JPS63284012A - Car body control method - Google Patents
Car body control methodInfo
- Publication number
- JPS63284012A JPS63284012A JP11790087A JP11790087A JPS63284012A JP S63284012 A JPS63284012 A JP S63284012A JP 11790087 A JP11790087 A JP 11790087A JP 11790087 A JP11790087 A JP 11790087A JP S63284012 A JPS63284012 A JP S63284012A
- Authority
- JP
- Japan
- Prior art keywords
- control
- air
- vehicle height
- control valve
- target value
- 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
- 238000000034 method Methods 0.000 title claims description 21
- 239000000725 suspension Substances 0.000 claims abstract description 42
- 230000007246 mechanism Effects 0.000 claims abstract description 24
- 230000004044 response Effects 0.000 claims abstract description 21
- 230000008859 change Effects 0.000 claims description 16
- 238000012937 correction Methods 0.000 claims description 9
- 238000012544 monitoring process Methods 0.000 claims description 2
- 230000036544 posture Effects 0.000 description 16
- 206010034719 Personality change Diseases 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 6
- 238000013016 damping Methods 0.000 description 5
- 238000001514 detection method Methods 0.000 description 5
- 238000007599 discharging Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000005284 excitation Effects 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 241001417494 Sciaenidae Species 0.000 description 1
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 230000005226 mechanical processes and functions Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000003908 quality control method Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 238000009958 sewing Methods 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
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
-
- 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
- B60G2400/50—Pressure
- B60G2400/51—Pressure in suspension unit
- B60G2400/512—Pressure in suspension unit in spring
- B60G2400/5122—Fluid spring
- B60G2400/51222—Pneumatic
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/30—Height or ground clearance
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、車体制御方法に関し、更に詳しくは車両の四
輪における各エアサスペンションからなる能動制御サス
ペンションを用いて、一つの制御弁で乗心地及び姿勢制
御と車高調整とを行なうことの出来る制御１段に特徴を
有するものである。[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a vehicle body control method, and more specifically, the present invention relates to a vehicle body control method, and more specifically, the present invention relates to a vehicle body control method, and more specifically, using an active control suspension consisting of air suspensions on each of the four wheels of a vehicle, ride comfort is improved with a single control valve. The vehicle is characterized by a single-stage control capable of performing posture control and vehicle height adjustment.
（従来の技術）
周知の如く、車両におけるサスペンション制御は、乗心
地と操安性との両立か要求される。(Prior Art) As is well known, suspension control in a vehicle is required to achieve both ride comfort and maneuverability.
即ち、路面からの振動入力に対してはサスペンションの
状態を柔らかくして、乗心地を確保し、他方、車両の急
加減速成いは曲線走行などに伴う車体慣性力に対しては
サスペンションの状態を硬くして姿勢変化を抑制するこ
とが必要である。In other words, the suspension condition is softened in response to vibration input from the road surface to ensure ride comfort, while the suspension condition is softened in response to vehicle body inertia caused by sudden acceleration/deceleration of the vehicle or when driving around curves. It is necessary to make it rigid and suppress changes in posture.
然るに、これ等乗心地の確保と姿勢変化の抑制のための
サスペンション制御は、本来相反する制御態様であるた
めに、サスペンション制御機構としては、これ等の両立
を計ることか技術上の最大の問題となる。However, since suspension control for ensuring riding comfort and suppressing posture changes are originally contradictory control modes, the biggest technical problem for a suspension control mechanism is how to achieve both. becomes.
そこて、かかるサスペンション機構の一例として、アク
ティブサスペンション制御手段か用いられる。即ち、サ
スベンジ吾ンのバネと並列にフォースアクチュエータ（
油圧シリンダ）を配近し、その圧力を検出しながらこれ
か一定（［１標値）になるように制御する。Therefore, as an example of such a suspension mechanism, active suspension control means is used. In other words, a force actuator (
A hydraulic cylinder (hydraulic cylinder) is placed nearby, and its pressure is detected and controlled so that it remains constant ([1 target value)].
従って、この制御は凹凸路面による車輪の上下方向の変
位入力に対して常時行われ、これによって、車体に働く
力の変化を少なくして車体の上下加速度を抑制する。Therefore, this control is always performed in response to the input of displacement in the vertical direction of the wheels due to the uneven road surface, thereby reducing the change in the force acting on the vehicle body and suppressing the vertical acceleration of the vehicle body.
これに対して姿勢制御は、車体の姿勢変化を抑制する向
きの制御であり、そのためのフォースアクチュエータに
おける制御動作（圧力可変動作）は前述の乗心地制御の
場合とは逆向きとなる。On the other hand, attitude control is a control that suppresses changes in the attitude of the vehicle body, and the control operation (pressure variable operation) in the force actuator for this purpose is opposite to that of the ride comfort control described above.
即ち、車体の姿勢変化を横加速度センサー等により検出
し、そのときの変化？若しくはその予測１＆に応してフ
オームアクチュエータの目標圧カイｔ４を変え、この圧
力を保つように制御する。In other words, a change in the posture of the vehicle body is detected by a lateral acceleration sensor, etc., and the change at that time is detected. Alternatively, the target pressure t4 of the form actuator is changed in accordance with the prediction 1&, and control is performed to maintain this pressure.
勿論、この姿勢制御は先の乗心地制御と背反するもので
あるので、姿勢制御作動中は乗心地制御が中断され、姿
勢変化の検出信号がなくなったときに姿勢制御動作か中
止される。Of course, this attitude control is contrary to the ride comfort control described above, so the ride comfort control is interrupted during the attitude control operation, and the attitude control operation is stopped when the attitude change detection signal disappears.
そして、この種サスペンション機構の今一つの手段とし
て、車高調整を可能にしたニアサスベンジ１ン制御手段
がある。Another means of this type of suspension mechanism is a near suspension ventilation control means that allows vehicle height adjustment.
周知の如く、この制御手段では、車軸と車体との間の距
離即ち路面からの車体高さ位置を検出する車高センサー
を備えたエアサスペンションと減衰力調整用アクチュエ
ータを有するダンパーとを並設し、車高センサーにより
常に車高位置を監視しながら、車高がその高さ位置の目
標値からはずれると、エアサスペンションの空気バネ室
への空気給排を行って、これによる車体の上昇降下を計
って車高調整を行うものである。As is well known, in this control means, an air suspension equipped with a vehicle height sensor that detects the distance between the axle and the vehicle body, that is, the height position of the vehicle body from the road surface, and a damper equipped with an actuator for adjusting damping force are installed in parallel. The vehicle height sensor constantly monitors the vehicle height position, and if the vehicle height deviates from the target height, air is supplied and discharged to the air spring chamber of the air suspension to prevent the vehicle from rising or falling. It is used to measure and adjust the vehicle height.
ちなみに、荷重変化に伴う車高変化はこれを検出する前
記車高センサーからの信号に基き、先の目標値に向けて
補正し、その他に、マニュアル操作による車高の選択及
び車速応答等による車高調整をこれ等選択並びに車速情
報の信号に応して車高の目標値を変え、前記目標値への
車高調整を追従させるようにシステム構成されている。Incidentally, vehicle height changes due to load changes are corrected toward the previous target value based on the signal from the vehicle height sensor that detects this, and in addition, vehicle height selection by manual operation and vehicle speed response etc. The system is configured to change the target value of the vehicle height in accordance with the selection of the height adjustment and the vehicle speed information signal, and to make the vehicle height adjustment follow the target value.
従って、このようなシステム構成下て、走行中の路面か
らの振動入力で車体が上下動する短周期の車高変化に対
しては、車高制御を行わせないために、この制御動作の
開始に遅延時間を設けて置き、車高の目標値からのずれ
が一定時間以上続いたときにのみに限って、１ｔＩ述の
車高調整のための制御動作を行うようになしてあり、し
かも、車体の姿勢変化時にはこの車高制御を行うことを
防ぐために、姿勢変化の情報信号か発せられたとき車高
調整動作を禁止する構成か採用されている。そして、こ
れ等車高制御動作時の前記空気バネ室への空気給排はそ
れぞれ吸気弁と排気弁との二個のソレノイドバルブを目
標値に達するまで開放することによって行なわれていた
。Therefore, under such a system configuration, in order to prevent vehicle height control from being performed in response to short-term vehicle height changes in which the vehicle body moves up and down due to vibration input from the road surface while driving, this control operation is not started. A delay time is provided for the vehicle height, and the control operation for adjusting the vehicle height described in 1tI is performed only when the vehicle height deviates from the target value for a certain period of time or more. In order to prevent this vehicle height control from being carried out when the attitude of the vehicle body changes, a configuration is adopted that prohibits the vehicle height adjustment operation when an information signal indicating a change in attitude is issued. During these vehicle height control operations, air is supplied to and discharged from the air spring chamber by opening two solenoid valves, an intake valve and an exhaust valve, until a target value is reached.
（発明か解決しようとする問題点）
ところで、上述のような各サスペンション機構において
は、夫々一長一短が有り、特に、アクティブサスペンシ
ョン機構では、乗心地制御を走行時中宮に作動させるた
めに、その制御に要するエネルギー源として比較的大容
量の油圧源を必要とし、かつ、その駆動力を必要とする
構造上の問題点に加えて、センサー及びセンサー出力信
号を゛心気的に処理するコントローラ、該コントローラ
からの電流出力て作動するソレノイドパルプ等からなる
制御弁とフォースアクチュエータとで構成される油圧制
御系か、車体の高周波振動域（５乃至１０ ＩＩ ｚ以
上）で応動性か悪くなり、そのために制御動作に位相ｄ
れ生して逆に乗心地を損なうことになると共に、バネ下
の共撤点（１２乃至＋１０ＩＺ）付近の制御か出来ない
状況下では、これを抑えるためにタンバーの並設か不可
欠である。(Problem to be solved by the invention) By the way, each of the above-mentioned suspension mechanisms has its own advantages and disadvantages, and in particular, in the active suspension mechanism, in order to activate the ride comfort control during driving, it is difficult to control the ride quality. In addition to the structural problems of requiring a relatively large-capacity hydraulic power source as an energy source and its driving force, there are also problems with the sensor and the controller that processes the sensor output signal in a hypothetical manner. Either the hydraulic control system consists of a control valve made of a solenoid pulp, etc., and a force actuator, which is activated by the current output from Phase d in operation
This will adversely affect the riding comfort, and in situations where it is impossible to control the area around the common withdrawal point (12 to +10IZ) under the spring, it is essential to install tambours in parallel to suppress this.
また、この制御システムか乗心地制御を基本動作とする
ために仮に姿勢制御の検出系に故障か発生すると、乗心
地制御モードで姿勢変化に対処することになり、そのと
きの姿勢変化を益々助長する向きの車体制御がなされて
危険である等の不都合かある。In addition, since this control system uses ride comfort control as its basic operation, if a failure occurs in the posture control detection system, the posture change will be dealt with in ride comfort control mode, which will further exacerbate the posture change at that time. There are some inconveniences such as the vehicle body being controlled in a direction that is dangerous.
他方、エアサスペンション機構では、当該システムにお
ける姿勢制御が空気バネの剛性を高めると共にダンパー
減衰力を高くして車体の沈みを少なくする制御であるた
めに、姿勢変化の程度を小さく抑制することは出来るか
、その変化分を完全に補正することは出来ない。On the other hand, with an air suspension mechanism, the attitude control in the system increases the stiffness of the air springs and increases the damping force of the damper to reduce the sinking of the vehicle body, so it is possible to suppress the degree of attitude change to a small level. However, it is not possible to completely correct the change.
そのために、姿勢変化（これによるサスペンションのジ
オメト変化）か残り、その結果、姿勢変化時の操安性を
十分に改善することか出来ない。Therefore, a change in posture (a resulting change in the geometry of the suspension) remains, and as a result, it is not possible to sufficiently improve the steering stability when changing the posture.
しかも、かかる姿勢制御中には前記空気バネ及びダンパ
ーか硬くなるのて１この状況下で凹凸路面に侵入すると
、路面からの加振か直接車体に伝わり、乗心地か非常に
悪くなる傾向にある。Moreover, during such attitude control, the air springs and dampers become stiff, so if the vehicle enters an uneven road surface under these conditions, vibrations from the road surface will be transmitted directly to the vehicle body, and the ride quality will tend to deteriorate significantly. .
このようなサスペンション機構の現状において本発明に
おける第１の目的は、サスペンション制御のための消費
エネルギーか少なく、高周波数振動域においても乗心地
を損なわず、加えて、走行中の誤動作による危険な姿勢
変化を生しない簡便なエア式四輪アクティブサスペンシ
ョン制御方法を提供することである。Given the current state of suspension mechanisms, the first objective of the present invention is to reduce energy consumption for suspension control, to maintain ride comfort even in high frequency vibration ranges, and to prevent dangerous postures caused by malfunctions during driving. An object of the present invention is to provide a simple pneumatic four-wheel active suspension control method that does not cause changes.
さらに、本発明の第２の目的は、前記制御モードに応じ
た空気バネ室への空気給排のために、−”つの制御弁に
よる合理的な制御り段を提供することにある。Furthermore, a second object of the present invention is to provide a rational control stage using two control valves for supplying and discharging air to and from the air spring chamber according to the control mode.
しかして、この目的は、本発明によれば、エアサスペン
ション機構において、圧力センサーによる空気バネ室内
圧の監視下に、予め決定した１」標値になるように諸室
の空気を給排する制御弁機構と、車高調整或いは乗心地
制御及び姿勢制御等の車体制御の目的に応じて前記目標
値を修正する計算機構とを有し、特定の制御時期信号の
入来下に給排制御弁の開度を制御して、車高センサーで
検出した車高変化から算出した補正分に基ずく修正目標
値に向けて緩速制御する車高制御手段と、走行中におけ
る車体の姿勢変化またはその予測（６に対応して各車輪
に働く力から算出した補正分に基ずく修正目標値に向け
て、前記制御弁の開度制御Ｆに急速修正する姿勢制御手
段と、路面からの低周波域の振動入力に対してはこれに
よる空気バネ室の内圧を前記制御弁の開閉操作下に目標
値に向けて制御し、高周波域の振動入力に対しては前記
制御弁の開成下にサスペンション自体のバネ性により受
動的に吸収するようになした制御方法によって、達成す
ることか出来る。According to the present invention, this purpose is to control, in an air suspension mechanism, air to be supplied and discharged from various chambers so as to reach a predetermined target value of 1" while monitoring the pressure in the air spring chamber by a pressure sensor. It has a valve mechanism and a calculation mechanism that corrects the target value according to the purpose of vehicle body control such as vehicle height adjustment, ride comfort control, and attitude control, and the supply and exhaust control valve is activated when a specific control timing signal is received. A vehicle height control means that slowly controls the speed toward a corrected target value based on a correction amount calculated from a change in vehicle height detected by a vehicle height sensor by controlling the opening degree of the vehicle body, and An attitude control means that rapidly corrects the opening control F of the control valve toward a corrected target value based on the correction amount calculated from the force acting on each wheel in accordance with prediction (6), and a low frequency range from the road surface. In response to vibration input, the internal pressure of the air spring chamber is controlled toward the target value by opening and closing the control valve, and in response to vibration input in the high frequency range, the internal pressure of the suspension itself is controlled by opening and closing the control valve. This can be achieved by a control method that uses passive absorption through spring properties.
そして、車高制御を行う時期を決定する前述の特定の信
号として、停車状ｙ６を判知する信号か有効てあり、ま
た、前記空気バネ室と制御弁との接続間に介在させたＩ
Ｆめ弁を、前記制御弁と同期させて開閉制御するように
構成して、該制御弁の閉成時における空気漏れをなくし
て機構の安定化を計るして有効であり、更に、上記手段
は補助バネを有するエアサスペンション機構にも適用す
ることか出来る。The above-mentioned specific signal that determines when to perform vehicle height control is a signal that detects the stationary state y6, and an I interposed between the air spring chamber and the control valve is used.
It is effective to configure the F valve to open and close in synchronization with the control valve to eliminate air leakage when the control valve is closed, thereby stabilizing the mechanism. The method can also be applied to an air suspension mechanism having an auxiliary spring.
（作 用）
Ｌ述の本発明における手段によれば、車高調整は特定の
制御時期信号によってのみその制御動作か行われる。即
ち、この特定の制御時期信号か車両の停止−信号である
とき、停車中における人の乗降或いは荷物の積み下ろし
て車重量か変わった際に、車高センサーにより検出した
このときの車高変化分を補うに必要な空気バネ室の内圧
を算出機構で算出し、この算出値を補正分として通常の
内圧目標値に加減算した修正目標値に向けて、制御弁制
御して空気の給排を行なう。(Function) According to the means of the present invention described in L, the vehicle height adjustment is performed only by a specific control timing signal. In other words, when this specific control timing signal or the vehicle stop signal is detected, when the weight of the vehicle changes due to people getting on and off or loading and unloading luggage while the vehicle is stopped, the amount of change in vehicle height detected by the vehicle height sensor at this time is detected. The calculation mechanism calculates the internal pressure of the air spring chamber necessary to compensate for this, and this calculated value is used as a correction amount to add or subtract air from the normal internal pressure target value to reach the corrected target value.The control valve is controlled to supply and discharge air. .
しかも、このときの空気給排動作は、先の制御弁の開度
を小さくした状態下ての緩速動作によって、行なわれる
。Moreover, the air supply/discharge operation at this time is performed at a slow speed while the opening degree of the control valve is reduced.
また、前記特定の制御時期信号として、＋ｉ＋述の停止
信号の他にマニュアルによる車高の選択信号及び重速応
答等による車高調整信号等がある。In addition to the above-mentioned stop signal, the specific control timing signal includes a manual vehicle height selection signal, a vehicle height adjustment signal based on heavy speed response, and the like.
即ち、運転者のスイッチ操作て、車高を人為的に変更す
る場合に、該操作により空気バネ室の内圧［Ｊ標値を修
正すると同時に、該信号の入来をトリガーとして制御動
作か修正された新たな目標イめに向けて開始され、同様
に重速応答等を意図するスイッチ操作で、この目標値か
車速等に応答して自動的に修正されると同時に、先の制
御動作が開始される。That is, when the vehicle height is artificially changed by the driver's switch operation, the internal pressure [J target value of the air spring chamber is corrected by the operation, and at the same time, the control operation is corrected using the input of the signal as a trigger. Similarly, when a switch is operated with the intention of achieving a heavy speed response, this target value is automatically corrected in response to vehicle speed, etc., and at the same time, the previous control operation is started. be done.
従って、特定の信号入来時のみ行なわれる車高調整は、
走行中の路面からの加振入力に対してはその制ｇ４＠作
か行われず、そのときの乗心地と操安性か確保されると
共に、前記制御弁操作で、この東高制御動作を給排する
空気流量の少ない緩速動作の下で行うことにより、前記
目標値に向けて安定した制ｇ４動作を行うことが出来る
。Therefore, vehicle height adjustment that is performed only when a specific signal is received,
The control g4@ operation is not performed in response to vibration input from the road surface while driving, ensuring ride comfort and maneuverability at that time, and providing this east height control operation by operating the control valve. By performing the operation at a slow speed with a small flow rate of air to be exhausted, it is possible to perform a stable g4 control operation toward the target value.
この車高制御におけるエアサスペンションの空気バネ室
への空気給排を基本動作として、姿勢制御手段では、車
体の姿勢変化か運転者の操縦によって生じるため、この
操作を検知する信号なトリガーとして制御動作を開始さ
せる。In this vehicle height control, the basic operation is supplying and discharging air to the air spring chamber of the air suspension.The attitude control means uses this operation as a signal trigger to detect this operation, which is caused by a change in the attitude of the vehicle body or the driver's operation. start.
例えば、運転操作の加速時のアクセル開度検知や、減速
時のブレーキランプスイッチ連動及びカーラ走行時の操
舵角と車速との組み合せ状況検知等が前記トリガー信号
として適用される。For example, the trigger signal may be detection of the accelerator opening during acceleration, interlocking of a brake lamp switch during deceleration, or detection of a combination of steering angle and vehicle speed during car travel.
そして、このときの制御動作は、計算機構中に車体姿勢
の計算モデルを設定しておき、姿勢変化を与える前記信
号から前記モデルとの対比下に各車軸に慟〈力を算出し
、この算出値に対応する圧力分を加減して前記内圧目標
値を修正して、この修正目標値に近づける向きに、各空
気バネ室への圧搾空気の給排を行う。The control operation at this time is performed by setting a calculation model of the vehicle body posture in the calculation mechanism, calculating the force exerted on each axle based on the signal that gives a change in posture, and comparing it with the model. The internal pressure target value is corrected by adjusting the pressure corresponding to the value, and compressed air is supplied and discharged to each air spring chamber in a direction that approaches the corrected target value.
このとき、圧搾空気の給排を制御する弁動作は前述の車
高調整時とは異なりその開度を大きくしての大流量下で
、姿勢制御を応答性に優れた高速制御するように作用す
る。At this time, the valve operation that controls the supply and discharge of compressed air is different from the above-mentioned vehicle height adjustment, and its opening is increased to provide high-speed attitude control with excellent responsiveness. do.
そして、車両がカーブ走行中に凹凸路面に突入する場合
も有り、このときは姿勢変化中に路面からの振動入力か
生じる。このような場合に本発明の手段では、制御動作
が姿勢変化に対応してのみ行われる。There are also cases where the vehicle enters an uneven road surface while traveling on a curve, and in this case, vibration input from the road surface occurs during the attitude change. In such a case, with the means of the present invention, the control operation is performed only in response to the attitude change.
即ち、空気バネ室と制御弁とからなる制御系では、その
振動応答特性が２又は３１１Ｚと低い周波数域である（
或いは積極的にこの帯域に応答特性を設定する）ため、
制御動作か姿勢変化には十分に追従して作動するが、高
周波数振動域の振動入力に対しては追従しない。In other words, in a control system consisting of an air spring chamber and a control valve, its vibration response characteristic is in a low frequency range of 2 or 311Z (
(or actively set response characteristics in this band),
It operates by sufficiently following control operations or posture changes, but it does not follow vibration input in the high frequency vibration range.
そして、このような振動入力に対しては、前記空気バネ
室か受動的な空気バネとし°Ｃ作用し、車体への振動伝
播を吸収する。In response to such vibration input, the air spring chamber acts as a passive air spring to absorb vibration propagation to the vehicle body.
即ち、姿勢制御は姿勢変化による各車軸における沈み込
み分或いは浮きＥり分を修正する空気バネ室内の圧力制
御てあり、その作動は空気バネ室への空気の出し入れの
みであるので、空気バネ作用及びダンパーも制御時に特
に硬くなるようなことかないから、路面からの加振によ
るショック感は小さくて十分な乗心地が得られる。In other words, the attitude control is a pressure control in the air spring chamber that corrects the depression or uplift E of each axle due to attitude changes, and its operation is only to move air in and out of the air spring chamber, so the air spring action is Also, since the damper does not become particularly hard during control, the shock feeling caused by vibrations from the road surface is small and sufficient ride comfort can be obtained.
一方、本発明における手段ては、低周波数域の振動入力
に対しては、前記姿勢制御時と同様に能動的に作用する
。即ち、路面突起により車輪か押上げられて、その車軸
の空気バネ室の内圧か目標値を越えるときに、制御弁を
排気状態にして該バネ室内の空気を抜いて目標値を保ち
、逆に路面の窪みにより車輪か下かって空気バネ室の内
圧か目標値より下がるときには、制御弁を給気状態にし
て該バネ室内へ空気を送り込んで目標値を保つことによ
り空気バネ室の圧力を一定に保ち、車体に働く力を略一
定になして、車体に作用する加速度が小さい良好な乗心
地を（することか可能となる。On the other hand, the means in the present invention actively acts on vibration input in a low frequency range, similarly to the attitude control described above. That is, when a wheel is pushed up by a road protrusion and the internal pressure of the air spring chamber of the axle exceeds the target value, the control valve is set to the exhaust state to remove the air from the spring chamber to maintain the target value, and vice versa. When the internal pressure of the air spring chamber drops below the target value due to a depression in the road surface, the pressure in the air spring chamber is kept constant by turning the control valve into the air supply state and sending air into the spring chamber to maintain the target value. By keeping the force acting on the vehicle body approximately constant, it is possible to achieve a good ride with less acceleration acting on the vehicle body.
（実施例）
次に１本発明の好ましい実施の態様を添附図面を参照し
て説明する。(Example) Next, a preferred embodiment of the present invention will be described with reference to the accompanying drawings.
第１図は本発明の一実施例を示す系統図で、車体ｌと車
輪２との間に減衰力調整用アクチュエタ３゛付きのダン
パー３を備えたエアサスペンションを配し、これに補助
バネ４を並設すると共に、その空気バネ室５への空気給
排によって該室５内の圧力を調整し得るように構成しで
ある。FIG. 1 is a system diagram showing one embodiment of the present invention, in which an air suspension equipped with a damper 3 with a damping force adjusting actuator 3 is arranged between a vehicle body 1 and a wheel 2, and an auxiliary spring 4 is attached to this air suspension. are arranged in parallel, and the pressure inside the air spring chamber 5 can be adjusted by supplying and discharging air to the air spring chamber 5.
そして、この圧力は常時圧力センサー６によつて検出す
るようになしである。This pressure is constantly detected by the pressure sensor 6.
７は制御弁で、前記空気バネ室５と空圧源８との間の空
気供給路中に挿入されて、該弁７の開閉制御によって前
述の空気給排を行うようになしである。Reference numeral 7 denotes a control valve which is inserted into the air supply path between the air spring chamber 5 and the air pressure source 8, and is configured to perform the above-mentioned air supply and exhaust by controlling the opening and closing of the valve 7.
更に、該制御弁７と空気バネ室５との間の空気路中には
止め弁９か挿入されており、常閉型の該弁９を先の制御
弁７の動作と同期して開放するように構成しである。Further, a stop valve 9 is inserted into the air path between the control valve 7 and the air spring chamber 5, and the normally closed valve 9 is opened in synchronization with the operation of the control valve 7. It is configured as follows.
そして、これ等制御弁７及び止め弁９の作動を管理する
コントローラＩＯを設け、該コントローラ１０からの電
流出力によって前記止め弁９を開放すると共に、その極
性並びに強弱によって前記制御弁７の供給及び排気用の
各ボートの開度を規制するようになす一方、該コントロ
ーラｌＯにおける先の電流出力を決定する入力情報要素
として、前記圧力センサー６からの信号に加えて、車高
センサー１１による車高状態信号並びに車高制御時期信
号としての停車信号、マニュアル東高選択及び車速。A controller IO is provided to manage the operation of the control valve 7 and the stop valve 9, and the stop valve 9 is opened by the current output from the controller 10, and the supply and control of the control valve 7 is controlled by the polarity and strength of the current output. While regulating the opening degree of each exhaust boat, in addition to the signal from the pressure sensor 6, the vehicle height from the vehicle height sensor 11 is used as an input information element to determine the previous current output in the controller IO. Stop signal as status signal and vehicle height control timing signal, manual east high selection and vehicle speed.
応答等車高調整信号、更に、姿勢制御用信号及び姿勢変
化検出信号としてのアクセル開度、ブレーキスイッチ、
車速及び操舵角の各信号か該コントローラｌＯにかえら
れる。Response, etc. vehicle height adjustment signals, as well as attitude control signals and attitude change detection signals such as accelerator opening, brake switch,
Signals of vehicle speed and steering angle are sent to the controller IO.
勿論、これ等エアサスペンション４、車高センサー６、
制御弁７等からなる制御系は、四輪ｊｌｉの各車輪に夫
々独立して設置される。Of course, these include air suspension 4, vehicle height sensor 6,
A control system including control valves 7 and the like is installed independently at each wheel of the four wheels jli.
そして、前記空気バネ室５への空気給排を制御する＝記
制御弁７は、その構成の一例を第２図に示す如く、空気
バネ室５と接続した給排ボート１２と前記空圧源８に接
続する供給ボート１３及び大気中への放出口となる排気
ボート１４とを周壁に人々開穿したシリンタＩＳ中に、
−木のロット１７に間隔を置いて取付けた一対のピスト
ン＋６ａ及び＋６ｂを摺動自在に配置しである。The control valve 7, which controls the supply and discharge of air to the air spring chamber 5, is connected to a supply and discharge boat 12 connected to the air spring chamber 5 and the air pressure source, as shown in FIG. During the cylinder IS, a supply boat 13 connected to the cylinder 8 and an exhaust boat 14 serving as a discharge port to the atmosphere were opened in the surrounding wall.
- A pair of pistons +6a and +6b mounted at intervals on a wooden rod 17 are slidably arranged.
このピストン１６ａ及び＋６ｂはこれ等とシリンダ１５
の両端壁との間に配在せしめたセンタリンクスプリング
１８ａ及び１８ｂによる釣合下の通常占位位置で、前記
供給ボート１３と排気ボート１４とを夫々閉鎖する位置
にある。These pistons 16a and +6b are connected to the cylinder 15.
The supply boat 13 and the exhaust boat 14 are in a normal position balanced by center link springs 18a and 18b disposed between the end walls of the supply boat 13 and the exhaust boat 14, respectively.
そして、前記ロット１７の両速長端と一体の永久磁石ロ
ッド１９ａ及び１９ｂに作用する各ソレノイド２０ａ又
は２０ｂへの通電による励磁力で、前記センタリングス
プリング１８ａ又はＨｌｂの拡圧力に抗して、該ロット
１７を同図上布又は左側に移動させ、各ボート１３又は
１４を開くと共に、該ロッド１７の移動嵯即ち、前記ソ
レノイド２０ａ又は２０ｂへの電流縫に比例する励磁力
とセンタリング−スプリング１８ａ又は１８ｂの拡圧力
との釣合で決まる各ピストン＋６ａ及び＋６ｂの移動占
位位置に基〈ボート開度を制御するようになしである。Then, by the excitation force generated by energizing each solenoid 20a or 20b that acts on the permanent magnet rods 19a and 19b, which are integral with both speed long ends of the lot 17, the expansion force of the centering spring 18a or Hlb is resisted. The rod 17 is moved to the top or left side of the figure, and each boat 13 or 14 is opened, and the excitation force proportional to the movement height of the rod 17, that is, the current sewing to the solenoid 20a or 20b, and the centering spring 18a or The boat opening degree is controlled based on the movement position of each piston +6a and +6b determined by the balance with the expansion force of the piston 18b.
従って、車両停車時の停車信号がコントローラ１０に入
来すると、そのときの車高センサー６からの情報が通常
の車高に対して低い状態である場合には、制御弁７のソ
レノイド２０ａに前記車高の低下分（ΔＲ）を補うに必
要な空気バネ室５の内圧補正分（ΔＰ）が次式による計
算下に加算された内圧目標値の修正か行なわれる。Therefore, when a stop signal is input to the controller 10 when the vehicle is stopped, if the information from the vehicle height sensor 6 at that time is lower than the normal vehicle height, the solenoid 20a of the control valve 7 is activated. The internal pressure target value is corrected by adding the internal pressure correction amount (ΔP) of the air spring chamber 5 necessary to compensate for the decrease in vehicle height (ΔR) using the following formula.
ΔＰ＝ｋＸΔＲ／Ａ
但し、ｋは補助バネ定数、
Ａは空気バネ室の受圧面積
そして、圧力センサー６か検出する現状での空気バネ室
５の内圧か前記補正分ΔＰの修正を受けた目標値と差か
あると、コントローラＩＯから止め弁９への開放電流信
号が発せられると共に、制御弁７のソレノイド２０ａに
比較的弱い電圧か享えられる結果、該弁７はそのロット
１７が第２図上右方向に移動して供給ボート１３を稍少
なめに開いて給排ボート１２とシリンダ内て連通させて
、空圧ＩＲ８からの圧搾空気を開放した止め弁９を通し
て空気バネ室５に徐々に供給する。ΔP= k If there is a difference, the controller IO issues an opening current signal to the stop valve 9, and the solenoid 20a of the control valve 7 receives a relatively weak voltage. Move upward and to the right, open the supply boat 13 slightly to communicate with the supply/discharge boat 12 inside the cylinder, and gradually supply compressed air from the pneumatic pressure IR 8 to the air spring chamber 5 through the opened stop valve 9. do.
これによって、空気バネ室５は車体ｌを押し−Ｌげなか
ら延びて、この状況を逐次検出する圧力センサー６から
の目標値到達信号てＬ記動作を終了する。As a result, the air spring chamber 5 pushes the vehicle body 1 and extends from -L, and the operation described in L is completed when a target value attainment signal is received from the pressure sensor 6 that sequentially detects this situation.
終了と同時にＩしめ弁９か閉鎖されるので、爾後の制御
弁７における空気バネ室５からの空気漏れを防いで、調
整状態を安定に確保出来る。Since the I tightening valve 9 is closed at the same time as the end of the operation, air leakage from the air spring chamber 5 in the control valve 7 is prevented, and a stable adjusted state can be ensured.
そして、車高制御時の車高か前記目標値よりも高い場合
には、そのときの制御動作は先の場合の動作と逆動作と
なって、空気バネ室５の空気な排気ボート１４から大気
中に徐々に排出しながら、数基５の内圧がそのときの修
正目標値に達した際に終了する。If the vehicle height during vehicle height control is higher than the target value, the control operation at that time is the opposite of the operation in the previous case, and air is removed from the air exhaust boat 14 in the air spring chamber 5. The process ends when the internal pressure of several units 5 reaches the corrected target value at that time.
また、マニュアル選択、車速応答等車高調整時には、運
転者の指示操作によって、前記目標値を変更し或いは車
速等に応じて自動的に変更されると同時に、変更された
目標値に向けて上述の制御動作が行われる。In addition, when adjusting the vehicle height such as manual selection or vehicle speed response, the target value is changed by the driver's instructions or automatically changed according to the vehicle speed, etc., and at the same time, the above-mentioned adjustment is performed toward the changed target value. control operations are performed.
そして、姿勢制御に際しては、曲線路に侵入するとき又
は急停止及び急発進時のアクセル開度２ブレーキスイツ
チ、車速及び操舵角の各信号の発生により、コントロー
ラｌＯでのこれ等各信号に甚く演算処理を経て、このと
きに生じる重体の姿勢変化を予測し、車体働く遠心力又
は慣性力に起因する四輪への偏荷重に対処して、各車輪
におけるエアサスペンションの空気バネ室５の内圧目標
値を修正し、この修正された目標値に向けて、コントロ
ーラｌＯからの高電圧により前記制御弁７の開度大きく
制御しての空気の急速給排を行う。During attitude control, when entering a curved road or suddenly stopping or starting, the accelerator opening 2 brake switch, vehicle speed, and steering angle signals are generated, and these signals in the controller IO are greatly affected. Through arithmetic processing, the change in the posture of the heavy body that occurs at this time is predicted, and the internal pressure of the air spring chamber 5 of the air suspension in each wheel is adjusted to cope with the uneven load on the four wheels caused by centrifugal force or inertial force acting on the vehicle body. The target value is corrected, and the opening degree of the control valve 7 is controlled to be large by the high voltage from the controller 10 to rapidly supply and discharge air toward the corrected target value.
更に、走行中の路面からの低周波数振動入力に対しては
、前記姿勢制御と同様に能動的に作用する一方、高周波
数振動入力に対しては、制御弁７が追従動作出来ず、閉
鎖状１ムとなる。Furthermore, while the control valve 7 actively acts on low-frequency vibration input from the road surface while driving in the same way as the posture control described above, the control valve 7 cannot follow up on high-frequency vibration input and remains in the closed state. It becomes 1 mu.
従って、この状態ではエアサスペンションへの空気の出
入かなくなり、補助バネ９と空気バネ室５とを合成した
バネ剛性となる。なお、必要に応して走行状態（例えば
車速と車体の上下加速度）により、ダンパー３の減衰力
調整用アクチュエータ３°を操作してその減衰力を切り
替えることにより乗心地を制御することが好ましい。Therefore, in this state, air cannot enter or exit the air suspension, and the spring stiffness is a combination of the auxiliary spring 9 and the air spring chamber 5. It is preferable to control the ride comfort by operating the damping force adjustment actuator 3° of the damper 3 and switching the damping force depending on the driving condition (for example, vehicle speed and vertical acceleration of the vehicle body) as necessary.
即ち、各制御時の各輪における各エアサスペンションへ
の空気給排作動を第３図に示す。That is, FIG. 3 shows the operation of supplying and discharging air to each air suspension in each wheel during each control.
（発明の効果）
コノヨうに、本発明方法によれば、エアサスペンション
機構を用いて、空気バネ室の内圧を検出しながらその圧
力を予め設定した目標値に向けて修正し、該修正値に向
けて空気の給排を一つの制御弁によって行う手段を基本
として、車高調整を停車信号等の特定の制御時期信号の
発生時にのみ行い、乗心地制御並びに姿勢制御を走行中
の姿勢変化に対する制御系の低周波応答特性の下て行う
のて、これ等車高調整並びに乗心地制御の一部と姿勢制
御か能動的な積極制御動作であるのに対して、乗心地制
御の高周波振動入力に対する非応答性の下で加振衝撃を
空気バネにより吸収する受動的制御であるので、乗心地
と操安性の両立性か良く、しかも、高レベルの制御機構
の構成が実現４地である。(Effects of the Invention) According to the method of the present invention, an air suspension mechanism is used to detect the internal pressure of the air spring chamber and correct the pressure toward a preset target value. Based on the method of supplying and discharging air using a single control valve, vehicle height adjustment is performed only when a specific control timing signal such as a stop signal is generated, and ride comfort control and attitude control are controlled in response to changes in attitude while driving. This is done based on the low-frequency response characteristics of the system, and while these are active active control operations such as vehicle height adjustment and part of ride comfort control and attitude control, the Since it is a passive control in which the vibration shock is absorbed by an air spring under non-responsive conditions, it has a good compatibility between ride comfort and handling, and moreover, a high-level control mechanism configuration can be realized.
そして、本発明方法ては乗心地制御の高周波数振動入力
に対して能動的に行わないので、これに要する制御動作
のための消費エネルギーが少なくて良い他に、故障等に
より姿勢制御か出来ない場合ても機構機能としては通常
のエアサスペンション作用に戻るだけであるので、この
場合の逆向修正などによる危険性を無くすことか出来る
。In addition, since the method of the present invention does not actively respond to high-frequency vibration input for ride comfort control, the energy consumption for control operations required for this is small, and in addition, posture control may not be possible due to failure etc. Even in this case, the mechanical function simply returns to the normal air suspension action, so the danger of reverse correction in this case can be eliminated.
しかも１本発明方法によれば、低周波数振動域ての乗心
地制御動作か各車輪における空気バネ室内圧を一定に保
つ向きの修正であるので、その終ｒ時に各輪の空気バネ
圧かアンバランスになるようなことかなくて安定走行ｌ
−極めて有効であると共に、従来のエアサスペンション
における空気バネをそのまま使用することが出来るので
、本発明方法からなる制御機構の車体への装着性が良く
かつ簡単に行い得る利点がある。Moreover, according to the method of the present invention, since the ride quality control operation in the low frequency vibration range or the correction in the direction of keeping the air spring chamber pressure in each wheel constant, at the end of the process, the air spring pressure in each wheel is Stable running with no problems in balance.
- It is extremely effective, and since the air spring in a conventional air suspension can be used as is, there is an advantage that the control mechanism according to the method of the present invention can be easily installed on a vehicle body.
第１図は本発明方法よりなるエアサスペンション機構の
制御系を示す構成図、第２図は第１図示構成に用いる制
御弁の一例を示す縦断面図、第３図は本発明方法よりな
る制御動作時の空気給排特性図である。
（符号説明）
ｌ・・・車 体 ２・・・車 輪３・・・タン
バー ４・・・エアサスペンション５・・・空気
バネ室 ６・・・圧力センサー７・・・制御弁
８・・・空圧源９・・・止め弁 １０・
・・コントローラ１１・・・車高センサー ２０・・
・補助バネ１ °ｉ、″FIG. 1 is a block diagram showing a control system of an air suspension mechanism using the method of the present invention, FIG. 2 is a vertical sectional view showing an example of a control valve used in the configuration shown in FIG. 3, and FIG. 3 is a control system using the method of the present invention. It is an air supply/exhaust characteristic diagram during operation. (Explanation of symbols) l...Car body 2...Wheel 3...Tanbar 4...Air suspension 5...Air spring chamber 6...Pressure sensor 7...Control valve
8...Pneumatic pressure source 9...Stop valve 10.
... Controller 11 ... Vehicle height sensor 20 ...
・Auxiliary spring 1 °i,″
Claims (4)
による空気バネ室内圧の監視下に予め決定した目標値に
なるように該室の空気を給排する制御弁機構と、車高調
整或いは乗心地制御及び姿勢制御等の車体制御の目的に
応じて前記目標値を修正する計算機構とを有し、特定の
制御時期信号の入来下に給排制御弁の開度を制御して、
車高センサーで検出した車高変化から算出した補正分に
基ずく修正目標値に向けて緩速制御する車高制御手段と
、走行中における車体の姿勢変化またはその予測値に対
応して各車輪に働く力から算出した補正分に基ずく修正
目標値に向けて、前記制御弁の開度制御下に急速修正す
る姿勢制御手段と、路面からの低周波域の振動入力に対
してはこれによる空気バネ室の内圧を前記制御弁の開閉
操作下に目標値に向けて制御し、高周波域の振動入力に
対しては前記制御弁の閉成下にサスペンション自体のバ
ネ性により受動的に吸収するようになしたことを特徴と
する車体制御方法。(1) In an air suspension mechanism, a control valve mechanism that supplies and discharges air from the air spring chamber to a predetermined target value while monitoring the air spring chamber pressure by a pressure sensor, and a control valve mechanism that controls vehicle height adjustment, ride comfort control, and posture. and a calculation mechanism that corrects the target value according to the purpose of vehicle body control such as control, and controls the opening degree of the supply/exhaust control valve in response to the arrival of a specific control timing signal,
A vehicle height control means that performs slow speed control toward a corrected target value based on a correction amount calculated from a change in vehicle height detected by a vehicle height sensor, and a vehicle height control means that performs slow speed control toward a corrected target value based on a correction amount calculated from changes in vehicle height detected by a vehicle height sensor, and attitude control means for rapidly correcting the position under the control of the opening of the control valve toward a corrected target value based on the correction amount calculated from the force acting on the control valve; The internal pressure of the air spring chamber is controlled toward a target value by opening and closing the control valve, and vibration input in the high frequency range is passively absorbed by the springiness of the suspension itself when the control valve is closed. A vehicle body control method characterized by:
号であるところの特許請求の範囲第１項記載の車体制御
方法。(2) The vehicle body control method according to claim 1, wherein one of the specific control timing signals is a vehicle stop signal.
在させて、該止め弁を前記制御弁と同期させて開閉制御
するところの特許請求の範囲第１項記載の車体制御方法
。(3) A vehicle body control method according to claim 1, wherein a stop valve is interposed between the connection between the air spring chamber and the control valve, and the opening and closing of the stop valve is controlled in synchronization with the control valve. .
ろの特許請求の範囲第１項記載の車体制御方法。(4) The vehicle body control method according to claim 1, wherein the air suspension mechanism has an auxiliary spring.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11790087A JPS63284012A (en) | 1987-05-14 | 1987-05-14 | Car body control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11790087A JPS63284012A (en) | 1987-05-14 | 1987-05-14 | Car body control method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63284012A true JPS63284012A (en) | 1988-11-21 |
Family
ID=14722982
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11790087A Pending JPS63284012A (en) | 1987-05-14 | 1987-05-14 | Car body control method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63284012A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01122716A (en) * | 1987-11-05 | 1989-05-16 | Hitachi Ltd | Active suspension control system for automobile |
| JP2016068827A (en) * | 2014-09-30 | 2016-05-09 | 日立オートモティブシステムズ株式会社 | Air suspension device |
| CN107696820A (en) * | 2017-08-22 | 2018-02-16 | 山东交通学院 | For the haulage vehicle instantaneous height control device under complex road condition |
-
1987
- 1987-05-14 JP JP11790087A patent/JPS63284012A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01122716A (en) * | 1987-11-05 | 1989-05-16 | Hitachi Ltd | Active suspension control system for automobile |
| JP2016068827A (en) * | 2014-09-30 | 2016-05-09 | 日立オートモティブシステムズ株式会社 | Air suspension device |
| CN107696820A (en) * | 2017-08-22 | 2018-02-16 | 山东交通学院 | For the haulage vehicle instantaneous height control device under complex road condition |
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