained based on FIG.
（１）は路面状態と車速変化に対応する車体の上下振動
加速度目を検出するセンサ（以下Ｇセンサという） 、
（２）はステアリング角＋３１を検出するセンサ（以
下Ｓ七？すという） 、 （３）はブレーキスイッチの
ＯＮ・ＯＦＦ状態を検出するセンサ（以下Ｂセンサとい
う） 、 （４）は車両の中速以上の状態を検出する第
１車速センサ（以下部センサという） 、 （５）は同
高速状態を検出する第２車速センす（以下ｖｈセンサと
いう）である。(1) is a sensor (hereinafter referred to as G sensor) that detects the vertical vibration acceleration of the vehicle body in response to changes in road surface conditions and vehicle speed;
(2) is a sensor that detects the steering angle +31 (hereinafter referred to as S7?), (3) is a sensor that detects the ON/OFF state of the brake switch (hereinafter referred to as B sensor), and (4) is a sensor that detects the vehicle's medium speed. A first vehicle speed sensor (hereinafter referred to as a part sensor) detects the above-mentioned conditions, and (5) is a second vehicle speed sensor (hereinafter referred to as a VH sensor) that detects the same high speed condition.
Ｇセンサ（１）からの出力信号日をバンドパスフィルタ
（６）に入力し、車体のばね上共振周波数付近の加速度
の信号Ｇｆを出力し、これをコンパレータ（７）に入力
し、この出力信号Ｇｆがある定められた値Ｇｆ、以上の
ときは［１］、未満のときは［０］ の信号にし、ディ
レィ回路（８）に入力し、この入力信号にある一定のデ
ィレィタイムを設けてロジック回路（ｌＯ）のＯＲ回路
（１１）に入力する。ここでディレィ回路（８）は継目
のある路面に対して遅延させるためにある。The output signal from the G sensor (1) is input to a band pass filter (6), which outputs a signal Gf of acceleration near the sprung resonance frequency of the vehicle body, which is input to a comparator (7), and this output signal When Gf is a certain predetermined value Gf, it becomes a signal of [1] when it is greater than Gf, and [0] when it is less than it, inputs it to the delay circuit (8), and sets a certain delay time to this input signal to generate a logic signal. It is input to the OR circuit (11) of the circuit (lO). Here, the delay circuit (8) is provided to delay the road surface with joints.
Ｓセンサ（２）からの出力信号＋３１はある定められた
値ｌＳＪ以上を［１］、未満を［０１の信号にし、Ｂセ
ンサ（３）から９出力値号Ｂはブレーキスイッ＋ＯＮ状
態を［１］ 、 ＯＦＦ状態を［０］の信号にし、斯か
る両信号を前記ＯＲ回路（１１）に入力する。The output signal +31 from the S sensor (2) is a signal of [1] when it is more than a certain value lSJ, and [01 when it is less than a certain value, and the output value number B from the B sensor (3) is a signal that indicates the +ON state of the brake switch. ], the OFF state is set to a signal of [0], and both of these signals are input to the OR circuit (11).
鳩センサ（４）からの出力信号部は中速以上の車速状態
を示すある定められた値７１以上を［１１、未満を［０
］ の信号にし、この信号と前記ＯＲ回路（１１）の信
号とをＡＮＤ回路（１２）に入力する。The output signal section from the pigeon sensor (4) is a predetermined value indicating a vehicle speed state of medium speed or higher.
] This signal and the signal from the OR circuit (11) are input to the AND circuit (12).
Ｖｈセンサ（５）からの出力信号Ｖｈは高速状態を示す
ある定められた値７２以上を［ｌ］、未満を［０１の信
号にし、この信号と前記ＡＮＤ回路（１２）の信号とを
更にＯＲ回路（１３）に入力する。The output signal Vh from the Vh sensor (5) is set to a predetermined value of 72 or more indicating a high speed state as [l], and a value less than [01], and this signal and the signal of the AND circuit (12) are further ORed. Input to circuit (13).
そしてＯＲ回路（１３）の出力端子にばばね定数［大］
を表す［旧の信号を出力し、この信号［Ｈ］が出力され
るとタイマー（１５）を経て通路（２５） 、（２Ｂ）
を閉状態とするソレノイド（２３）を通電して両流体封
入ブツシュ（３１，）、（４１）のばね定数を［大］に
自動制御する。And a spring constant [large] is applied to the output terminal of the OR circuit (13).
When the old signal [H] is output, it passes through the timer (15) and passes through the path (25), (2B)
The solenoid (23) is energized to close the solenoid (23), and the spring constants of both the fluid-filled bushes (31,) and (41) are automatically controlled to [large].
またＯＲ回路（１３）からの信号を分岐してＮＯＴ回路
（１４）に入力し、このＮＯＴ回路（１４）の出力端子
にはばね定数〔小］を表す［Ｌ］の信号を出力し、この
信号［Ｌ］が出力されると通路（２５）、（２Ｂ）を開
状態とするソレノイド（２２）を通電してばね定数を
［小１に自動制御する。In addition, the signal from the OR circuit (13) is branched and input to the NOT circuit (14), and a signal [L] representing the spring constant [small] is output to the output terminal of this NOT circuit (14). When the signal [L] is output, the solenoid (22) that opens the passages (25) and (2B) is energized to adjust the spring constant.
[Automatically control to 1st grade.
以上において、車速ＶがＶ、以上７２未満の中速状態で
、且つ車体のばね上共振周波数付近の加速度の信号Ｇｆ
が設定値Ｇｆ、以上、ステアリング角信号＋ｓ＋が設定
値ｌＳＪ以上、ブレーキ信号ＢがＯＮ状態のときの何れ
かの場合と、車速Ｖが７２以上の高速状態にある場合に
はロジック回路（ｌＯ）の出力信号を ［Ｈ］とする。In the above, the vehicle speed V is V, a medium speed state of 72 or more, and the acceleration signal Gf near the sprung resonance frequency of the vehicle body.
is equal to or greater than the set value Gf, the steering angle signal +s+ is equal to or greater than the set value lSJ, the brake signal B is in the ON state, and when the vehicle speed V is in a high speed state of 72 or more, the logic circuit (lO) is activated. Let the output signal be [H].
その真理値表を路面及び走行状態、つまり環境条件とと
もに下記に示す。The truth table is shown below along with the road surface and driving conditions, that is, the environmental conditions.
次に各環境条件について説明する。Next, each environmental condition will be explained.
先ず条件１は低速走行のため、うねりがある比較的悪い
路面を走行し、コーナリング状態、ブレ、−キング状態
であっても操安性に影響がない範囲なので、乗心地を重
視して前後のブツシュ（３１）、（４１）の車体前後方
向に対するばね定数を［小］にする。First of all, condition 1 is a low-speed drive, so you are driving on a relatively rough road surface with undulations, and even cornering, shaking, and -king conditions do not affect the handling, so you can adjust the front and rear with emphasis on ride comfort. Set the spring constant of the bushes (31) and (41) in the longitudinal direction of the vehicle body to [small].
また条件２は中速走行であるが、うねりが殆ど無い比較
的良い路面上を直進走行しており、ノーブレーキのため
、同じく乗心地を重視してばね定数を ［小］にする。Condition 2 is medium speed driving, but since the vehicle is traveling straight on a relatively good road surface with almost no undulations and no braking, the spring constant is set to [small] with the same emphasis on ride comfort.
そして条件３は大きなうねりのある比較的悪い路面上を
中速走行しているときで、条件４は中速走行中のコーナ
リング状態、また条件５は中速走行中のブレーキング状
態のため、何れの場合も操安性を重視してばね定数を
［大ｌにする。Condition 3 is when driving at a medium speed on a relatively bad road surface with large undulations, Condition 4 is a cornering condition while driving at a medium speed, and Condition 5 is a braking condition while driving at a medium speed. In the case of
[Make it large.
更に条件６は高速走行のため、車の高速安定性を重視し
てばね定数を同じく［大］にする。Furthermore, since condition 6 is for high-speed driving, the spring constant is also set to [large] with emphasis on the high-speed stability of the car.
尚、流体封入ブツシュ装置は、切換弁に淀路面積の異な
る複数組の流路を更に設け、機械作動式等のアクチェー
タで多段階に制御してばね定数の可変段数を３段以上と
することも可能である。In addition, in the fluid-filled bushing device, the switching valve is further provided with a plurality of sets of flow passages with different dead-way areas, and the number of stages in which the spring constant can be varied is three or more stages by controlling the flow passages in multiple stages using a mechanically actuated actuator or the like. is also possible.
（発明の効果）
以上のように本発明のサスペンション制御装置によれば
、ステアリングセンサと、ブレーキセンサと、中速以上
検出用の第１車速センサと、高速検出用の第２車速セン
サと、車体の上下振動加速度センサからの信号を入力し
て車体のばね主共振周波数付近の加速度の信号を出力す
る処理回路と、これらの信号を入力して走行及び路面状
態に応じた２段階以−ヒの信号を出力する制御回路と、
その出力信号を受けてサスペンションリンクの両端の流
体封入ブツシュの車体前後方向に対するばね定数を流体
圧を制御して大、小の２段階以上に同時に切換えるアク
チェータとから成るため、ステアリング操作角、ブレー
キ、車速並びに路面情報に基づく環境条件の変化に対応
して両流体封入ブツシュの車体前後方向ばね定数を自動
的に同時に可変制御することができ、特に中速走行状態
で、且つステアリング操作状態、ブレーキ状態若しくは
うねりがある比較的悪い路面を走行している状態の何れ
かの場合と、更には高速走行状態にある場合には操安性
を重視して大の方のばね定数に自動制御することができ
る。(Effects of the Invention) As described above, according to the suspension control device of the present invention, the steering sensor, the brake sensor, the first vehicle speed sensor for detecting medium speed or higher, the second vehicle speed sensor for detecting high speed, and the vehicle body A processing circuit inputs signals from the vertical vibration acceleration sensor of the vehicle body and outputs an acceleration signal near the spring main resonance frequency of the vehicle body, and a processing circuit that inputs these signals and processes two or more levels according to driving and road surface conditions. a control circuit that outputs a signal;
It consists of an actuator that receives the output signal and simultaneously switches the spring constant of the fluid-filled bushes at both ends of the suspension link in the longitudinal direction of the vehicle body to two or more levels (large and small) by controlling the fluid pressure. The spring constants of both fluid-filled bushings in the longitudinal direction of the vehicle body can be automatically and variably controlled simultaneously in response to changes in environmental conditions based on vehicle speed and road surface information, especially during medium-speed driving, steering operation, and braking conditions. Alternatively, if you are driving on a relatively bad road surface with undulations, or if you are driving at high speed, it is possible to automatically control the spring constant to a larger value with emphasis on maneuverability. can.
第１図は制御回路を示すブロック図、第２図は流体封入
ブツシュ装置の断面図でロッド部材に外力が作用しない
自由状態の図、第３図は引張力作用状態の図、第４図は
圧縮力作用状態の図、第５図はサスペンション形式の一
例を示す斜視図である。
尚、図面中（２１）は切換弁、（２５） 、（２Ｂ）は
通路、（３１）、（４１）は流体封入ブツシュ、 （３
２）、（４２）は内筒、（３３）、（４３）は外筒、（
３４） 、（４４）はゴム壁、（３５） 、（３６）
、（４５） 、（４Ｂ）は流体室、（５４）はサスペン
ションリンク、（Ｂ）、（７）は処理回路、（１０）は
ロジック回路である。
特許出願人 本田技研工業株式会社
代理人 弁理士 下 １） 容−・部間 弁理
士 大 橋 邦 部同 弁理士
小 山 有第３図
第４図Fig. 1 is a block diagram showing the control circuit, Fig. 2 is a sectional view of the fluid-filled bushing device in a free state in which no external force is applied to the rod member, Fig. 3 is a drawing in a state in which a tensile force is applied, and Fig. 4 is a sectional view of the fluid-filled bushing device. FIG. 5 is a perspective view showing an example of the suspension type. In the drawing, (21) is a switching valve, (25) and (2B) are passages, (31) and (41) are fluid-filled bushes, and (3
2), (42) are inner cylinders, (33), (43) are outer cylinders, (
34), (44) are rubber walls, (35), (36)
, (45) and (4B) are fluid chambers, (54) is a suspension link, (B) and (7) are processing circuits, and (10) is a logic circuit. Patent applicant Honda Motor Co., Ltd. Representative Patent attorney 1) Yo-Buma, Patent attorney Kuni Ohashi, Patent attorney, Department
Yu Koyama Figure 3 Figure 4
Claims (1)
の車体前後方向に対するばね定数を流体圧を制御して大
、小の２段階以上に同時に可変制御するようにした車両
のサスペンションにおいて、ステアリング操作状態を検
出するセンサと、ブレーキ状態を検出するセンサと、車
両の中速以上の状態を検出する第１車速センサと、同高
速状態を検出する第２車速センサと、車体の上下振動加
速度センサからの信号を入力して車体のばね上共振周波
数付近の加速度の信号を出力する処理回路と、これら５
種の信号を入力して走行及び路面状態に応じた２段階以
上の信号を出力する制御回路と、該制御回路からの信号
を受けて両ブッシュのばね定数を自動的に同時に切換え
るアクチエータとを備え、前記第１車速センサにより中
速以上の状態を検出したときで、且つその他４種の検出
信号の何れかを検出したときはばね定数を大の方に自動
的に可変制御するよう構成したことを特徴とするサスペ
ンション制御装置。Detects steering operation status in a vehicle suspension in which the spring constant of a fluid-filled bush provided at both ends of a suspension link in the longitudinal direction of the vehicle body is simultaneously variably controlled in two or more stages (large and small) by controlling fluid pressure. Input signals from a sensor, a sensor that detects the brake condition, a first vehicle speed sensor that detects medium speed or higher vehicle speeds, a second vehicle speed sensor that detects the same high speed conditions, and a vehicle body vertical vibration acceleration sensor. and a processing circuit that outputs a signal of acceleration near the sprung resonance frequency of the vehicle body, and these 5
It is equipped with a control circuit that inputs various signals and outputs two or more levels of signals depending on driving and road surface conditions, and an actuator that automatically switches the spring constants of both bushes at the same time in response to signals from the control circuit. , when the first vehicle speed sensor detects a state of medium speed or higher, and also when any of the other four detection signals is detected, the spring constant is automatically variably controlled to a larger value. A suspension control device featuring:
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16984084A JPS6146703A (en) | 1984-08-14 | 1984-08-14 | Suspension control device |
| US06/765,341 US4616846A (en) | 1984-08-14 | 1985-08-13 | Control device for a suspension |
| DE19853529178 DE3529178A1 (en) | 1984-08-14 | 1985-08-14 | CONTROL DEVICE FOR A WHEEL SUSPENSION |
| FR858512407A FR2569144B1 (en) | 1984-08-14 | 1985-08-14 | DEVICE FOR ADJUSTING A SUSPENSION |
| GB08520340A GB2163104B (en) | 1984-08-14 | 1985-08-14 | Control device for a suspension |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16984084A JPS6146703A (en) | 1984-08-14 | 1984-08-14 | Suspension control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6146703A true JPS6146703A (en) | 1986-03-07 |
| JPH043327B2 JPH043327B2 (en) | 1992-01-22 |
Family
ID=15893897
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16984084A Granted JPS6146703A (en) | 1984-08-14 | 1984-08-14 | Suspension control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6146703A (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5326021A (en) * | 1976-08-19 | 1978-03-10 | Honda Motor Co Ltd | Adjustable suspension for vehicle |
| JPS5798909U (en) * | 1980-12-10 | 1982-06-17 | ||
| JPS5950807A (en) * | 1982-09-17 | 1984-03-24 | Kayaba Ind Co Ltd | Suspension device for vehicle |
-
1984
- 1984-08-14 JP JP16984084A patent/JPS6146703A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5326021A (en) * | 1976-08-19 | 1978-03-10 | Honda Motor Co Ltd | Adjustable suspension for vehicle |
| JPS5798909U (en) * | 1980-12-10 | 1982-06-17 | ||
| JPS5950807A (en) * | 1982-09-17 | 1984-03-24 | Kayaba Ind Co Ltd | Suspension device for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH043327B2 (en) | 1992-01-22 |
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