JP2004276854A - Spring controlling device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To remove over rocking, tilting, and a sense of "floating" and improve control stability and firing accuracy in a vehicle including a combat vehicle, and also to achieve downsizing, weight reduction and cost reduction when a suspension leg including gas spring is applied. <P>SOLUTION: Moment M for tilting a vehicle body 101 around the center of gravity is applied by a plurality of gas springs placed on at least 4 locations, front and back and right and left, of the vehicle body 101, which allows to detect or predict a certain non-linear spring in an area (1) where load of spring generation force F is low. For example, when the vehicle 100 is in rapid acceleration, the non-linear spring on the front wheel on the body 101 are regarded as a certain non-linear spring. The spring generation force F of the certain non-linear spring that has been detected or predicted is controlled to be weakened in the low load area (1) (First weakening control). Accordingly, over floating of the body 101 is prevented, allowing to improve the control stability and then to improve firing accuracy. When a suspension leg including a gas spring is applied to a multiple spindle wheel vehicle in particular, it achieves downsizing, weight reduction and cost reduction. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a device for controlling a spring generating force generated by a non-linear spring constituting a suspension leg of a vehicle, in particular, a gas spring, and is particularly suitable for use in a fighting vehicle traveling on uneven terrain or projecting a bullet or the like. Device.
[0002]
[Prior art]
BACKGROUND ART A vehicle such as a passenger car is provided with suspension legs including wheels, suspension members such as links and arms, spring elements, and damper elements. Generally, the vehicle body and the wheels are connected via suspension members such as links and arms, and the vehicle body and the suspension members are connected via a spring element and a damper element such that the wheels swing vertically. Thus, a suspension leg is configured.
[0003]
Types of the spring element include a metal spring using elasticity such as a coil spring and a gas spring using a repulsive force generated by compressing a gas such as air.
[0004]
As the damper element, an oil damper that encloses hydraulic oil in a cylinder and generates a damping force by using resistance when the hydraulic oil passes through an orifice of a piston is generally used.
[0005]
In a suspension (suspension device) of a consumer vehicle such as a passenger car, a riding comfort and a driving stability when traveling on a leveled road are important issues. From this viewpoint, various technologies relating to suspensions have been developed.
[0006]
[Prior art 1]
A mechanism for adjusting the damping force of the damper according to the running situation has already been known from various documents and practical applications. For example, Non-Patent Document 1 described below discloses a technique in which a rotary valve is rotated by an actuator to change a diameter of an orifice of a piston to change a damping force of a damper. In addition, Non-Patent Document 2 described below discloses that a vehicle speed, a steering angle, and the like are detected by a sensor, and an optimum damping force according to a traveling situation is calculated by a controller based on a detection result of the sensor. A technique is described in which a signal is sent to an actuator of each damper provided in the above, and the actuator is operated to change the damping force of the damper.
[0007]
[Prior art 2]
Gas springs are used as air suspensions in large cars and some passenger cars.
[0008]
Here, the characteristics of a gas spring such as an air spring will be described.
[0009]
FIG. 7 shows the characteristics of a metal spring and a gas spring in comparison. The horizontal axis in FIG. 7 is the displacement X (mm) of the spring, and the vertical axis is the generated force F (N) of the spring.
[0010]
The metal spring has a constant spring constant and a constant hardness (force (N) required to reduce the unit displacement (1 mm)), and the spring generated force F increases in proportion to the spring displacement X. It has a linear characteristic of
[0011]
On the other hand, in the gas spring, the spring constant and the hardness of the spring are not constant, but increase gradually with an increase in the spring displacement X. It has a non-linear characteristic of increasing.
[0012]
Since the gas spring has the property of becoming harder as it is compressed, it has the advantage that small irregularities can effectively soften a large impact force. Has been adopted.
[0013]
[Prior art 3]
In some passenger cars, a hydropneumatic suspension having both a spring function and a damper function by applying pressure to hydraulic fluid of a cylinder via an accumulator filled with a gas such as nitrogen gas is employed.
[0014]
[Prior art 4]
A mechanism for varying the spring constant of an air suspension or a hydropneumatic suspension in accordance with a running situation has already been known from various documents and practical applications. For example, Non-Patent Document 1 discloses that a main air chamber (main tank) constituting an air spring and a sub air chamber (sub tank) communicate with each other through a passage provided with an on-off valve to control opening and closing of the on-off valve. Describes a technique for changing the spring constant of an air spring by using the following method.
[0015]
Also, in this Non-Patent Document 1, regarding the air spring, even if only the spring constant of the air spring is increased, if the damping force of the damper is not reduced, the damping coefficient ratio becomes small, the damping becomes insufficient, and even if only the spring constant is reduced. It is described that since the ride comfort cannot be improved unless the transmission of the force of the damper to the vehicle body is reduced, a system for varying the damping force of the damper must be added to the system for varying the spring constant. It is known to add a configuration for adjusting the damping amount of a damper to a system for varying a spring constant.
[0016]
Non-Patent Document 2 discloses that an air suspension provided on front, rear, left, and right suspension legs of a vehicle body includes a main air chamber (main chamber) and a sub air chamber (sub chamber). An openable and closable partition is provided between the chamber and the controller to calculate the optimal vehicle height and spring constant according to the driving conditions based on the detection results of various sensors, send signals from the controller to each air suspension, and send signals to the main chamber. A technique is described in which a vehicle height and a spring constant are changed by changing a flow rate of air or opening and closing a partition to change a volume of a chamber.
[0017]
[Prior art 5]
Fighting vehicles often travel at high speed on rough terrain on rough roads, and receive a large impact from the road. Also, for fighting vehicles, it is desirable to have a low vehicle height that is difficult for the enemy to find during reconnaissance, and when traveling on uneven terrain at high speed, a high vehicle height posture is preferable so that the bottom plate does not collide with the uneven road surface and damage it .
[0018]
From such demands, focusing on the characteristics (advantages) of the gas spring (air spring) shown in the prior art 2 above, and applying the technology of the above prior art 4 to mainly a heavy class tracked vehicle such as a tank, A gas spring is used for the suspension legs to adjust the vehicle height.
[0019]
[Non-patent document 1]
Kayaba Industry Co., Ltd., “Automobile Suspension”, Published by Sankaido, March 30, 1991, first print
[Non-patent document 2]
GP Planning Center, "What is the Mechanism of Automobiles? Chassis / Body", Published by Grand Prix Publishing, December 19, 1992, First Edition
[Problems to be solved by the invention]
Conventionally, as shown in FIGS. 9 to 11, the axle has two axes (= 4 wheels), three axes (= 6 wheels), four axes (= 8 wheels), five axes (= 10 wheels), and the like. A wheeled vehicle having multiple axes has been put into practical use, for example, as a battle vehicle. Multi-axis wheeled vehicles are much smaller and lighter than tracked vehicles. Therefore, even if a metal spring is adopted, a sufficiently small, lightweight, robust and low-cost suspension leg (suspension device) can be designed. Gas springs, on the other hand, require a sturdy high-pressure gas container designed to withstand strong impacts, so they are not necessarily suitable for multi-axle wheeled vehicles that require miniaturization, weight reduction, and cost reduction. Hard to say. However, there is a potential need to widely use a gas spring in a multi-shaft wheeled vehicle because of its advantages such as the ability to effectively reduce a large impact force.
[0020]
The following description is based on the assumption that a gas spring is used in a multi-axle wheeled vehicle.
[0021]
As shown in FIG. 7, when the spring generating force Fb of the gas spring at the equilibrium point Pb is set to be equal to the generating force Fb of the metal spring, the spring (1) in the region (1) where the load is lower than the equilibrium point Pb is set. The generated force F is much stronger than that of the metal spring. Here, the equilibrium point Pb refers to a case where no external force causing a moment around the center of gravity of the vehicle is applied to the vehicle, and each suspension leg (suspension device) shares the weight of the vehicle body. This is the point on the spring characteristics where the generated force is balanced.
[0022]
The force generated by the suspension leg during traveling is the sum of the spring generated force F generated by the spring element and the damping force F generated by the damper element. For this reason, when a gas spring is used, the damping force of the damper element must be set small in order to make the force generated by the suspension leg the same as when a metal spring is used.
[0023]
However, when the damping force of the damper element is reduced, the damping coefficient of the vibration system, which is determined by the ratio of the damping force and the spring generating force, decreases, resulting in excessive swinging and leaning of the lightweight multi-axis wheeled vehicle body, Sensually feels "fluffy", which leads to the drawback that steering stability and shooting accuracy are reduced.
[0024]
Consumer vehicles such as passenger cars are premised on traveling mainly on flat roads, that is, roads with irregularities that are lower than the tire diameter. Is not exposed, and the "fluffy" feeling gives a high-quality and favorable impression.
[0025]
However, combat vehicles are premised on traveling at high speed on uneven terrain with extremely large irregularities, so if a gas spring is used, the excessive swinging and tilting described above and the feeling of "fluffy" This leads directly to quality degradation.
[0026]
FIG. 8 shows a situation where excessive swinging or leaning occurs in a multi-axis wheeled vehicle employing a gas spring.
[0027]
That is, as shown in FIGS. 8 (a), (b), (c), (d), (e), (f), and (g), while the vehicle is accelerating, decelerating, and turning, When riding on the step of the left and right wheels, on the inclined surface, when riding on the step of the front wheel that is moving forward, when riding on the step of the front wheel that is moving backward, when shooting with the mass projection device 60 mounted on the vehicle body 101, A moment M is generated that tilts 101 around the center of gravity G in the roll direction or pitch direction. For this reason, a force for sinking the vehicle body 101 acts on one suspension leg whose center of gravity G is point-symmetrical, and a force for lifting the vehicle body 101 acts on the other suspension leg.
[0028]
In this specification, the term "mass projection device" refers to a device that flies a heavy object (defined as "mass") mounted on a vehicle to a distant place by the force of gunpowder or the like, and specifically includes a rocket or a shell. The concept includes not only the so-called firearms that fire rockets, but also protective equipment that projects steel ingots and steel plates toward flying dangerous objects, and devices that project steel plate ropes far away. In the embodiment, it is assumed that a target is shot by projecting a shell.
[0029]
8 (a), 8 (b), 8 (c), 8 (d) and 8 (g), a mechanism for lifting the vehicle body 101 will be described with reference to FIG.
[0030]
When no external force causing the moment M is applied to the vehicle, each suspension leg shares the weight of the vehicle body 101 and is balanced by the spring generating force Fb (equilibrium point Pb). At this time, the displacement of the gas spring is defined as Xb.
[0031]
Here, when the moment M for tilting the vehicle body 101 is generated, the spring generating force generated by the suspension leg on the side where the vehicle body 101 is lifted is reduced by the force α corresponding to the moment M, and the region where the load is lower than the equilibrium point Pb. The phase shifts to Pg of 1 ▼ and becomes Fb-α. At this time, the displacement of the gas spring becomes a displacement Xg according to the spring generating force Fb-α. As a result, the gas spring is displaced from the equilibrium point to the extension side by the displacement Xb-Xg. On the other hand, in the case of a metal spring, a moment M is generated in the same manner, and shifts to Pm in a region (1) where the load is lower than the equilibrium point Pb, and the same spring generating force Fb-α is generated. Since the spring has a lower spring generating force than the gas spring, the spring exhibits a displacement Xm closer to the displacement Xb of the equilibrium point Pb than the displacement Xg in the case of the gas spring. That is, the metal spring exhibits a displacement Xb-Xm smaller than the displacement Xb-Xg in the case of the gas spring.
[0032]
As described above, in the region (1) where the load of the gas spring is lower than that of the equilibrium point Pb, the spring is excessively displaced from the equilibrium point Pb as compared with the metal spring, and the body 101 is excessively lifted.
[0033]
Similarly, in the case of FIGS. 8E and 8F, the gas spring pushes up the vehicle body 101 excessively in the region (2) where the load is higher than the equilibrium point as compared with the metal spring (see FIG. 21).
[0034]
Such excessive rocking, tilting, and "fluffy" feeling occur not only when the gas spring is used but also when the hydropneumatic suspension having the function of the gas spring of the related art 3 is employed in a fighting vehicle.
[0035]
In addition, it is conceivable to improve the riding comfort when traveling on uneven terrain by applying the above-described conventional technology 1 to the fighting vehicle and controlling the damping force. However, the method of controlling the damping force described in the prior art 1 is effective when a light vehicle runs flat, but is effective when a multi-axis wheeled vehicle equipped with a heavy object runs at high speed on uneven terrain. Is less effective and cannot provide a sufficient ride.
[0036]
In particular, as shown in FIG. 8 (g), when shooting is performed by mounting the projection device 60 on a multi-axle wheeled vehicle, the tilting of the vehicle body 101 impairs the shooting accuracy and impairs the original function as a battle vehicle. May be
[0037]
That is, FIG. 43A shows an ideal target projection direction L1 when projecting a shell from the projection device 60. However, when the projectile device 60 fires successively, the moment associated with the shooting reaction is generated, and the load increases on the suspension leg on the breech side, and the displacement of the gas spring shifts to the contraction side with respect to the equilibrium point (the vehicle body 101 When the suspension leg on the muzzle side reduces the load, the displacement of the gas spring shifts to the extension side with respect to the equilibrium point (the vehicle body 101 rises). For this reason, as shown in FIG. 43 (b), due to the lifting of the suspension leg on the muzzle side, the shell is projected in the projection direction L2 shifted from the target projection direction L1, and the shooting accuracy is reduced.
[0038]
The present invention has been made in view of such a situation, and in a vehicle including a fighting vehicle, when a gas spring is employed, excessive swinging, tilting, and "fluffy" feeling are removed to improve steering stability and shooting. It is a first solution to improve the accuracy.
[0039]
Further, as described above, the gas spring requires a high-pressure gas container, and thus has not always been small, light, and low in cost. In particular, in the case of a multi-shaft and a large number of suspension legs, a large number of gas springs must be provided, which makes it difficult to reduce the size, weight, and cost.
[0040]
Accordingly, a second object of the present invention is to reduce the size, weight, and cost of a suspension leg including a gas spring, particularly when the suspension leg is applied to a multi-axis wheeled vehicle.
[0041]
The number of multi-axle wheeled vehicles ranges from two to five or more. When such various types of vehicles are equipped with suspension legs including gas springs and systems for controlling them, a dedicated program is created by applying a dedicated control law for each model, and a dedicated controller is created. It is expected that they must be prepared. This leads to an increase in design cost and manufacturing cost.
[0042]
Therefore, the present invention reduces the design cost and the manufacturing cost of the control system by applying a common control law to a wide variety of multi-axle wheeled vehicles to achieve a common program and a common controller. Doing so is a third problem to be solved.
[0043]
[Means for Solving the Problems, Functions and Effects]
The first invention is
A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle that includes a spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of springs,
The spring is a non-linear spring having a non-linear characteristic in which a spring generating force is larger than a linear spring in a region with a lower load than an equilibrium point,
From the plurality of non-linear springs, a spring generating force is detected or predicted by a moment that causes the vehicle body to tilt around the center of gravity being in the low-load area,
To control the detected or predicted spring generation force of a specific nonlinear spring so as to be weaker.
It is characterized by.
[0044]
The second invention is based on the first invention,
Applied to a vehicle equipped with a mass projecting device, when mass is projected from the mass projecting device, detecting or predicting a non-linear spring other than the non-linear spring that sinks most as the specific non-linear spring.
It is characterized by.
[0045]
The third invention is
A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle that includes a spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of springs,
The spring is a non-linear spring having a non-linear characteristic in which a spring generating force is larger than a linear spring in a region where a load is higher than an equilibrium point,
From the plurality of non-linear springs, a spring generating force is detected or predicted by detecting a moment in which the vehicle body is tilted around the center of gravity in a region of the high load,
To control the detected or predicted spring generation force of a specific nonlinear spring so as to be weaker.
It is characterized by.
[0046]
A fourth invention is the third invention, wherein
Detecting or predicting a non-linear spring applied to a vehicle traveling on an uneven road surface and corresponding to the front axle in the traveling direction of the vehicle as the specific non-linear spring.
It is characterized by.
[0047]
The fifth invention is the first invention to the fourth invention,
The non-linear spring is a gas spring
It is characterized by.
[0048]
The first invention to the fifth invention have been made to achieve the first solution problem.
[0049]
According to the first invention, for example, as shown in FIGS. 8A, 8B, 8C, 8D, and 8G, the vehicle body 101 is tilted around the center of gravity from among a plurality of nonlinear springs. By applying the moment M, as shown in FIG. 6, a specific non-linear spring in which the spring generating force F is in the low load region (1) is detected or predicted. For example, when the vehicle 100 is rapidly accelerating as shown in FIG. 40A, the non-linear spring on the front wheel side of the vehicle body 101 is a specific non-linear spring. Then, the detected or predicted spring generating force F of the specific nonlinear spring is controlled so as to be weakened in the low-load region (1) (first weakening control), and the nonlinear spring is indicated by a broken line in FIG. The characteristic shown is changed to the characteristic shown by the solid line. As a result, excessive lifting of the vehicle body 101 is suppressed, steering stability is improved, and shooting accuracy is improved.
[0050]
According to the second invention, as shown in FIG. 43 (c), when projecting the mass from the mass projecting device 60, the non-linear springs other than the most submerged non-linear spring (for example, the left front wheel spring) are replaced with a specific non-linear spring. The first weakening control is performed as a spring, so that the vehicle body 101 has the height of the sunken most, and the shooting is performed precisely.
[0051]
According to the third aspect of the present invention, as shown in FIGS. 8 (e) and 8 (f), a moment M for tilting the vehicle body 101 around the center of gravity is applied from a plurality of non-linear springs. As shown in (2), a specific non-linear spring in the region (2) where the spring generating force F is high load is detected or predicted. For example, as shown in FIG. 36A, in a situation where the vehicle 100 gets over a step, a projection, or the like when the vehicle 100 moves forward, the spring on the front wheel side of the vehicle body 101 is a specific spring. Then, the detected or predicted spring generating force F of the specific non-linear spring is controlled so as to be weakened in the high load area (2) (second weakening control), and the non-linear spring is indicated by a broken line in FIG. The characteristic shown is changed to the characteristic shown by the solid line. As a result, excessive thrust of the vehicle body 101 is suppressed, steering stability is improved, and overturn is prevented.
[0052]
According to the fourth aspect, as shown in FIGS. 20A and 20B, when the vehicle 100 rides on a step or the like while moving forward or backward, the front axle (first axle) with respect to the traveling direction. 41, the fourth shaft 44) particularly affects the inclination of the vehicle body 101 in the pitch direction. For this reason, performing the second weakening control on the nonlinear spring corresponding to the front axle is particularly effective in suppressing excessive thrust. Further, by applying the second weakening control only to the non-linear spring corresponding to the front axle, the cost of the device can be reduced.
[0053]
In a fifth aspect, the non-linear springs of the first to fourth aspects are limited to a gas spring such as an air spring.
[0054]
According to a sixth aspect, in the first to fourth aspects,
Applies to vehicles with three or more axles,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
When a moment for tilting the vehicle body around the center of gravity is given, of the equivalent front shaft and the equivalent rear shaft, the rising-side equivalent axis is detected or predicted, and a nonlinear spring corresponding to the rising-side equivalent axis is formed. A specific non-linear spring
It is characterized by.
[0055]
A seventh invention is the first to fourth inventions,
Applies to vehicles with three or more axles,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
When a moment for tilting the vehicle body around the center of gravity is applied, a non-linear spring corresponding to the equivalent axis on the rising side is detected or predicted from the equivalent front axis and the equivalent rear axis. The non-linear spring attached to the front of the car body or the rear of the car body as a specific non-linear spring.
It is characterized by.
[0056]
According to an eighth aspect, in the first to fourth aspects,
Applies to vehicles with three or more axles,
The non-linear spring is a gas spring, and the gas spring is provided corresponding to only the frontmost and rearmost axles of the vehicle body,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
When a moment for tilting the vehicle body around the center of gravity is given, of the equivalent front shaft and the equivalent rear shaft, the rising-side equivalent axis is detected or predicted, and a nonlinear spring corresponding to the rising-side equivalent axis is formed. A specific non-linear spring
It is characterized by.
[0057]
A ninth invention is the first to fourth inventions,
Applies to vehicles with three or more axles,
The non-linear spring is a gas spring,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
Adjusting means for weakly adjusting the spring generating force of the gas spring,
Four air springs are provided for each of the left air spring on the equivalent front shaft, the right gas spring on the equivalent front shaft, the left gas spring on the equivalent rear shaft, and the right gas spring on the equivalent rear shaft.
It is characterized by.
[0058]
The sixth invention, the seventh invention, the eighth invention, and the ninth invention have been made to achieve the third solution in addition to the first solution.
[0059]
According to the sixth invention, for example, as shown in FIG. 2, a four-axle, eight-wheel vehicle 100 is treated as an “equivalent two-axle vehicle”, and the axle existing on the front side with respect to the center of gravity G of the vehicle 100 is referred to as an equivalent front axle 61, and an axle existing on the rear side with respect to the center of gravity G of the vehicle 100 is regarded as an equivalent rear axle 62, and a lift is generated from the front, rear, left and right equivalent four wheels 51, 52, 53, 54 of the vehicle body 101. An equivalent wheel is detected or predicted, and a spring generating force F of a non-linear spring corresponding to the equivalent wheel, for example, the gas spring 21 is controlled. Therefore, in these detection, prediction, and control, the control law of the two-axis four-wheel can be applied as it is. The control law of the two-shaft four-wheel is commonly applied not only when the multi-shaft wheeled vehicle has two axles, but also when the three-shaft, four-axes, five-axes or more illustrated in FIGS. Can be. Therefore, when a suspension leg including a non-linear spring (gas spring) and a system for controlling the suspension leg are mounted on vehicles of various models having various structures, a dedicated program is applied by applying a dedicated control rule for each model. It is not necessary to prepare a dedicated controller, and a common program and a common controller can be used, and the design cost and the manufacturing cost can be drastically reduced. In addition, components can be shared for the sensor.
[0060]
According to the seventh and eighth inventions, by treating vehicles having various structures as “equivalent two-axle vehicles” in the same manner as in the sixth invention, the same effects as in the sixth invention can be obtained.
[0061]
Here, the cost of controlling all the springs included in the equivalent wheel to be controlled increases. In addition, when the gas spring 21 is used as the non-linear spring, the gas spring 21 is more expensive than the metal spring, and if the gas spring 21 is attached to all the suspension legs, the manufacturing cost of the vehicle will increase. Invite.
[0062]
On the other hand, as long as at least the foremost shaft 41 of the equivalent front shaft 61 is the gas spring 21 to be controlled and at least the last shaft 44 of the equivalent rear shaft 62 is the gas spring 21 to be controlled, the above-described “ The first weakening control and the second weakening control that suppress excessive lifting of the vehicle body 101 and excessive pushing up can be performed according to the control rule of “equivalent two-axle vehicle”.
[0063]
Therefore, in the seventh and eighth inventions, for example, as shown in FIG. 13B, of the equivalent front shaft 61, the first shaft 41 is the gas spring 21 and the other second shaft 42 is the metal spring 31, and the equivalent front shaft 61 is equivalent to the metal spring 31. The fourth shaft 44 of the rear shaft 62 is used as the gas spring 21 and the other third shaft 43 is used as the metal spring 31 to reduce the number of the gas springs 21 and the number of objects to be controlled. With this configuration, the first weakening control or the second weakening control can be performed while reducing the manufacturing cost of the vehicle 100.
[0064]
According to the ninth invention, as shown in FIG. 2, four suspension adjusting portions 200 common to the two suspension legs are provided for each of the equivalent wheels 51 to 54 (for example, if the equivalent front wheel 51 is used, this equivalent A suspension adjusting unit 200 is provided in common for the two suspension legs 11 and 12 constituting the front wheel 51). Therefore, the number of suspension adjustment units 200 can be reduced as compared with the case where eight suspension adjustment units 200 are provided for each of the suspension legs 11 to 18. Regarding a vehicle such as a 5-axle 10-wheel vehicle other than the 4-axle 8-wheel vehicle, it is sufficient to mount the same four suspension adjustment units 200 on the vehicle body 101 regardless of the number of suspension legs. Decline.
[0065]
The tenth invention is
A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle including a gas spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of gas springs,
Along with providing a mechanical spring made of an elastic body in parallel with the gas spring,
Increasing the volume of the gas chamber of the gas spring or reducing the gas mass in the gas chamber, providing an adjusting means for weakly adjusting the spring generating force in a region of a lower load than the equilibrium point,
From among the plurality of gas springs, a spring that generates a moment to tilt the vehicle body around the center of gravity is applied to detect or predict a specific gas spring in a region of a lower load than the equilibrium point,
Adjusting the detected or predicted spring generation force of the specific gas spring so as to be weakened by the adjusting means.
It is characterized by.
[0066]
An eleventh invention is a method according to the tenth invention,
By detecting the amount of deformation or distortion of the mechanical spring, the stroke of each suspension leg is measured, and based on the measured stroke of each suspension leg, the spring generating force is in a region where the load is lower than the equilibrium point. To detect or predict a specific gas spring
It is characterized by.
[0067]
The twelfth invention is
A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle including a gas spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of gas springs,
Along with providing a mechanical spring made of an elastic body in parallel with the gas spring,
Increasing the volume of the gas chamber of the gas spring or increasing the gas mass in the gas chamber, providing an adjusting means for weakly adjusting the spring generating force in a region of a higher load than the equilibrium point,
From the plurality of gas springs, a spring that generates a moment to tilt the vehicle body around the center of gravity is applied to detect or predict a specific gas spring in a region of higher load than the equilibrium point,
Adjusting the detected or predicted spring generation force of the specific gas spring so as to be weakened by the adjusting means.
It is characterized by.
[0068]
A thirteenth invention is the twelfth invention,
By detecting the amount of deformation or distortion of the mechanical spring, the stroke of each suspension leg is measured, and based on the measured stroke of each suspension leg, the spring generation force is in a higher load region than the equilibrium point. To detect or predict a specific gas spring
It is characterized by.
[0069]
The tenth to thirteenth inventions have been made to achieve the second solution problem in addition to the first solution problem.
[0070]
That is, in order to support the entire weight of the vehicle body 101 of the vehicle 100 with the gas spring 21 including the piston 26 having a small cross-sectional area, the pressure of the gas chamber 24 needs to be increased. For this reason, it is necessary to use a component with high pressure resistance as a high-pressure gas container (outer tube 20a) mounted on a vehicle, which is expensive. Conversely, if a gas spring 21 having a relatively low pressure is used, a high-pressure container having a low pressure resistance can be used, but a piston 26 having a large cross-sectional area is required. The space for installing the tubes 20a) is increased, and the loading space of the vehicle 100 is reduced.
[0071]
In addition, gas and hydraulic oil are sealed in the oil pressure suspension cylinder 20 including the gas spring 21 and the oil passage connected thereto, but the multi-axis wheeled vehicle has an opportunity to travel on uneven terrain. In many cases, there is a possibility that the cylinder 20 or the like may be damaged by collision with rocks or the like. If the hydraulic pressure suspension cylinder 20 or the like is damaged and hydraulic oil or gas flows out, the function of the gas spring 21 is lost. For this reason, there is a possibility that the wheel 103 completely loses the ground contact force and cannot effectively exert the driving force or the braking force.
[0072]
According to the tenth to thirteenth aspects, the problems caused by the gas spring 21 can be solved.
According to the tenth invention, as shown in FIGS. 28 (a) and (b), a mechanical spring made of an elastic body, for example, a metal spring 31, is arranged in parallel with the oil pressure suspension cylinder 20 incorporating the gas spring 21. Provided. Then, the first weakening control is performed using the gas spring 21 as a control object in the same manner as in the first invention.
[0073]
Here, the pressure of the gas spring 21 can be set lower by the share of the metal spring 31. Therefore, the cross-sectional area of the free piston 26 constituting the gas spring 21 can be reduced, and a high-pressure container (outer tube 20a) having a relatively low pressure resistance can be used. Thereby, the hydraulic cylinder 20 including the gas spring 21 can be reduced in size and weight, the cost can be reduced, and the suspension device can be mounted in a small space of the vehicle 100. Even if the gas spring 21 is damaged and loses the function of the spring, the solid metal spring 31 maintains the function of the spring, so that the ground force between the wheel 103 and the road surface is maintained, Driving force and braking force can be continuously exerted.
[0074]
Here, as shown in FIG. 28C, if the amount of distortion or deformation of the metal spring 31 provided in parallel with the gas spring 21 is detected, the detected value is used as the stroke of the suspension leg, that is, the displacement X of the gas spring 21. can do. According to the eleventh aspect, for example, the equivalent wheel (the gas spring 21 displaced to the extension side) that causes the lifting is specified using the detection value of the stroke sensor such as the strain sensor 32 attached to the metal spring 31 and the first value. Similar to the invention, the first weakening control is performed. As described above, since the stroke sensor is provided on the metal spring 31 and the displacement X of the gas spring 21 is detected by the stroke sensor, it is possible to easily and accurately specify the equivalent wheel having the lift.
[0075]
According to the twelfth aspect, similarly to the tenth aspect, a mechanical spring made of an elastic body, for example, a metal spring 31, is provided in parallel with the gas spring 21. Is performed. Therefore, the same effect as the tenth invention can be obtained.
[0076]
According to the thirteenth aspect, similarly to the eleventh aspect, the amount of distortion or deformation of the metal spring 31 provided in parallel with the gas spring 21 is detected, and the stroke of the suspension leg, that is, the displacement of the gas spring 21 is determined based on the detected value. X, an equivalent wheel (gas spring 21 displaced to the extension side) which causes thrust is specified based on the detected value, and the second weakening control is performed in the same manner as in the third invention.
[0077]
The fourteenth invention is
A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle including a gas spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of gas springs,
Along with providing a mechanical spring made of an elastic body in parallel with the gas spring,
Providing adjusting means for adjusting the spring generating force of the gas spring,
Adjusting the spring generating force by the adjusting means to control the height of the vehicle body;
It is characterized by.
[0078]
A fifteenth invention is the fourteenth invention,
Measuring the amount of deformation or distortion of the mechanical spring to measure the stroke of each suspension leg, and controlling the height of the vehicle body based on the measured stroke of each suspension leg.
It is characterized by.
[0079]
The fourteenth invention and the fifteenth invention have been made to achieve the second solution.
[0080]
In the suspension device using the gas spring 21, when the temperature of the gas fluctuates due to a change in the ambient temperature or the like, the vehicle height changes. That is, the spring displacement Xb of the equilibrium point Pb increases and decreases as the gas temperature changes. Therefore, when the gas spring 21 is used for the suspension device of the multi-axle vehicle 100, a sensor that detects the height of the vehicle and a vehicle height adjustment device that automatically adjusts the vehicle height based on the detection value of this sensor are used. It is desirable to mount it.
[0081]
According to the fourteenth aspect, for example, at the time of reconnaissance of a fighting vehicle, the controller outputs a low vehicle height control signal to all the suspension adjustment units 200 of the left and right front and rear wheels. In response to this, the suspension adjustment unit 200 causes the hydraulic oil to be discharged from the hydraulic pressure suspension cylinders 20 constituting all the suspension legs 11 to 18. As a result, the function of the gas spring 21 is lost, the vehicle body 101 is supported by the soft metal spring 31, and the vehicle height becomes the minimum vehicle height. In addition, when traveling on uneven terrain, the controller outputs a high vehicle height control signal to all the suspension adjustment units 200 for the left and right front and rear wheels. In response to this, the suspension adjusting unit 200 supplies hydraulic oil to the hydraulic pressure suspension cylinders 20 constituting all the suspension legs 11 to 18. As a result, most of the load of the vehicle body 101 is supported by the gas spring 21, the metal spring 31 extends to a length close to the natural length, and the vehicle height becomes the maximum vehicle height.
[0082]
As described above, according to the fourteenth aspect, since the metal spring 31 is provided in parallel with the gas spring 21, the gas spring 21 can be reduced in size and weight in the same manner as in the tenth and thirteenth aspects. The cost can be reduced, and the suspension device can be mounted in a small space of the vehicle 100. Even if the gas spring 21 is damaged and loses the function of the spring, the robust metal spring 31 maintains the function of the spring, so that the ground force between the wheel 103 and the road surface is maintained, Driving force and braking force can be continuously exerted.
[0083]
Further, according to the fourteenth aspect, the hardness of the spring is changed from the hardness of the vehicle body 101 where most of the load is supported by the gas spring 21 to the hardness supported by the soft metal spring 31 causing the function of the gas spring 21 to be lost. The vehicle height adjustment is performed by changing the vehicle height in the range described above, so that the vehicle height adjustment can be realized with an easy and simple configuration.
[0084]
According to the fifteenth invention, similarly to the eleventh invention and the thirteenth invention, as shown in FIG. 28C, for example, a detection value of a stroke sensor such as a strain sensor 32 attached to a metal spring 31 is used. The vehicle height is adjusted. Thereby, the vehicle height can be easily and accurately adjusted by the gas spring 21.
[0085]
A sixteenth invention is the tenth invention through the fifteenth invention,
The air spring is composed of an outer tube and an inner tube
It is characterized by.
[0086]
According to the sixteenth aspect, as shown in FIG. 28, the hydraulic pressure suspension cylinder 20 including the gas spring 21 is composed of the outer tube 20a and the inner tube 20b. For example, a coil spring is used as the metal spring 31, and the vehicle body 101 and the suspension member 102 are connected in such a manner that the hydraulic pressure suspension cylinder 20 is inserted into the coil spring 31. Therefore, even when the gas spring 21 and the metal spring 31 are provided in parallel, an existing independent suspension system such as a strut system can be applied as it is.
[0087]
The seventeenth invention is
A gas spring (21A, 21B) provided on a suspension leg (11, 12) of a vehicle (10); a spring generating force adjusting means (200) for adjusting a spring generating force generated by the gas spring (21A, 21B); In a vehicle spring control device provided with
A first gas spring (21A) and a second gas spring (21B) are provided for each of the two suspension legs (11, 12);
The first gas spring (21A) and the second gas spring (21B) are provided with a common spring generating force adjusting means (200),
The spring generating force adjusting means (200)
A third gas spring (21C) common to the first gas spring (21A) and the second gas spring (21B);
A third oil passage (219) common to the first gas spring (21A) and the second gas spring (21B);
A first oil passage (27A) communicating the oil chamber (25) of the first gas spring (21A) with the third oil passage (219);
A first flow control valve (202A) provided on the first oil passage (27A),
A second oil passage (27B) communicating the oil chamber (25) of the second gas spring (21B) with the third oil passage (219);
A second flow control valve (202B) provided on the second oil passage (27B),
A fourth oil passage (220) communicating the oil chamber (217) of the third gas spring (21C) with the third oil passage (219);
A third flow control valve (202C) provided on the fourth oil passage (220);
Including
By controlling the flow rate of the hydraulic oil passing through the first flow control valve (202A), the second flow control valve (202B), and the third flow control valve (202C), the first gas spring (21A) And the spring generating force generated by the second gas spring (21B) is adjusted.
It is characterized by.
[0088]
The eighteenth invention is the seventeenth invention,
The first flow control valve, the second flow control valve, and the third flow control valve are on-off valves
It is characterized by.
[0089]
The seventeenth invention and the eighteenth invention have been made to achieve the first solution.
[0090]
According to the seventeenth aspect, as shown in FIG. 22, a first gas spring 21A and a second gas spring 21B are provided on the two suspension legs 11, 12, respectively. The first gas spring 21A and the second gas spring 21B are provided with a common spring generating force adjusting means (suspension adjusting unit) 200.
[0091]
The spring generating force adjusting means 200 is provided with a third gas spring 21C common to the first gas spring 21A and the second gas spring 21B. A third oil passage (communication main pipe) 219 common to the first gas spring 21A and the second gas spring 21B is provided.
[0092]
The first oil passage 27A communicates the oil chamber 25 of the first gas spring 21A with the third oil passage 219. A first flow control valve (first on-off valve) 202A is provided on the first oil passage 27A.
[0093]
The second oil passage 27B communicates the oil chamber 25 of the second gas spring 21B with the third oil passage 219. A second flow control valve (second on-off valve) 202B is provided on the second oil passage 27B.
[0094]
The fourth oil passage 220 communicates the oil chamber 217 of the third gas spring 21C with the third oil passage 219. A third flow control valve (third on-off valve) 202C is provided on the fourth oil passage 220.
As shown in FIGS. 30, 32, 33, 35, 37, 39, and 41, the first flow control valve 202A, the second flow control valve 202B, The flow rate of the hydraulic oil passing through the third flow control valve 202C is controlled (for example, the opening and closing of the on-off valve is controlled), and the spring generation force of the first gas spring 21A and the second gas spring 21B is adjusted. For this reason, the vehicle 100 can always stably run during high-speed running or running on uneven terrain, and shooting can be performed extremely precisely when the vehicle is stopped.
[0095]
In the eighteenth aspect, the flow control valves 202A, 202B, and 202C of the seventeenth aspect are technically limited, and on-off valves 202A, 202B, and 202C are used. By controlling the opening and closing of the on-off valves 202A, 202B, 202C, the spring generation force of the first gas spring 21A and the second gas spring 21B is adjusted, so that the first weakening control and the second weakening Control responsiveness is improved.
[0096]
The nineteenth invention is the seventeenth invention or the eighteenth invention,
Applies to vehicles with three or more axles,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
The spring generating force adjusting means includes:
Provided on the left side of the equivalent front axis, on the right side of the equivalent front axis, on the left side of the equivalent rear axis, and on the right side of the equivalent rear axis
It is characterized by.
[0097]
The nineteenth invention has been made to achieve a third solution in addition to the first solution.
[0098]
According to the nineteenth aspect, similarly to the ninth aspect, vehicles having various structures are handled as "equivalent two-axle vehicles", so that a common program and a common controller can cope with the design, manufacturing cost, and manufacturing cost. Can be dramatically reduced. In addition, components can be shared for the sensor. Further, regardless of the number of suspension legs, four suspension adjustment units 200 may be mounted on the vehicle body 101, so that design costs and manufacturing costs are dramatically reduced.
[0099]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of a vehicle spring control device according to the present invention will be described with reference to the drawings.
[0100]
FIG. 1 shows an overall configuration of a vehicle 100 according to the embodiment. FIG. 1A is a front view, FIG. 1B is a side view, and FIG. 1C is a top view.
[0101]
In the embodiment, a multi-axle wheeled vehicle provided with four axles and eight wheels is assumed as a battle vehicle. In the embodiment, the vehicle 100 is assumed to be an independent suspension system, and the strut type is assumed as the independent suspension system.
[0102]
The following description may be applied to a multi-axle vehicle other than the 4-axle vehicle or a tracked vehicle, or may be applied to a consumer vehicle other than a battle vehicle.
[0103]
In addition to the strut type, other independent suspension methods such as full trailing arm type, semi-trailing arm type, double wishbone type, and multi-link type may be applied. Is also good.
[0104]
As shown in FIG. 1, the vehicle body 101 is provided with a first shaft 41, a second shaft 42, a third shaft 43, and a fourth shaft 44 from the front side of the vehicle body 101.
[0105]
Under the body 101, suspension legs 11, 12, 13, 14, 15, 16, 17, and 18 are suspended.
[0106]
That is, the suspension leg 11 on the left side of the first shaft and the suspension leg 13 on the right side of the first shaft are provided corresponding to the first shaft 41. A suspension leg 12 on the left side of the second shaft and a suspension leg 14 on the right side of the second shaft are provided corresponding to the second shaft 42. Further, a suspension leg 15 on the left side of the third shaft and a suspension leg 17 on the right side of the third shaft are provided corresponding to the third shaft 43. Further, a suspension leg 16 on the left side of the fourth shaft and a suspension leg 18 on the right side of the fourth shaft are provided corresponding to the fourth shaft 44.
[0107]
Each of the suspension legs 11 to 18 includes a wheel 103, a suspension member 102 such as a link or an arm, a gas spring 21 described later, and an oil-air suspension cylinder 20 having a built-in damper element. The vehicle body 101 and the wheel 103 are connected via a suspension member 102 such as a link or an arm so that the wheel 103 swings up and down, and the vehicle body 101 and the suspension member 102 are connected via an oil pressure suspension cylinder 20. The suspension legs 11 to 18 are connected to each other. The hydraulic cylinder 20 includes an outer tube 20a and an inner tube 20b slidable with respect to the outer tube 20a. One of the outer tube 20a and the inner tube 20b is connected to the vehicle body 101, and the other is connected to the suspension member 102. As the wheel 103 swings in the vertical direction and the suspension member 102 swings accordingly, the inner tube 20b of the cylinder 20 for oil pressure suspension slides with respect to the outer tube 20a, and the built-in gas spring 21 A spring generating force F is generated, and a damping force is generated in the damper element.
[0108]
In the embodiment, a strut type is assumed, and the cylinder 20 for hydraulic pressure suspension also serves as a strut of the suspension.
[0109]
Here, the gas spring 21 is a spring that utilizes a repulsive force generated by compressing a gas such as air or nitrogen gas. Regarding the damper element, an oil damper that encloses hydraulic oil in the cylinder 20 and generates a damping force by using resistance when the hydraulic oil passes through the orifice of the piston is assumed.
[0110]
In the embodiment, as described later, the spring generation force F generated by the gas spring 21 can be controlled by adjusting the mass or volume of the gas. Further, as described later, by adjusting the amount of hydraulic oil, the height of the vehicle body 101, that is, the vehicle height can be adjusted.
[0111]
The control of the spring generating force F and the adjustment of the vehicle height are performed by the suspension adjusting unit 200.
[0112]
In this embodiment, as shown in FIG. 2, a multi-axle vehicle 100 having four wheels and eight wheels is regarded as an “equivalent two-wheel vehicle” and is treated as a two-shaft four wheel so as to control the spring generation force F and adjust the vehicle height. I have to.
[0113]
That is, the multi-axle vehicle 100 having three or more axes has a two-axle, four-wheel structure in which the axle on the front side of the vehicle body with respect to the center of gravity G is regarded as the equivalent front shaft 61 and the wheel on the rear side of the vehicle body is regarded as the equivalent rear shaft 62. Treat as a vehicle. In the four-axle, eight-wheel multi-axle vehicle 100 of the present embodiment, the first shaft 41 and the second shaft 42 form an equivalent front shaft 61, and the left front wheel 51 of the equivalent front shaft 61 is the left suspension leg 11 of the first shaft. The right front wheel 52 of the equivalent front shaft 61 corresponds to the right suspension leg 13 of the first shaft and the right suspension leg 14 of the second shaft. Similarly, the third shaft 43 and the fourth shaft 44 constitute an equivalent rear shaft 62, and the left rear wheel 53 of the equivalent rear shaft 62 corresponds to the suspension leg 15 on the left side of the third axis and the suspension leg 16 on the left side of the fourth axis. The right front wheel 54 of the equivalent rear shaft 62 corresponds to the suspension leg 17 on the right side of the third shaft and the suspension leg 18 on the right side of the fourth shaft.
[0114]
Four suspension adjusters 200 are provided for each of the equivalent front left wheel 51, the equivalent front right wheel 52, the equivalent rear left wheel 53, and the equivalent rear right wheel 54. That is, one suspension adjusting section 200 is provided commonly to the suspension leg 11 on the left side of the first shaft and the suspension leg 12 on the left side of the second shaft, and the suspension leg 13 on the right side of the first shaft and the suspension leg 14 on the right side of the second shaft. One suspension adjustment unit 200 is provided in common, and one suspension adjustment unit 200 is provided in common with the suspension leg 15 on the left side of the third shaft and the suspension leg 16 on the left side of the fourth shaft, and the suspension leg 17 on the right side of the third shaft. One suspension adjusting unit 200 is provided commonly to the suspension legs 18 on the right side of the fourth shaft.
[0115]
9 to 11 illustrate a multi-axle vehicle having a structure other than that of FIG.
[0116]
FIG. 9 illustrates a three-axis six-wheel vehicle 100, and FIG. 9A illustrates a first shaft 41 and a second shaft 42 in front of the center of gravity G of the vehicle 100 (body 101) as equivalent front shafts 61. A vehicle having a structure in which a third shaft 43 behind the center of gravity G is an equivalent rear shaft 62 is shown. Similarly, FIG. 9B shows a vehicle having a structure in which the first shaft 41 ahead of the center of gravity G is the equivalent front shaft 61, and the second shaft 42 and the third shaft 43 behind the center of gravity G are the equivalent rear shaft 62. Is shown.
[0117]
FIG. 10 exemplifies a vehicle 100 having four axes and eight wheels, and FIG. 10A shows a vehicle 100 having the same structure as that of FIG. 10B, the first shaft 41 in front of the center of gravity G of the vehicle 100 (the vehicle body 101) is the equivalent front shaft 61, and the second shaft 42, the third shaft 43, and the fourth shaft 44 behind the center of gravity G are equivalent. A vehicle having a structure of a rear shaft 62 is shown. Similarly, in FIG. 10C, the first shaft 41, the second shaft 42, and the third shaft 43 in front of the center of gravity G are the equivalent front shaft 61, and the fourth shaft 44 behind the center of gravity G is the equivalent rear shaft 62. 1 shows a vehicle having a structure shown in FIG.
[0118]
FIG. 11 exemplifies a vehicle 100 having five axes and ten wheels, and FIG. 11A illustrates an equivalent front shaft 61 in which a first shaft 41 and a second shaft 42 in front of a center of gravity G of the vehicle 100 (the vehicle body 101) are provided. The vehicle has a structure in which a third shaft 43, a fourth shaft 44, and a fifth shaft 45 behind the center of gravity G are equivalent rear shafts 62. Similarly, in FIG. 11B, the first axis 41, the second axis 42, and the third axis 43 in front of the center of gravity G are equivalent front axes 61, and the fourth axis 44 and the fifth axis 45 behind the center of gravity G are equivalent. A vehicle having a structure of a rear shaft 62 is shown.
[0119]
The vehicle 100 having any of the structures illustrated in FIGS. 9 to 11 is treated as a two-axle, four-wheel equivalent two-axle vehicle. Four suspension legs are provided for each leg, each suspension leg constituting the equivalent front right wheel 52, each suspension leg constituting the equivalent left rear wheel 53, and each suspension leg constituting the equivalent right rear wheel 54.
[0120]
FIGS. 12A and 12B conceptually show the size of the equivalent wheel which changes according to the number of axles constituting the equivalent shaft.
[0121]
As the number of axles constituting the equivalent shaft, for example, the equivalent front shaft 61 increases, it is equivalently assumed that the vehicle body 101 is equipped with wheels (tires) having a larger diameter. When the axles constituting the equivalent front axle 61 are the three axes of the first axle 41, the second axle 42, and the third axle 43, it is equivalently assumed that large-diameter wheels are mounted on the vehicle body 101. deal with. When the axle constituting the equivalent front axle 61 is the first axle 41 and the second axle 42, it is equivalently assumed that a medium-diameter wheel is mounted on the vehicle body 101. When the axle constituting the equivalent front axle 61 is one of the first axles 41, it is equivalently assumed that small-diameter wheels are mounted on the vehicle body 101. The same applies to the equivalent rear shaft 62. Thereby, fine adjustment according to the diameter of the wheel can be appropriately performed by the suspension adjustment unit 200.
[0122]
FIG. 3A illustrates the structure of the cylinder 20 for hydraulic pressure suspension.
[0123]
As shown in FIG. 3 (a), the hydraulic cylinder 20 includes an outer tube 20a (cylinder main body) as a high-pressure container and an inner tube 20b that slides in the outer tube 20a. The outer tube 20a includes an oil chamber 25 containing hydraulic oil and a gas chamber 24 containing high-pressure gas, for example, high-pressure air. The oil chamber 25 and the gas chamber 24 are defined by a free piston 26 that slides in the outer tube 20a. The inner tube 20b is configured as a rod 20e to which a piston 23 is connected, and the piston 23 slides in the oil chamber 25. As shown in FIG. 3B, orifices 23c and 23d are formed in the piston 23. Valves 23a and 23b made of leaf springs are provided on the hydraulic oil outlet side of the orifices 23c and 23d, respectively. I have. The gas chamber 24 may be filled with another gas such as nitrogen gas instead of air.
[0124]
The gas spring 21 and the damper 22 are configured as described above.
[0125]
The oil chamber 25 communicates with an oil passage 27 outside the cylinder 20 for suspension of hydraulic pressure. The oil passage 27 is connected to the suspension adjusting unit 200. The suspension adjustment unit 200 controls communication with and blocking from an oil chamber provided outside the oil chamber 25 to reduce the spring generation force F generated by the gas spring 21 as described later.
[0126]
Next, the operation of the damper 22 will be described.
[0127]
When the inner tube 20b slides inside the outer tube 20a, the hydraulic oil tends to pass through the orifice 23c or 23d of the piston 23. At this time, the orifices 23c and 23d and the valves 23a and 23b on the outlet side provide resistance to the flow of the hydraulic oil to generate a damping force. When the pressure of the hydraulic oil flowing into the orifice 23c becomes equal to or higher than a predetermined value, the valve 23a as a leaf spring bends and opens the orifice 23 to allow the hydraulic oil to pass as indicated by an arrow. As the pressure of the hydraulic oil increases, the diameter of the orifice 23c is increased to increase the passage area of the hydraulic oil. The same applies to the case where the hydraulic oil flows to the opposite side, and the valve 23b provided on the outlet side of the orifice 23d operates similarly. Thus, as the operating speed of the inner tube 20b increases, the damping force decreases, and shocks from the road surface or the like are effectively absorbed.
[0128]
Here, since the hydraulic pressure suspension cylinder 20 has a smaller sectional area on the side where the lower rod 20e is attached in the figure than the upper sectional area of the piston 23 in the figure, the rod 20e is When it rises, there is a feature that the working oil in the upper part of the piston 23 in the figure becomes excessive.
[0129]
In FIG. 3, the valves 23a and 23b are provided on the outlet side of the orifices 23c and 23d, but the arrangement of these valves 23a and 23b may be omitted. Also in this case, resistance is given to the flow of the hydraulic oil by the orifices 23c and 23d, which are fixed throttles, and a damping force is generated.
[0130]
Next, the operation of the gas spring 21 will be described.
[0131]
When the rod 20a rises in the figure, the free piston 26 is pushed up by surplus hydraulic oil at the upper part of the piston 23 in the figure. The high-pressure gas in the gas chamber 24 is acted upon by the push-up force of the free piston 26, that is, the force defined by the pressure of the working oil and the cross-sectional area of the free piston 26, thereby compressing the high-pressure gas (for example, air). A repulsive force is generated by the gas, and a spring generating force F is generated.
[0132]
As described above, the oil pressure suspension cylinder 20 of the present embodiment includes the outer tube 20a and the inner tube 20b which have the same appearance as the existing general automobile shock absorber, while incorporating the gas spring 21 in addition to the damper 22. It is constituted by. Therefore, if the vehicle 100 has a space in which the existing shock absorber can be mounted, the cylinder 20 for hydraulic pressure suspension of the embodiment can be mounted as it is. Further, a general-purpose suspension type (for example, a strut type) using a shock absorber as a structural member can be applied to a battle vehicle as it is. Therefore, the size, weight, and cost of a fighting vehicle equipped with an air spring can be reduced.
[0133]
As described above, in FIG. 3, the gas spring 21 is built in the cylinder 20, and the pressure of the working oil in the oil chamber 25, which has become excessive due to the rise of the rod 20 e, acts on the high-pressure gas in the gas chamber 24. Although the spring generating force F is generated, such a function of the gas spring 21 may be provided outside the cylinder 20 as, for example, an accumulator. The function of the gas spring 21 such as an accumulator can be provided, for example, in the suspension adjustment unit 200. In this case, the components and the like (free piston 26, gas chamber 24, high-pressure gas) constituting the gas spring 21 can be omitted from the cylinder 20.
[0134]
FIG. 3 illustrates an example in which the valves 23a and 23b and the orifices 23c and 23d constituting the damper 22 are built in the cylinder 20, but as shown in FIG. 4, the functions of the valves 23a and 23b and the orifices 23c and 23d are 20 may be taken out.
[0135]
That is, FIG. 4 differs from FIG. 3 in that the valves 23a and 23b and the orifices 23c and 23d are not provided in the piston 23 'constituting the inner tube 20b. The oil chamber 25 is separated by a piston 23 'into an oil chamber 25a on the upper side of the piston 23' in the figure and an oil chamber 25b on the lower side of the piston 23 'in the figure, that is, on the side to which the rod 20e is attached. . The oil chamber 25a communicates with an oil passage 27a outside the cylinder 20, and the oil chamber 25b also communicates with an oil passage 27b outside the cylinder 20. These oil passages 27a and 27b are connected by an oil passage 27c. A variable throttle valve 28 is provided on the oil passage 27c. The oil passage 27c communicates with an oil passage 27d, and the oil passage 27d is connected to the suspension adjusting unit 200.
[0136]
The variable throttle valve 28 operates in response to an electric signal via, for example, an electromagnetically operated valve (not shown). In other words, when the variable throttle valve 28 operates, the opening area (throttle diameter) of the variable throttle valve 28 changes, and it operates when the hydraulic oil flows from the oil chamber 25b to the oil chamber 25a through the oil passages 27b, 27c, 27a. The resistance is given to the oil and a damping force is generated. The same applies to the case where the hydraulic oil flows to the opposite side, and a damping force is generated when the hydraulic oil flows from the oil chamber 25a to the oil chamber 25b.
[0137]
In FIG. 4, the gas spring 21 is built in the cylinder 20 as in FIG. 3, but the gas spring 21 may be formed of an accumulator or the like and provided outside the cylinder 20 as described in FIG. It is possible.
[0138]
FIGS. 3 and 4 show a configuration in which the damper 22 is included in the cylinder 20 for hydraulic pressure suspension, but a damper 22 is provided separately from the cylinder 20 for hydraulic pressure suspension, and the cylinder 20 includes only the gas spring 21. You may comprise so that it may be made.
[0139]
FIG. 5 shows an oil pressure suspension cylinder 20 which does not include the damper 22 but includes the gas spring 21 unlike FIGS. 3 and 4, and a suspension adjustment unit 200. In the following description of the configuration of the hydraulic cylinder 20, portions common to FIGS. 3 and 4 will not be described, and only different components will be described.
[0140]
As shown in FIG. 5, an oil chamber 25 is formed above the piston 23 in the drawing. The rod 20e is connected to a wheel 103 via a suspension member 102 (not shown).
[0141]
The gas chamber 24 communicates with an oil passage 29 outside the cylinder 20. The oil passage 29 communicates with the sub tank 201. The sub-tank 201 contains a high-pressure gas. An on-off valve 202 is provided on the oil passage 29. The sub tank 201 and the opening / closing valve 202 constitute a suspension adjusting unit 200. The open / close valve 202 of the suspension adjustment unit 200 is controlled to open / close by a controller (not shown).
[0142]
(Example 1)
Hereinafter, the control content of the embodiment will be described on the assumption that the hydraulic pressure suspension cylinder 20 and the suspension adjusting unit have the structure of FIG.
[0143]
(Detection or prediction of a specific equivalent wheel in the low load area (1))
A sensor for detecting a state of the vehicle 100 is attached to the vehicle body 101. The detection signal of the sensor is input to the controller, and the controller causes the vehicle body 101 to rotate around the center of gravity G from among the equivalent left front wheel 51, equivalent front right wheel 52, equivalent left rear wheel 53, and equivalent right rear wheel 54 shown in FIG. By applying the moment M for tilting, a specific equivalent wheel in which the spring generating force F is in the low load region (1), that is, a light load is detected.
[0144]
That is, as described above, as shown in FIGS. 8A, 8B, 8C, 8D, and 8G, the vehicle 100 is accelerating, decelerating, turning, stepping between left and right wheels, When riding on an inclined surface and when shooting is performed by the projection device 60 mounted on the vehicle body 101, a moment M that causes the vehicle body 101 to tilt around the center of gravity G in a roll direction or a pitch direction is applied. For this reason, as shown in FIG. 7, the specific gas spring 21 is in a region (1) where the load is lower than the equilibrium point Pb, and the gas spring 21 is excessively larger than the equilibrium point Pb as compared with the metal spring. Due to the displacement, the vehicle body 101 is lifted excessively. Therefore, the equivalent wheel causing the lift and the gas spring 21 forming the equivalent wheel are specified.
[0145]
1) When the vehicle 100 is accelerating or decelerating
In some situations, a combat vehicle fires while suddenly starting or braking. If the vehicle body 101 pitches greatly due to acceleration or deceleration, the accuracy of the shooting hit will be significantly reduced. Suppressing excessive lifting during acceleration and deceleration is particularly effective in such a situation.
[0146]
In order to detect that the vehicle 100 is accelerating and decelerating, an accelerometer provided in the front-rear direction of the vehicle body 101, an angular velocity sensor for detecting an angular velocity in a pitching direction, a rotation sensor for detecting an engine speed, and the like are provided. Used. When a threshold value is provided for the detected value of the acceleration, and when the detected acceleration exceeds a certain threshold value and it is detected that the vehicle 100 is rapidly accelerating, the equivalent left front wheel 51 and the equivalent right front wheel 52 are provided. Is the specific equivalent wheel that is causing the lift. Similarly, when it is detected that the vehicle 100 is undergoing rapid deceleration, the equivalent left rear wheel 53 and the equivalent right rear wheel 54 are set as specific equivalent wheels that have caused the lift.
[0147]
2) When the vehicle 100 is turning
When the vehicle 100 makes a sharp turn while traveling at high speed, the vehicle body 101 on the side close to the turning center tends to rise. In particular, while the vehicle 100 is traveling on uneven terrain, the wheels 103 may bounce according to the unevenness of the road surface, and may not sufficiently touch the road surface, thereby impairing the stability of the vehicle 100 and causing the vehicle body 101 to roll over. There is a possibility that. Therefore, in order to improve steering stability and prevent rollover, excessive lifting during turning is suppressed.
[0148]
In order to detect that the vehicle 100 is turning, a lateral G sensor or the like that detects the lateral acceleration of the vehicle body 101 is used. A threshold value is provided for the detected value of the lateral acceleration, and when the detected acceleration exceeds a certain threshold value and it is detected that the vehicle 100 is turning sharply, as shown in FIG. Of the left and right equivalent wheels, an equivalent wheel on the side closer to the turning center of the vehicle 100 is defined as a specific equivalent wheel that has caused the lift. For example, when the vehicle 100 is making a left turn, the equivalent left front wheel 51 and the equivalent left rear wheel 53 on the side near the turning center are specific equivalent wheels that have caused the lift.
[0149]
3) When riding on a step between left and right wheels and on a slope
While the vehicle 100 is traveling on uneven terrain, there is a case where the vehicle 100 must travel while riding on one of the right and left wheels 103 on a step, or a case where the vehicle 100 has to travel across an inclined surface. In such a case, the state in which the vehicle body 101 is largely tilted continues, steering stability is impaired, and there is a risk of falling. Therefore, in order to improve the steering stability and prevent the vehicle from tipping over, when the vehicle runs on a step between the left and right wheels and on an inclined surface, excessive lifting is suppressed.
[0150]
In order to detect that the left and right wheels are riding on a step or an inclined surface, a lateral G sensor or the like for detecting the lateral acceleration of the vehicle body 101 is used as in the case of the turning in the above 2). A threshold value is provided for the detected value of the lateral acceleration, and when the detected acceleration exceeds a certain threshold value, the road surface of the vehicle 100 is high among the left and right equivalent wheels as shown in FIG. The equivalent wheels on the side (equivalent left front wheel 51, equivalent left rear wheel 53, for example) are specific equivalent wheels that have been raised on the steps 120 or the like and are being lifted.
[0151]
In the above cases 1), 2) and 3), the control is started after the lift has occurred. Therefore, a feedback control system is configured to feedback the vehicle height so as to suppress excessive lift. Can be controlled.
[0152]
4) When shooting with the projection device 60
When the vehicle 100 is stopped and a projectile device 60 projects a shell, a high degree of accuracy is required. However, as described with reference to FIG. 43, the vehicle body 101 rises excessively on the muzzle side, and a shell is projected in a direction L2 deviated from the target projection direction L1, and the shooting accuracy is reduced. Therefore, in order to improve shooting accuracy, excessive lifting during shooting is suppressed.
[0153]
As shown in FIG. 42, the shooting direction L when the vehicle body 101 is viewed from above can be predicted by a sensor or the like that detects the turning angle of the mass projecting device 60 before the projection.
[0154]
When projecting a shell, a shooting direction L relative to the vehicle body 101 is detected immediately before the projecting, and a specific equivalent wheel closest to the direction in which the shooting direction L is extended is predicted as an equivalent wheel that causes a lift. I do.
[0155]
For example, as shown in FIG. 42, when shooting in the direction L toward the rear right of the vehicle body 101, the equivalent right rear wheel 54 closest to the direction in which the shooting direction L is extended is the same as the specific equivalent wheel that causes lifting. is expected.
[0156]
Further, based on the projection direction, the firing conditions, and the like, a moment M accompanying the shooting is obtained, a force applied to each suspension leg is estimated from the moment M, and an equivalent wheel predicted to be displaced from the equilibrium point Pb to the contraction side to the maximum. (Equivalent wheel that sinks the most) may be predicted, and an equivalent wheel other than the equivalent wheel that sinks the most may be set as a specific equivalent wheel.
[0157]
For example, in FIG. 42, the suspension legs 11, 12 corresponding to the equivalent left front wheel 51 closest to the direction extended in the direction opposite to the shooting direction L are displaced from the equilibrium point Pb to the contraction side to the maximum, and the vehicle body It is expected that the left rear side of 101 will sink most. Therefore, the equivalent wheels 52, 53, and 54 other than the equivalent sunken left front wheel 51 are predicted to be specific equivalent wheels that cause the floating.
[0158]
When shooting, the uplift can be predicted before the uplift occurs.Therefore, a feedforward control system is configured to feedforward control the height of the vehicle height so as to suppress excessive uplift. be able to.
[0159]
(First weak control)
Next, the controller sends a control signal to the suspension adjustment unit 200 'corresponding to the equivalent wheel specified as described above, and causes the on-off valve 202 to close. In the following, a dash (200 ') is given to the suspension adjustment unit 200 in which the control signal is output and the on-off valve 202 closes, so that the control signal is not output and the on-off valve 202 is in the open state. I do.
[0160]
For example, as shown in FIG. 40, when vehicle 100 is accelerating, suspension adjustment unit 200 ′ provided corresponding to specific equivalent front left wheel 51 and specific equivalent front right wheel 52 are provided. The controller outputs a control signal to the suspension adjustment unit 200 '.
[0161]
When a control signal is input to the suspension adjustment unit 200 'corresponding to the equivalent front left wheel 51, the on-off valve 202 shown in FIG. 5 is closed, and the communication between the sub tank 201 and the gas chamber 24 is cut off. Since the equivalent left front wheel 51 corresponds to the suspension legs 11 and 12 as shown in FIG. 2, the gas chamber 24 and the sub tank 201 of each of the hydraulic and air pressure suspension cylinders 20 constituting the suspension legs 11 and 12 are formed. Communication with is interrupted.
[0162]
Similarly, since a control signal is input to the suspension adjustment unit 200 'corresponding to the equivalent right front wheel 52, the hydraulic pressure suspension cylinders 20 constituting the suspension legs 13 and 14 corresponding to the equivalent right front wheel 52, respectively. The communication between the gas chamber 24 and the sub tank 201 is cut off.
[0163]
In the suspension adjustment unit 200 to which the control signal is not sent from the controller, the on-off valve 202 is in the open state, and the oil constituting each suspension leg 15, 16, 17, 18 corresponding to the suspension adjustment unit 200 The gas chamber 24 of the pneumatic suspension cylinder 20 communicates with the sub tank 201.
[0164]
FIG. 6 shows a normal characteristic of the gas spring 21 when the gas chamber 24 is in communication with the sub-tank 201 by a broken line, and shows a characteristic of the gas spring 21 when the gas chamber 24 is in a disconnected state from the sub-tank 201 by a solid line. Is indicated by. The horizontal axis, vertical axis, and reference numerals in FIG. 6 are the same as those in FIG. 7 described above.
[0165]
The gas mass in the gas chamber 24 is m1 and the gas mass in the sub tank 201 is m2. In the gas spring 21, the mass of a gas that generates the spring generating force F due to the pressure of the working oil in the oil chamber 25 (this is referred to as an effective mass) is represented by m,
PV = mRT (1)
Is established. When the on-off valve 202 is open, the effective mass m of the gas spring 21 is m1 + m2, and when the on-off valve 202 is closed, the effective mass m of the gas spring 21 is m1. According to the ideal gas state equation (1), a spring generating force F corresponding to the pressure P is generated.
[0166]
In a region (1) where the gas spring 21 has a lower load than the equilibrium point Pb, the gas spring 21 is displaced toward the extension side with respect to the equilibrium point Pb, and the volume V of the gas chamber 24 is more than that at the equilibrium point Pb. Are also increasing. The spring generation force F decreases as the volume V increases. This corresponds to the fact that, in the equation of state of ideal gas PV = mRT, the pressure P decreases as the volume V increases and the spring generating force F decreases.
[0167]
It is assumed that the on-off valve 202 is closed when the gas spring 21 is in the region (1) where the load is lower than the equilibrium point Pb, that is, when the gas volume V increases. Then, the effective mass m of the gas spring 21 decreases from m1 + m2 to m1.
[0168]
When the volume V increases, the pressure P decreases in the ideal gas equation of state PV = mRT, but the pressure P further decreases due to the decrease in the effective mass m. As the pressure P further decreases, the spring generating force F further decreases. This is because in the region (1) where the load is lower than the equilibrium point Pb in FIG. 7, the characteristic of the gas spring 21 is shifted from a normal characteristic (broken line) to a characteristic (solid line) in which the spring generating force F is weakened. Means that. The control for weakening the spring generating force F of the gas spring 21 in the region (1) where the load is lower than the equilibrium point Pb will be referred to as “first weakening control”.
[0169]
Hereinafter, the characteristics of the normal gas spring 21 and the characteristics of the gas spring 21 at the time of the first weakening control will be described in comparison.
[0170]
When no external force causing the moment M is applied to the vehicle 100, the suspension legs 11 to 18 share the weight of the vehicle body 101 and are balanced by the spring generating force Fb (equilibrium point Pb). At this time, the displacement of the gas spring is defined as Xb.
[0171]
When the vehicle 100 is accelerating and a moment M for tilting the vehicle body 101 is generated, the spring generating force generated by each of the gas springs 21 of the suspension legs 11, 12, 13, and 14 on the side where the vehicle body 101 is lifted becomes the moment M. It is reduced by the corresponding force α.
[0172]
In the case of the normal gas spring 21, the phase shifts to Pg in the area (1) where the load is lower than the equilibrium point Pb, and becomes Fb-α. At this time, the normal displacement of the gas spring 21 is a displacement Xg corresponding to the spring generating force Fb-α. As a result, the gas spring 21 is displaced from the equilibrium point to the extension side by the displacement Xb-Xg.
[0173]
On the other hand, in the case of the gas spring 21 at the time of the first weakening control, when the same moment M is applied, the same spring generating force Fb-α is obtained at the point Pw in the area (1) where the load is lower than the equilibrium point Pb. However, since the spring generating force F is weak, the displacement Xw is closer to the displacement Xb of the equilibrium point Pb than to the displacement Xg in the case of the normal gas spring 21. That is, the gas spring 21 at the time of the first weakening control shows a displacement Xb-Xw smaller than the displacement Xb-Xg in the case of the normal gas spring 21.
[0174]
As described above, the gas spring 21 at the time of the first weakening control shows a smaller displacement than the normal gas spring 21 in the area (1) where the load is lower than the equilibrium point Pb, so that the excessive lifting of the vehicle body 101 is suppressed. Is done.
[0175]
As shown in FIG. 40 (a), the spring generating force F is weakened by the gas springs 21 corresponding to the equivalent front left wheel 51 and the equivalent front right wheel 52, so that excessive lifting of the vehicle body 101 during acceleration is suppressed.
[0176]
The same is true even when the vehicle 100 is decelerating. As shown in FIG. 40B, the first weakening control is performed by the suspension adjustment units 200 'corresponding to the equivalent left rear wheel 53 and the equivalent right rear wheel 54, and the equivalent The spring generation force F is weakened by the gas spring 21 corresponding to the left rear wheel 53 and the equivalent right rear wheel 54, and excessive lifting of the vehicle body 101 during deceleration is suppressed.
[0177]
For this reason, the accuracy of a shot performed while suddenly starting or applying a sudden brake is significantly improved.
[0178]
While the vehicle 100 is turning, similarly, as shown in FIG. 34, the first weakening control is performed by the suspension adjustment units 200 ′ corresponding to the equivalent left front wheel 51 and the equivalent left rear wheel 53 on the side close to the turning center. Then, the spring generating force F is weakened by the gas springs 21 corresponding to the equivalent front left wheel 51 and the equivalent rear left wheel 53, and excessive lifting of the vehicle body 101 during turning is suppressed.
[0179]
Therefore, the steering stability when the vehicle 100 makes a sharp turn during high-speed traveling is improved, and the danger of falling over is avoided.
[0180]
When the vehicle 100 rides on a step or an inclined surface, similarly, as shown in FIG. 38, the first suspension adjustment unit 200 ′ corresponding to the equivalent left front wheel 51 and the equivalent left rear wheel 53 on the side close to the turning center is used. Is performed, the spring generating force F is weakened by the gas springs 21 corresponding to the equivalent front left wheel 51 and the equivalent rear left wheel 53, and excessive lifting of the vehicle body 101 when riding on a step or an inclined surface is suppressed. You.
[0181]
For this reason, the steering stability at the time of climbing over a step or an inclined surface is improved, and the danger of falling down is avoided.
[0182]
At the time of shooting, similarly, as shown in FIG. 42, the first weakening control is performed by the suspension adjustment unit 200 'corresponding to the equivalent right rear wheel 54 closest to the direction in which the shooting direction L is extended, and the equivalent right The spring generating force F is weakened by the gas spring 21 corresponding to the rear wheel 54, and excessive lifting of the vehicle body 101 during shooting is suppressed.
[0183]
Alternatively, the first suspension adjustment unit 200 ′ corresponding to the equivalent right front wheel 52, the equivalent left rear wheel 53, and the equivalent right rear wheel 54 other than the equivalent left front wheel 51 closest to the direction extended in the direction opposite to the shooting direction L may be used. , The spring generating force F is weakened by the gas springs 21 corresponding to the equivalent front right wheel 52, the equivalent rear left wheel 53, and the equivalent rear right wheel 54. As a result, the vehicle body 101 is adjusted to a vehicle height corresponding to the equivalent left front wheel 51 that sinks most, and excessive lifting of the vehicle body 101 during shooting is suppressed.
[0184]
For example, as shown in FIG. 43 (c), since the vehicle height of the vehicle body 101 is adjusted to the vehicle height corresponding to the equivalent wheel that sinks most, the projection direction L2 matches the target projection direction L1, and the shooting performed when the vehicle is stopped is performed. The accuracy of the Dramatically improves.
[0185]
As described above, according to the present embodiment, when the gas spring 21 is employed, excessive swinging, tilting, and "fluffy" feeling can be eliminated, and steering stability and shooting accuracy can be improved. Can be
[0186]
Further, according to the first embodiment, the four-axle, eight-wheel vehicle 100 is treated as an “equivalent two-axle vehicle”, and an equivalent wheel having a lift is detected or predicted from among four equivalent front, rear, left, and right wheels of the vehicle body 101. Then, the spring generating force F of the gas spring 21 corresponding to the equivalent wheel is controlled. Therefore, in these detection, prediction, and control, the control law of the two-axis four-wheel can be applied as it is. The control law of the two-shaft four-wheel is commonly applied not only when the multi-shaft wheeled vehicle has two axles, but also when the three-shaft, four-axes, five-axes or more illustrated in FIGS. Can be. For this reason, when installing suspension legs including gas springs and systems to control them on multiple models of vehicles with various structures, create a dedicated program by applying a dedicated control law for each model. It is not necessary to prepare such a controller, and a common program and a common controller can be used, so that design cost and manufacturing cost can be drastically reduced. In addition, components can be shared for the sensor.
[0187]
Particularly, in the first embodiment, four suspension adjusting portions 200 common to the two suspension legs are provided for each equivalent wheel 51 to 54. Therefore, the number of suspension adjustment units 200 can be reduced as compared with the case where eight suspension adjustment units 200 are provided for each of the suspension legs 11 to 18. In addition, for a vehicle such as a 5-axis 10-wheel vehicle other than the 4-axis 8-wheel vehicle assumed in the present embodiment, the vehicle body 101 may be equipped with the same four suspension adjustment units 200 regardless of the number of suspension legs. The design cost and the manufacturing cost are dramatically reduced.
[0188]
In the first embodiment, the suspension adjusting unit 200 is provided for each of the equivalent wheels 51 to 54. However, the suspension adjusting unit 200 is provided for each of the suspension legs 11 to 18, and the spring of the gas spring 21 of each of the suspension legs is of course provided. The generated force F may be individually adjusted by the corresponding suspension adjustment unit 200.
[0189]
In the first embodiment, the first weakening control can be performed only by opening and closing the on-off valve 202. For this reason, there is an advantage that energy consumption for control is small.
[0190]
In the above description, the first weakening control is performed by reducing the effective mass m of the gas chamber 24 by using the oil pressure adjusting cylinder 20 and the suspension adjusting unit 200 having the configuration illustrated in FIG. Hereinafter, “first weakening control by reducing the effective mass”).
However, instead of the configuration shown in FIG. 5, the first weakening control is also performed by reducing the effective mass by using the hydraulic pressure adjusting cylinder 20 and the suspension adjusting unit 200 having the configuration shown in FIGS. Is also good.
[0191]
Here, as a method of realizing the “first weakening control by reducing the effective mass”, the following method and communication target can be considered.
[0192]
1) Communication method ... i) Gas communication ii) Hydraulic oil communication
2) Control method a. Opening and closing by an on-off valve, b. Opening area adjustment with variable throttle valve
3) Communication target: α. Subtank (accumulator), β. Vehicle height adjustment device, γ. Other cylinders for oil pressure suspension (gas springs)
In the configuration of FIG. 5, the “communication method” is the “gas communication” method of the above i) in which the gas chamber 24 communicates with the gas chamber of the sub-tank 201, and the “control method” is the first method by opening and closing by the on-off valve 202. A. The “opening / closing method” is the “opening / closing method”, and the “communication target” is the communication target of the gas chamber 24. “Sub-tank” 201.
[0193]
A structure in which the above 1) communication method, 2) control method, and 3) communication object are appropriately combined will be described below as an example. Hereinafter, components having the same functions as those in FIG. 5 are denoted by the same reference numerals, and description thereof will be appropriately omitted.
[0194]
In FIG. 14, the sub-tank 201 is communicated similarly to FIG. 5, and the gas chamber 24 of the cylinder 20 for hydraulic pressure suspension communicates with the gas chamber of the sub-tank 201. A variable throttle valve 203 is provided instead of the on-off valve 202 in FIG. By adjusting the opening area and the timing of the change of the opening area by the variable throttle valve 203, the degree of the weakening control can be adjusted.
[0195]
In FIG. 15A, the accumulator 204 is used as a communication object instead of the sub tank 201 in FIG. 5, and the oil chamber 25 of the hydraulic pressure suspension cylinder 20 communicates with the oil chamber 217 of the accumulator 204 via the oil passage 27. I have. An on-off valve 202 similar to that shown in FIG. 5 is provided on the oil passage 27. In FIG. 15B, a variable throttle valve 203 is provided instead of the on-off valve 202 of FIG. In FIGS. 15A and 15B, the pressure in the hydraulic oil in the oil chamber 217 is applied by the gas in the gas chamber 216 of the accumulator 204, but a mechanical spring is provided instead of the gas chamber 216, and the oil is applied by the mechanical spring. Pressure may be applied to the hydraulic oil in the chamber 217.
[0196]
In FIG. 16A, the vehicle height adjusting cylinder 205 is communicated with instead of the sub-tank 201 of FIG. 5, and the oil chamber 25 of the oil pressure suspension cylinder 20 is connected to the vehicle height adjusting cylinder 205 via the oil passage 27. Oil chamber 206. An on-off valve 202 similar to that shown in FIG. 5 is provided on the oil passage 27. The coupling between the gas chamber 24 of the hydraulic cylinder 20 and the gas chamber 207 of the vehicle height adjusting cylinder 205 is turned on / off by the on-off valve 202, whereby the gas spring 21 is weakened. In FIG. 16B, a variable throttle valve 203 is provided instead of the on-off valve 202 of FIG. 16A.
[0197]
In FIG. 17 (a), another hydraulic cylinder 20 ′ is communicated in place of the sub-tank 201 of FIG. 5, and the oil chamber 25 of the hydraulic cylinder 20 is It communicates with the oil chamber 25 'of the pneumatic suspension cylinder 20'. An on-off valve 202 similar to that shown in FIG. 5 is provided on the oil passage 27. By turning on / off the coupling between the gas chamber 24 of the cylinder 20 for hydraulic suspension and the gas chamber 24 'of the cylinder 20' for hydraulic suspension by the on-off valve 202, the weakening control of the gas spring 21 is performed. In FIG. 17B, a variable throttle valve 203 is provided instead of the on-off valve 202 of FIG. 17A. In FIG. 17, the oil chambers 25 of the two hydraulic cylinders 20 and 20 'are communicated. However, the air chambers 24 of the two hydraulic cylinders 20 and 20' may be communicated. Further, it is also possible to carry out communication of three or more hydraulic cylinders in the same manner.
[0198]
In the first embodiment, an oil pressure suspension cylinder 20 including a damper 22 shown in FIGS. 3 and 4 may be used.
[0199]
(Example 2)
By the way, in the above-described first embodiment, as shown in FIG. 13A, it is assumed that a gas spring 21 is provided for each of the suspension legs 11 to 18.
[0200]
However, the gas spring 21 is more expensive than a metal spring, and mounting the gas spring 21 on all the suspension legs increases the manufacturing cost of the vehicle. On the other hand, as long as at least the foremost shaft of the equivalent front shaft 61 is the gas spring 21 and at least the last shaft of the equivalent rear shaft 62 is the gas spring 21, the control rule of the “equivalent two-axle wheel” described above. Accordingly, control for suppressing excessive lifting of the vehicle body 101 can be performed.
[0201]
Therefore, in the second embodiment, as shown in FIG. 13B, the first shaft 41 of the equivalent front shaft 61 is the gas spring 21, the other second shaft 42 is the metal spring 31, and the equivalent rear shaft 62 is The fourth shaft 44 is the gas spring 21 and the other third shaft 43 is the metal spring 31.
[0202]
With this configuration, the same control as that described in the first embodiment can be performed while reducing the manufacturing cost of the vehicle 100.
[0203]
Here, a coil spring, a torsion bar, a leaf spring, or the like is used as the metal spring 31. However, the material is not limited to metal, and may be any mechanical spring made of an elastic body.
[0204]
In FIG. 13B, the springs included in each suspension leg forming the first shaft 41 as the frontmost shaft and each suspension leg forming the fourth shaft 44 as the last shaft are gas springs 21. In performing control to suppress excessive lifting of the vehicle body 101 in accordance with the control law of the "axle wheel", the gas spring 21 is a spring included in at least one of the suspension legs constituting the equivalent left front wheel 51, The spring included in at least one of the suspension legs constituting the equivalent right front wheel 52 is the gas spring 21, and the spring included in at least one of the suspension legs constituting the equivalent left rear wheel 53. Is the gas spring 21, and it is only necessary that the spring included in at least one of the suspension legs constituting the equivalent right rear wheel 54 is the gas spring 21.
[0205]
(Example 3)
By the way, in order to support the entire weight of the vehicle body 101 of the multi-axle vehicle 100 with the gas spring 21 composed of the piston 26 having a small cross-sectional area, it is necessary to increase the pressure of the gas chamber 24. For this reason, it is necessary to use a component with high pressure resistance as a high-pressure gas container (outer tube 20a) mounted on a vehicle, which is expensive. Conversely, if a gas spring 21 having a relatively low pressure is used, a high-pressure container having a low pressure resistance can be used, but a piston 26 having a large cross-sectional area is required. The space for installing the tubes 20a) is increased, and the loading space of the vehicle 100 is reduced.
[0206]
Further, in the suspension device using the gas spring 21, when the temperature of the gas fluctuates due to a change in the ambient temperature or the like, the vehicle height changes. That is, the spring displacement Xb of the equilibrium point Pb increases and decreases as the gas temperature changes. Therefore, when the gas spring 21 is used for the suspension device of the multi-axle vehicle 100, a sensor that detects the height of the vehicle and a vehicle height adjustment device that automatically adjusts the vehicle height based on the detection value of this sensor are used. It is desirable to mount it.
[0207]
In addition, gas and hydraulic oil are sealed in the oil pressure suspension cylinder 20 including the gas spring 21 and the oil passage connected thereto, but the multi-axis wheeled vehicle has an opportunity to travel on uneven terrain. In many cases, there is a possibility that the cylinder 20 or the like may be damaged by collision with rocks or the like. If the hydraulic pressure suspension cylinder 20 or the like is damaged and hydraulic oil or gas flows out, the function of the gas spring 21 is lost. For this reason, there is a possibility that the wheel 103 completely loses the ground contact force and cannot effectively exert the driving force or the braking force.
[0208]
The third embodiment can solve the problems caused by these gas springs 21.
28A and 28B show the overall configuration of the vehicle 100 according to the third embodiment. FIGS. 28A and 28B correspond to FIGS. 1A and 1B, respectively. 1 shows a front view and a side view of FIG.
[0209]
The vehicle 100 shown in FIG. 28 includes an oil pressure suspension cylinder 20 having a built-in gas spring 21 for each of the suspension legs 11 to 18. A metal spring 31 is provided in parallel with the hydraulic pressure suspension cylinder 20. For example, a coil spring is used as the metal spring 31, and the vehicle body 101 and the suspension member 102 are connected so that the hydraulic pressure suspension cylinder 20 is inserted into the coil spring 31.
[0210]
The spring constant and the like are preset so that the metal spring 31 shares one third of the total spring generating force generated by the gas spring 21 and the metal spring 31 and the gas spring 21 shares the remaining two thirds. That is, at the equilibrium point Pb, the gas spring 21 supports a load of ／ of the vehicle weight, and the metal spring 31 supports a load of ３ of the vehicle weight. For this reason, a spring that is three times softer than when the metal spring 31 is used alone is used.
[0211]
Here, the pressure of the gas spring 21 can be set lower by the share of the metal spring 31. Therefore, the cross-sectional area of the free piston 26 constituting the gas spring 21 can be reduced, and a high-pressure container (outer tube 20a) having a relatively low pressure resistance can be used. Thereby, the hydraulic cylinder 20 including the gas spring 21 can be reduced in size and weight, the cost can be reduced, and the suspension device can be mounted in a small space of the vehicle 100.
[0212]
As the metal spring 31, a torsion bar, a leaf spring, or the like may be used instead of the coil spring. Further, the spring to be provided in parallel with the cylinder 20 (gas spring 21) for hydraulic pressure suspension is not limited to metal, but may be any mechanical spring made of an elastic body.
[0213]
Since the metal spring 31 is provided in parallel with the gas spring 21, if the amount of distortion or deformation of the metal spring 31 is detected, the detected value can be used as the stroke of the suspension leg, that is, the displacement X of the gas spring 21.
[0214]
FIG. 28C shows the strain sensor 32 attached to the metal spring 31 (coil spring). For example, a strain gauge is used as the strain sensor 32 and is attached to the metal spring 31. The distortion sensor 32 detects the distortion of the metal spring 31, and measures the displacement X of the gas spring 21 built in the cylinder 20 for hydraulic pressure suspension based on the detected distortion.
[0215]
When a torsion bar is used as the metal spring 31, an angle sensor is attached to the torsion bar, the amount of torsion deformation of the torsion bar is detected by the angle sensor, and the displacement X of the gas spring 21 is determined based on the amount of torsion deformation. You only need to measure it.
[0216]
In the third embodiment, “detection or prediction of a specific equivalent wheel in the low load area (1)” is performed in the same manner as described in the first embodiment. Here, in order to detect or predict a specific equivalent wheel, an acceleration sensor or the like may be used as in the first embodiment, but a stroke sensor such as the strain sensor 32 attached to the metal spring 31 described above may be used. Alternatively, an equivalent wheel (the gas spring 21 displaced toward the extension side) that causes the lifting may be specified.
[0219]
In the third embodiment, “first weakening control” is performed in the same manner as described in the first embodiment.
[0218]
In the third embodiment, the following vehicle height adjustment can be performed.
[0219]
(Vehicle height adjustment)
It is desirable that the fighting vehicle has a low vehicle height that is difficult for the enemy to find during reconnaissance or the like, and that when the vehicle runs on uneven terrain at high speed, the suspension legs 11 to 18 are not damaged. Posture is desirable.
[0220]
At the time of reconnaissance or the like, the controller outputs a low vehicle height control signal to all suspension adjustment units 200 of the left and right front and rear wheels. In response to this, the suspension adjustment unit 200 causes the hydraulic oil to be discharged from the hydraulic pressure suspension cylinders 20 constituting all the suspension legs 11 to 18. As a result, the function of the gas spring 21 is lost, the vehicle body 101 is supported by the soft metal spring 31, and the vehicle height becomes the minimum vehicle height.
[0221]
At the time of running on uneven terrain or the like, the controller outputs a control signal of a high vehicle height to all the suspension adjustment units 200 for the left and right front and rear wheels. In response to this, the suspension adjusting unit 200 supplies hydraulic oil to the hydraulic pressure suspension cylinders 20 constituting all the suspension legs 11 to 18. As a result, most of the load of the vehicle body 101 is supported by the gas spring 21, the metal spring 31 extends to a length close to the natural length, and the vehicle height becomes the maximum vehicle height.
[0222]
Here, the detection value of the stroke sensor such as the distortion sensor 32 (the displacement X of the gas spring 21) may be fed back to control the vehicle height to be the target vehicle height.
[0223]
As described above, according to the second embodiment, since the metal spring 31 is provided on the suspension leg in parallel with the gas spring 21, the gas spring 21 can be reduced in size, weight, and cost. The suspension can be mounted in a small space.
[0224]
Further, since the metal spring 31 is provided on the suspension leg in parallel with the gas spring 21, even if the gas spring 21 is damaged and loses the function of the spring, the robust metal spring 31 is Since the function of the spring is maintained, the contact force between the wheel 103 and the road surface is maintained, and the driving force and the braking force can be continuously exerted.
[0225]
Further, since a stroke sensor is provided on the metal spring 31 and the displacement X of the gas spring 21 is detected by the stroke sensor, it is possible to easily and accurately specify an equivalent wheel in which the gas spring 21 is lifted. Height can be easily and accurately adjusted.
[0226]
In the third embodiment, the case where the first weakening control is performed has been described. However, the method of controlling the spring generating force F of the gas spring 21 is arbitrary, and the second weakening control described later is performed. In addition to the first weakening control and the second weakening control, it is also possible to perform an optimal control of the spring generating force F of the gas spring 21 in consideration of the characteristics of the metal spring 31.
[0227]
Further, the third embodiment and the second embodiment may be implemented in combination to further reduce the cost required for the gas spring 21.
[0228]
(Example 4)
In the first embodiment described above, the first weakening control is performed by decreasing the effective mass m of the gas chamber 24 of the cylinder 20 for hydraulic suspension. (“First weakening control by decreasing the effective mass”) As described below, the first weakening control may be performed by increasing the effective volume V of the gas chamber 24 of the hydraulic cylinder 20 (hereinafter referred to as “first weakening control by increasing the effective volume”). )).
[0229]
FIG. 18 shows a configuration of an oil pressure suspension cylinder 20 and a suspension adjustment unit 200 used in the fourth embodiment.
[0230]
The suspension adjustment unit 200 includes a vehicle height adjustment cylinder 205. The cylinder 205 for adjusting the vehicle height is provided with an oil chamber 208 for inputting and outputting hydraulic oil for adjusting the vehicle height, an oil chamber 209 communicating with the oil chamber 25 of the cylinder 20 for hydraulic pressure suspension via the oil passage 27, and a gas chamber. 210, a piston 211 that partitions the oil chamber 208 and the gas chamber 210, and a piston 212 that partitions the gas chamber 210 and the oil chamber 209.
[0231]
Assuming that the gas volume of the gas chamber 24 of the cylinder 20 is V1 and the gas volume of the gas chamber 210 of the cylinder 205 is V2, the effective volume V of the gas chamber 24 of the cylinder 20 is V1 + V2. It becomes.
[0232]
In the fourth embodiment, "detection or prediction of a specific equivalent wheel in the low load area (1)" is performed in the same manner as in the first embodiment.
[0233]
(First weak control)
Next, the controller sends a control signal to the suspension adjustment unit 200 'corresponding to the equivalent wheel specified as described above.
[0234]
When a control signal is input to the suspension adjustment unit 200 ', the vehicle height adjustment hydraulic oil is discharged from the oil chamber 208 of the vehicle height adjustment cylinder 205 shown in FIG. The spring generating force F weakens.
[0235]
In a state where the control signal is not input to the suspension adjusting unit 200, the oil chamber 208 of the vehicle height adjusting cylinder 205 is filled with the vehicle height adjusting hydraulic oil, and the gas spring 21 has a normal spring characteristic. ing.
[0236]
FIG. 19 shows the characteristic of the normal gas spring 21 by a broken line, and the characteristic of the weakened gas spring 21 by a solid line. The horizontal axis, vertical axis, and reference numerals in FIG. 19 are the same as those in FIGS.
[0237]
Normally, hydraulic oil for adjusting the vehicle height flows into the oil chamber 208 of the cylinder 205 for adjusting the vehicle height, and the pressure of the gas in the gas chamber 210 of the cylinder 205 for adjusting the vehicle height is maintained at a predetermined pressure. 21 is adjusted so as to generate the spring generating force Fb at the displacement Xb of the equilibrium point Pb (the characteristic of the normal gas spring 21).
[0238]
Here, when the vehicle height adjusting hydraulic oil is discharged from the oil chamber 208 of the vehicle height adjusting cylinder 205, the gas volume V2 of the gas chamber 210 of the vehicle height adjusting cylinder 205 increases, that is, the effective volume V of the gas chamber 24 increases. The pressure of the gas in the gas chamber 210 decreases. For this reason, the pressure of the hydraulic oil in the oil chamber 25 of the hydraulic cylinder 20 is reduced, the pressure of the gas chamber 24 is reduced, and the spring generation force F of the gas spring 21 is reduced. The gas spring 21 weakens not only in the region (1) where the load is lower than the equilibrium point Pb but also in the region (2) where the load is higher than the equilibrium point Pb (characteristics of the weakened gas spring 21).
[0239]
For example, when the vehicle 100 is accelerating and a moment M for tilting the vehicle body 101 is generated, the spring generating force generated by each of the gas springs 21 of the suspension legs 11, 12, 13, and 14 on the side where the vehicle body 101 is lifted is the moment M Is reduced by the force α corresponding to.
[0240]
In the case of the normal gas spring 21, the phase shifts to Pg in the area (1) where the load is lower than the equilibrium point Pb, and becomes Fb-α. At this time, the normal displacement of the gas spring 21 is a displacement Xg corresponding to the spring generating force Fb-α. As a result, the gas spring 21 is displaced from the equilibrium point to the extension side by the displacement Xb-Xg.
[0241]
On the other hand, in the case of the weakened gas spring 21, when the same moment M is applied, the same spring generating force Fb-α is generated at the point Pw in the area (1) where the load is lower than the equilibrium point Pb. Since the spring generating force F is weak, the displacement Xw is closer to the displacement Xb of the equilibrium point Pb than to the displacement Xg in the case of the normal gas spring 21. That is, the weakened gas spring 21 shows a displacement Xb-Xw smaller than the displacement Xb-Xg in the case of the normal gas spring 21.
[0242]
The gas spring 21 thus weakened exhibits a smaller displacement than the normal gas spring 21 in a region (1) where the load is lower than the equilibrium point Pb, so that the excessive lifting of the vehicle body 101 is suppressed (first). Weaker control).
[0243]
In order to cancel the first weakening control, the hydraulic oil for adjusting the vehicle height flows into the oil chamber 208 of the cylinder 205 for adjusting the vehicle height again, and the pressure of the gas in the gas chamber 210 of the cylinder 205 for adjusting the vehicle height is adjusted to a predetermined value. Is adjusted so that the gas spring 21 generates the spring generating force Fb at the displacement Xb of the equilibrium point Pb (the characteristic of the normal gas spring 21).
[0244]
The control of the fourth embodiment (FIG. 18) is different from the control of the first embodiment (FIG. 5) because it is necessary to input and output hydraulic oil in the oil chamber 208 of the vehicle height adjusting cylinder 205. The accompanying energy consumption is large. On the other hand, as is clear from FIG. 19, not only in the region (1) where the load is lower than the equilibrium point Pb but also in the region (2) where the load is higher than the equilibrium point Pb, the spring generating force F of the gas spring 21 is reduced. Can be weakened. There is also an advantage that the spring generation force F can be reduced in a wider range than in the case of the first embodiment (FIG. 6), and high control performance can be obtained.
[0245]
Here, as a method of realizing the "first weakening control by increasing the effective volume", the following methods and communication targets can be considered.
[0246]
1) Communication method ... i) Gas communication ii) Hydraulic oil communication
2) Control method a. Increase or decrease in gas volume due to hydraulic oil, b. Increase or decrease of gas volume by electric drive
3) Communication target: α. Vehicle height adjusting device (vehicle height adjusting cylinder) for each gas spring, β. One vehicle height adjustment device (vehicle height adjustment cylinder) for multiple gas springs
In the configuration of FIG. 18, the “communication method” is the “hydraulic oil communication” method of the above ii) in which the oil chamber 25 communicates with the oil chamber 209 of the vehicle height adjusting cylinder 205, and the “control method” is the hydraulic oil Performing the first weakening control with the input / output of a. Of the above-described α. In which one vehicle height adjusting cylinder 205 is assigned to each gas spring 21. "Target for communication".
[0247]
In addition to this combination, the “first weakening control by increasing the effective volume” may be performed by appropriately combining the above 1) communication method, 2) control method, and 3) communication object.
(Example 5)
By the way, as shown in FIG. 20A, when the vehicle 100 rides on a step while moving forward, a moment M is generated to tilt the vehicle body 101 in the pitch direction around the center of gravity G, and the first wheel, which is the front wheel of the vehicle 100, The shaft 41 is pushed up, and the vehicle body 101 is excessively tilted. Similarly, as shown in FIG. 20B, when the vehicle 100 rides on a step during the retreat, a moment M is generated to tilt the vehicle body 101 in the pitch direction around the center of gravity G, and the moment M is the last wheel of the vehicle 100. The fourth shaft 44 is pushed up, and the vehicle body 101 is excessively tilted.
[0248]
Here, if the spring generating force F of the gas spring 21 corresponding to the foremost shaft 41 or the last shaft 44 is weak and the thrust transmitted to the vehicle body 101 is small, it is possible to prevent the vehicle body 101 from tilting greatly. This is because the foremost axis (the first axis 41 or the fourth axis 44) with respect to the traveling direction is farther from the center of gravity G and has a longer arm (distance r) of the moment M than the other axes. This is because the inclination in the pitch direction is particularly greatly affected.
[0249]
The mechanism for pushing up the vehicle body 101 shown in FIG. 20 will be described with reference to FIG.
[0250]
When no external force causing the moment M is applied to the vehicle, each suspension leg shares the weight of the vehicle body 101 and is balanced by the spring generating force Fb (equilibrium point Pb). At this time, the displacement of the gas spring is defined as Xb.
[0251]
Here, when the moment M for tilting the vehicle body 101 is generated, the spring generating force generated by the suspension leg on the side where the vehicle body 101 is protruded increases by a force α corresponding to the moment M, and the spring force is higher than the equilibrium point Pb. The process shifts to P'g in the area (2) and becomes Fb + α. At this time, the displacement of the gas spring is a displacement X'g corresponding to the spring generating force Fb + α. As a result, the gas spring is displaced from the equilibrium point to the contraction side by the displacement Xb-X'g. On the other hand, in the case of a metal spring, a moment M is generated in the same manner, and shifts to P'm in a region (2) where the load is higher than the equilibrium point Pb, and the same spring generating force Fb + α is generated. Since the spring has a smaller spring generating force than the gas spring, the spring shows a displacement X'm farther from the displacement Xb of the equilibrium point Pb than the displacement X'g in the case of the gas spring. That is, the metal spring shows a larger displacement Xb-X'm on the contraction side than the displacement Xb-X'g in the case of the gas spring. This means that the gas spring 21 excessively pushes up the vehicle body 101, and the metal spring absorbs the upward movement of the vehicle body 101 and sinks the vehicle body 101.
[0252]
As described above, the gas spring pushes up the vehicle body 101 excessively in the region (2) where the load is higher than the equilibrium point Pb as compared with the metal spring.
[0253]
In the fifth embodiment, the excessive thrust of the vehicle body 101 is suppressed.
[0254]
FIG. 15A shows the cylinder 20 for hydraulic pressure suspension assumed in the fifth embodiment and the suspension adjusting unit 200. The accumulator 204 and the opening / closing valve 202 constitute a suspension adjusting unit 200. The open / close valve 202 of the suspension adjustment unit 200 is controlled to open / close by a controller (not shown).
[0255]
(Detection or prediction of a specific equivalent wheel in the high load area (2))
A sensor for detecting a state of the vehicle 100 is attached to the vehicle body 101. The detection signal of the sensor is input to the controller, and the controller causes the vehicle body 101 to rotate around the center of gravity G from among the equivalent left front wheel 51, equivalent front right wheel 52, equivalent left rear wheel 53, and equivalent right rear wheel 54 shown in FIG. When the moment M for tilting is applied, the spring generating force F is in the high load area (2), that is, a specific equivalent wheel with a high load is detected.
[0256]
5) When the vehicle 100 rides on a step or a projection when moving forward or backward
While the vehicle 100 is traveling on uneven terrain or the like, the vehicle 100 may get over large steps or projections. In order to detect the inclination of the vehicle body 101 in the pitching direction due to a protrusion or the like, an angular velocity sensor (for example, a rate gyro) that detects the angular velocity of the vehicle body 101 in the pitching direction and an acceleration sensor that detects the vertical acceleration of the vehicle body 101 Is used. The angular velocity detected by the angular velocity sensor is integrated at regular intervals. In this case, noise due to minute vibration is removed via the low-pass filter. Taking into account the signal obtained by integrating the output of the angular velocity sensor and the output signal of the acceleration sensor, it is detected that the front axle (first shaft 41 when moving forward, fourth shaft when moving backward) in the traveling direction is pushed up. I do. When the degree of thrust exceeds a predetermined threshold value, the equivalent wheel corresponding to the foremost axis is set as a specific equivalent wheel causing the thrust.
[0257]
By detecting the selection position of the operation lever for selecting forward or backward, it is determined whether the vehicle 100 is moving forward or backward, and the equivalent wheel causing the push-up is specified more accurately. You may make it.
[0258]
Since the control is started after the thrust occurs, a feedback control system may be configured to feedback-control the height of the vehicle so as to suppress excessive thrust. Also, instead of starting the feedback control, an excessive thrust is predicted by logically combining the selected position of the operation lever for selecting forward / backward movement with the selected position of the mode selection switch 402, which will be described later. May always weaken the equivalent axis corresponding to the forefront axis.
[0259]
(Second weak control)
Next, the controller sends a control signal to the suspension adjustment unit 200 'corresponding to the equivalent wheel specified as described above to open the on-off valve 202. Hereinafter, a dash (200 ') is given to the suspension adjustment unit 200 in which the control signal is output and the on-off valve 202 is opened, so that the control signal is not output and the on-off valve 202 is in the closed state. I do.
[0260]
For example, as shown in FIG. 36 (a), when the vehicle 100 rides on a protrusion, a step, or the like while moving forward, a suspension adjustment unit 200 'provided corresponding to a specific equivalent left front wheel 51 and a specific equivalent right The controller outputs a control signal to a suspension adjustment unit 200 'provided corresponding to the front wheel 52.
[0261]
When a control signal is input to a suspension adjusting unit 200 ′ corresponding to the equivalent front left wheel 51, the on-off valve 202 shown in FIG. 15A is opened, and the oil chamber 217 of the accumulator 204 and the cylinder 20 for the oil-pressure suspension cylinder 20 are opened. The oil chamber 25 is communicated. Since the equivalent left front wheel 51 corresponds to the suspension legs 11 and 12 as shown in FIG. 2, the oil chamber 25 and the accumulator 204 of each of the hydraulic pressure cylinders 20 constituting the suspension legs 11 and 12 are provided. And the oil chamber 217 is connected.
[0262]
Similarly, since a control signal is input to the suspension adjustment unit 200 'corresponding to the equivalent right front wheel 52, the oil chamber of each hydraulic cylinder 20 constituting each suspension leg 13, 14 corresponding to the equivalent right front wheel 52. 25 communicates with the oil chamber 217 of the accumulator 204.
[0263]
In the suspension adjusting unit 200 to which the control signal is not sent from the controller, the on-off valve 202 is in the closed state, and the oil constituting each suspension leg 15, 16, 17, 18 corresponding to the suspension adjusting unit 200 is Oil chamber 25 of pneumatic cylinder 20 is shut off from oil chamber 217 of accumulator 204.
[0264]
The gas mass in the gas chamber 24 is m1 and the gas mass in the gas chamber 216 of the accumulator 204 is m2.
[0265]
FIG. 21 shows the normal characteristics of the gas spring 21 when the oil chamber 25 of the oil pressure suspension cylinder 20 is disconnected from the oil chamber 217 of the accumulator 204 by a broken line. The solid line indicates the characteristics of the gas spring 21 when the valve spring 25 is in communication with the oil chamber 217 of the accumulator 204. The horizontal axis, vertical axis, and reference numerals in FIG. 21 are the same as those in FIGS. 6, 7, and 19 described above.
[0266]
Each characteristic in FIG. 21 corresponds to each characteristic in FIG. Obtaining the characteristic indicated by the solid line in FIG. 21 in the area (2) where the load is higher than the equilibrium point Pb corresponds to obtaining the characteristic indicated by the broken line in FIG. When the gas spring 21 is displaced from the equilibrium point Pb to the extension side (when the gas volume V of the gas chamber 24 decreases), when the on-off valve 202 is opened, the effective mass m of the gas chamber 24 is reduced. From the gas mass m1 of FIG. 21 to the total mass m1 + m2 of the gas mass m1 of the gas chamber 24 and the gas mass m2 of the gas chamber 216 of the accumulator 204, and shifts from the characteristic indicated by the broken line to the characteristic indicated by the solid line in FIG. I do. As a result, the spring generating force F decreases in the area (2) where the load is higher than the equilibrium point Pb. The control of weakening the spring generating force F of the gas spring 21 in the area (2) where the load is higher than the equilibrium point Pb will be referred to as “second weakening control”.
[0267]
Hereinafter, the characteristics of the normal gas spring 21 and the characteristics of the gas spring 21 during the second weakening control will be described in comparison.
[0268]
When no external force causing the moment M is applied to the vehicle, each suspension leg shares the weight of the vehicle body 101 and is balanced by the spring generating force Fb (equilibrium point Pb). At this time, the displacement of the gas spring is defined as Xb.
[0269]
Here, when a moment M for tilting the vehicle body 101 is generated, the spring generating force generated by the normal gas spring 21 of the suspension leg on which the vehicle body 101 protrudes increases by a force α corresponding to the moment M, and the equilibrium point is reached. The phase shifts to Pg in the area (2) where the load is higher than Pb and becomes Fb + α. At this time, the displacement of the normal gas spring is a displacement Xg corresponding to the spring generating force Fb + α. As a result, the ordinary gas spring is displaced from the equilibrium point to the contraction side by the displacement Xb-Xg. On the other hand, in the case of the gas spring 21 at the time of the second weakening control, the moment M is generated in the same manner, the flow shifts to Pw in the area (2) where the load is higher than the equilibrium point Pb, and the same spring generating force Fb + α However, since the gas spring 21 at the time of the second weakening control has a smaller spring generating force than the normal gas spring 21, the gas spring 21 is farther from the displacement Xb of the equilibrium point Pb than the displacement Xg in the case of the normal gas spring 21. FIG. That is, the gas spring 21 at the time of the second weakening control shows a larger displacement Xb-Xw on the contraction side than the displacement Xb-Xg in the case of the normal gas spring 21. This means that the normal gas spring 21 excessively pushes up the vehicle body 101, and the gas spring 21 during the second weakening control absorbs the upward movement of the vehicle body 101 and sinks the vehicle body 101.
[0270]
As described above, the gas spring 21 at the time of the second weakening control suppresses excessive thrust of the vehicle body 101 as compared with the normal gas spring 21 in the area (2) where the load is higher than the equilibrium point Pb.
[0271]
As shown in FIG. 36 (a), the spring force F is weakened by the gas springs 21 corresponding to the equivalent front left wheel 51 and the equivalent front right wheel 52, so that the excess of the vehicle body 101 is prevented from being pushed up when riding on a projection or the like during forward movement. Will be done.
[0272]
The same is true when the vehicle 100 is moving backward, and as shown in FIG. 36 (b), the second weakening control is performed by the suspension adjustment units 200 'corresponding to the equivalent left rear wheel 53 and the equivalent right rear wheel 54, and the equivalent The spring force F is weakened by the gas spring 21 corresponding to the left rear wheel 53 and the equivalent right rear wheel 54, and excessive pushing of the vehicle body 101 when riding on a protrusion or the like during backward movement is suppressed.
[0273]
In the fifth embodiment, since the vehicle 100 is treated and controlled as an “equivalent two-axle vehicle” as in the first embodiment, the same effects as those obtained in the first embodiment can be obtained.
[0274]
In the above description, the second weakening control is performed by increasing the effective mass m of the gas chamber 24 using the oil pressure adjusting cylinder 20 and the suspension adjusting unit 200 having the configuration illustrated in FIG. (Hereinafter, “second weakening control by increasing the effective mass”).
[0275]
However, instead of the configuration shown in FIG. 15 (a), the hydraulic pressure adjusting cylinder 20 and the suspension adjusting section 200 having the configuration shown in FIGS. 5, 14, 15 (b), 16 and 17 are used. Similarly, the second weakening control by increasing the effective mass may be performed.
[0276]
In the fifth embodiment, the cylinder 20 for hydraulic suspension including the damper 22 shown in FIGS. 3 and 4 may be used.
[0277]
(Example 6)
In the above-described fifth embodiment, the first weakening control is performed by increasing the effective mass. However, similarly to the fourth embodiment, the second weakening control is performed by increasing the effective volume. This may be performed (hereinafter, “second weakening control by increasing the effective volume”).
[0278]
In the sixth embodiment, similarly to the fourth embodiment, an oil pressure suspension cylinder 20 and a suspension adjusting unit 200 shown in FIG. 18 are used.
[0279]
Then, "detection or prediction of a specific equivalent wheel in the high load area (2)" is performed in the same manner as in the fifth embodiment.
[0280]
Then, similarly to the fourth embodiment, the controller sends a control signal to the suspension adjustment unit 200 '(FIG. 18) corresponding to the equivalent wheel specified as described above. As a result, the characteristic of the gas spring 21 shifts from the normal characteristic indicated by the broken line in FIG. 19 to the weakened characteristic indicated by the solid line. The characteristic shown by the solid line in FIG. 19 is a characteristic in which the spring generating force F of the gas spring 21 is weakened in the region (2) where the load is higher than the equilibrium point Pb, similarly to the characteristic shown by the solid line in FIG. I have.
[0281]
Therefore, in the same manner as in the fifth embodiment, when the vehicle 100 rides on a protrusion, a step, or the like while the vehicle 100 is moving forward or backward, excessive thrust of the vehicle body 101 is suppressed.
[0282]
The fourth, fifth, and sixth embodiments described above may be implemented by appropriately combining the second and third embodiments. As a result, it is possible to suppress an increase in cost and the like accompanying the use of the gas spring 21.
[0283]
Particularly, it is useful to use the second embodiment together with the fifth and sixth embodiments.
[0284]
As described above, when the vehicle 100 rides on a step or the like while moving forward or backward, the front axles (the first shaft 41 and the fourth shaft 44) in the traveling direction are inclined in the pitch direction of the vehicle body 101. As shown in FIG. 13B, the gas spring 21 is used as the foremost shaft and the metal axles are used as the other axles as shown in FIG. 13B, thereby reducing the manufacturing cost of the vehicle 100 while performing the second weakening control. Can be achieved.
[0285]
(Example 7)
In the above description, it is assumed that the first weakening control and the second weakening control are performed independently.
[0286]
Next, an embodiment will be described in which the first weakening control and the second weakening control can be properly used depending on the situation.
[0287]
FIG. 22 shows an apparatus configuration of the seventh embodiment.
[0288]
The device shown in FIG. 22 is provided for each of the equivalent left front wheel 51, equivalent front right wheel 52, equivalent left rear wheel 53, and equivalent right rear wheel 54 shown in FIG.
[0289]
The apparatus shown in FIG. 22 roughly includes two hydraulic cylinders 20A (hereinafter, a first cylinder 20A), hydraulic cylinders 20B (a second cylinder 20B), and these first cylinders 20A, A suspension adjusting unit 200 that adjusts the spring generating force F of the second cylinder 20B, and outputs control signals i, jA, jB, and jC to the suspension adjusting unit 200 to perform a first weakening control, a second weakening control, and a vehicle. A controller 301 for adjusting the height, mode selection switches 401, 402, 402 and a vehicle height adjustment switch 404 are provided, and the modes M1, M2, M3 and the vehicle height adjustment switches selected by the mode selection switches 401, 402, 403 are provided. The control panel 400 outputs a signal indicating the vehicle height Sr designated by 404 to the controller 301.
[0290]
The vehicle 100 is provided with a hydraulic pump 104 that discharges hydraulic oil for adjusting the vehicle height, and a tank 105 that communicates with a suction port of the hydraulic pump 104. The discharge port of the hydraulic pump 104 communicates with the discharge oil passage 107, and the discharge oil passage 107 is connected to the suspension adjustment unit 200. The tank 105 communicates with the return oil passage 108, and the return oil passage 108 is connected to the suspension adjustment unit 200.
[0291]
The first cylinder 20 </ b> A is provided corresponding to the first shaft 41 and the fourth shaft 44 that are the foremost axles in the traveling direction of the vehicle 100. That is, the first cylinder 20 </ b> A is the hydraulic pressure suspension cylinder 20 that forms the suspension legs 11, 13, 16, 18. The second cylinder 20B constitutes the other suspension legs 12, 14, 15, and 17. For example, if the suspension adjuster 200 shown in FIG. 22 corresponds to the equivalent front left wheel 51, the first cylinder 20A is a member that constitutes the suspension leg 11 on the left side of the first shaft 41 (the foremost shaft). The second cylinder 20B is a member constituting the suspension leg 12 on the left side of the second shaft 42.
[0292]
The first cylinder 20A and the second cylinder 20B are cylinders 20 for hydraulic pressure suspension having the structure described with reference to FIG. 3, and include a gas spring 21 and a damper 22. The gas chamber 24 of the first cylinder 20A has a gas mass of m1, and constitutes a gas spring 21A (hereinafter, a first gas spring 21A). The gas chamber 24 of the second cylinder 20B has a gas mass of m2 and constitutes a gas spring 21B (hereinafter, a second gas spring 21B).
[0293]
The rod 20e of the first cylinder 20A is provided with a stroke sensor 30A for detecting the stroke SA of the rod 20e, that is, the stroke SA of the first cylinder 20A. Similarly, the rod 20e of the second cylinder 20B is provided with a stroke sensor 30B for detecting the stroke SB of the rod 20e, that is, the stroke SB of the second cylinder 20B.
[0294]
Next, the hydraulic circuit of the suspension adjustment unit 200 will be described.
[0295]
The oil passage 27A (hereinafter, first oil passage 27A) communicates the oil chamber 25 of the first cylinder 20A with the communication main pipe 219. Similarly, an oil passage 27B (hereinafter, a second oil passage 27B) communicates the oil chamber 25 of the second cylinder 20B with the communication main pipe 219.
[0296]
An on-off valve 202A (hereinafter, first on-off valve 202A) and a fixed throttle 218A are provided on the first oil passage 27A. Similarly, an on-off valve 202B (hereinafter, second on-off valve 202B) and a fixed throttle 218B are provided on the second oil passage 27B. Note that the first opening / closing valve 202A and the fixed throttle 218A may be configured as one component, and the second opening / closing valve 202B and the fixed throttle 218B may be configured as one component.
[0297]
The first opening / closing valve 202A is an electromagnetic valve, and opens and closes in response to the control signal jA, and connects or disconnects the communication main pipe 219 and the oil chamber 25 of the first cylinder 20A.
[0298]
Similarly, the second on-off valve 202B opens and closes in response to the control signal jB, and connects or disconnects the communication main pipe 219 and the oil chamber 25 of the second cylinder 20B.
[0299]
Note that, as a variable throttle instead of the fixed throttle 218A, the opening area of the first oil passage 27A is changed when the communication main pipe 219 and the oil chamber 25 of the first cylinder 20A are in communication with each other, which will be described later. As described above, the spring generating force F of the first gas spring 21A may be further finely adjusted. Further, a variable throttle may be used instead of the first on-off valve 202A. Similarly, a variable throttle may be used for the second gas spring 21B.
[0300]
As long as the flow rate can be controlled on the first oil passage 27A and the second oil passage 27B, it does not matter whether the number of valves and whether the flow is on, off, or variable.
[0301]
The oil passage 220 communicates the communication main pipe 219 with the oil chamber 217 of the accumulator 204. The gas mass of the gas chamber 216 of the accumulator 204 is m3, and constitutes a gas spring 21C (hereinafter, a third gas spring 21C). Here, the capacity of the third gas spring 21C is set to be larger than the capacities of the first gas spring 21A and the second gas spring 21B.
[0302]
An on-off valve 202C (hereinafter, a third on-off valve 202C) is provided on the oil passage 220. The third opening / closing valve 202C is an electromagnetic valve, and opens and closes in response to the control signal jC, and connects or disconnects the communication main pipe 219 and the oil chamber 217 of the accumulator 204.
[0303]
The oil passage 220 is provided with a pressure sensor 222 that detects the pressure P of the hydraulic oil in the oil passage 220 (in the communication main pipe 219).
[0304]
The oil passage 223 communicates the oil passage 220 with an outlet port 221 </ b> D of a vehicle height adjusting flow direction control valve (hereinafter, a vehicle height adjusting valve) 221. A throttle 218C is provided on the oil passage 220.
[0305]
The inlet port 221P of the vehicle height adjusting valve 221 communicates with the discharge oil passage 107. The return port 221T of the vehicle height adjustment valve 221 communicates with the return oil passage 108.
[0306]
The vehicle height adjustment valve 221 is an electromagnetic proportional control valve, and has valve positions of a discharge position 221a, a neutral position 221c, and an inflow position 221b. The valve position changes according to the control signal i input to the electromagnetic solenoid of the vehicle height adjustment valve 221. That is, when the control signal i for instructing the inflow is applied to the vehicle height adjusting valve 221, the vehicle height adjusting valve 221 is located on the inflow position 221 b side, the inlet port 221 P communicates with the outlet port 221 D, and the vehicle is discharged from the hydraulic pump 104. The operating oil for vehicle height adjustment flows into the oil passage 223 on the outlet side via the discharge oil passage 107 and the vehicle height adjusting valve 221, and flows into the oil chamber 217 of the accumulator 204.
[0307]
When a control signal i for instructing discharge is applied to the vehicle height adjusting valve 221, the vehicle height adjusting valve 221 is located on the discharge position 221 a side, the outlet port 221 D and the return port 221 T communicate with each other, and the oil chamber 217 of the accumulator 204. The working oil inside the tank 105 is discharged to the tank 105 via the oil passage 223, the vehicle height adjusting valve 221, and the return oil passage 108.
[0308]
Next, the operation panel 400 and the controller 301 will be described.
[0309]
FIG. 29 shows the modes M1, M2, and M3 selected by the mode selection switches 401, 402, and 403 of the operation panel 400, respectively. While the vehicle 100 is traveling, the high-speed cruising mode M1 or the rough terrain running mode M2 is selected, and while the vehicle 100 is stopped, the precision shooting mode M3 is selected. By operating the vehicle height adjustment switch 404, a target vehicle height Sr can be instructed.
[0310]
As described in the first, fourth, and fifth embodiments, “detection or prediction of a specific equivalent wheel in the low-load area (1)” and “specific equivalence in the high-load area (2)” The vehicle 100 is provided with various sensors for performing “detection or prediction of wheels”. The detection signals k of the various sensors are input to the controller 301. A detection signal SA of the stroke sensor 30A, a detection signal SB of the stroke sensor 30B, and a detection signal P of the pressure sensor 222 are input to the controller 301.
[0311]
The controller 301 generates a control signal i based on the input target vehicle height Sr and the input detection signals SA, SB, P, and adjusts the vehicle height.
[0312]
Further, the controller 301 generates control signals jA, jB, and jC based on the input selection mode (M1 or M2 or M3) and the detection signal k, and controls the spring generation force F so as to conform to the selected mode. The first weakening control or the second weakening control is performed according to the situation of the vehicle 100.
[0313]
The adjustment of the vehicle height is performed by a feedback control system as shown in FIG. The vehicle height adjustment is performed when the first on-off valve 202A, the second on-off valve 202B, and the third on-off valve 202C are open. An interlock can be provided so that the vehicle height is not adjusted when any of the on-off valves is closed.
[0314]
The controller 301 as a vehicle height control device includes a vehicle height control unit 302 and a hydraulic control unit 303. The control target of the controller 301 is a hydraulic circuit (vehicle height adjustment valve 221) of the suspension adjustment unit 200, and an operation signal (control signal) i is input from the hydraulic control unit 303 of the controller 301 to the vehicle height adjustment valve 221 to be controlled. Is done. As a result of the control of the vehicle height adjustment valve 221, the pressure P in the communication main pipe 219 changes.
[0315]
Here, the detected pressure P of the pressure sensor 222 is used as a minor feedback signal for vehicle height adjustment and a sensor for self-diagnosis of the suspension system. The aperture 218C is provided to ensure the operation of adjusting the vehicle height. That is, while the vehicle 100 is traveling, a pulsed high-frequency impact pressure is generated in the connected hydraulic piping system due to the hammering effect of the hydraulic system in addition to the road surface unevenness and vibration impact. When the vehicle height adjustment valve 221 is directly connected to this hydraulic piping system, the accumulator 204 constituting the gas spring 21C also has a built-in substantial throttle, so that the impact pressure higher than the original pressure of the hydraulic pump 104 increases. In addition to the adjustment valve 221, normal vehicle height adjustment may be difficult. As a countermeasure, a low-pass filter is formed by the throttle 218C having a relatively small throttle diameter and the gas spring 21C so as to prevent an impact pressure pulse from being applied from the communication main pipe 219 to the vehicle height adjusting valve 221.
[0316]
The pressure P in the communication main pipe 219 is detected by the pressure sensor 222 and is subjected to minor feedback.
[0317]
As a result of the change in the pressure P in the communication main pipe 219, the strokes SA and SB of the first cylinder 20A and the second cylinder 20B to be controlled change, and the vehicle height changes. The vehicle height is obtained using the average value S of the strokes SA and SB of the first cylinder 20A and the second cylinder 20B detected by the stroke sensors 30A and 30B.
[0318]
The detected actual vehicle height S is fed back, and a deviation from the target vehicle height Sr is obtained. The deviation between the target vehicle height Sr and the actual vehicle height S is input to the vehicle height control unit 302 of the controller 301. The vehicle height control unit 302 generates and outputs a target pressure Pr of the communication main pipe 219 required to make the deviation between the target vehicle height Sr and the actual vehicle height S zero. The actual pressure P is fed back, and the deviation between the target pressure Pr and the actual pressure P is obtained. The deviation between the target pressure Pr and the actual pressure P is input to the hydraulic control unit 303 of the controller 301. The hydraulic control unit 303 generates an operation signal (control signal) i required to reduce the deviation between the target pressure Pr and the actual pressure P to zero, and inputs the generated operation signal to the vehicle height adjustment valve 221 to be controlled.
[0319]
As a result, the valve position of the vehicle height adjustment valve 221 changes, and the pressure P of the communication main pipe 219 changes. Then, the spring generating force F of the first gas spring 21A and the second gas spring 21B changes, and the vehicle height changes.
[0320]
When the vehicle height adjustment valve 221 is located on the discharge position 221a side, the vehicle height adjustment hydraulic oil is supplied from the oil chamber 217 of the accumulator 204 to the tank via the oil passages 220 and 223, the vehicle height adjustment valve 221, and the return oil passage 108. It is discharged to 105. Thereby, the gas volume of the gas chamber 216 of the accumulator 204 increases, that is, the effective volume V of the first cylinder 20A and the second cylinder 20B increases, and the pressure of the gas chamber 216 decreases. For this reason, the pressure P of the communication main pipe 210 decreases, the pressure of the hydraulic oil in the oil chamber 25 of the first cylinder 20A and the second cylinder 20B decreases, and the pressure of the gas chamber 24 decreases to reduce the pressure of the first cylinder 20A. The spring generation force F of the gas spring 21A and the second gas spring 21B weakens. Since the spring generation force F of the first gas spring 21A and the second gas spring 21B is weakened, the vehicle height is low.
[0321]
When the vehicle height adjustment valve 221 is located on the inflow position 221b side, the vehicle height adjustment hydraulic oil discharged from the hydraulic pump 104 is discharged through the discharge oil passage 107, the vehicle height adjustment valve 221, the oil passage 223, and the oil passage 220. Thus, it flows into the oil chamber 217 of the accumulator 204. As a result, the gas volume of the gas chamber 216 of the accumulator 204 decreases, that is, the effective volume V of the first cylinder 20A and the second cylinder 20B decreases, and the pressure of the gas chamber 216 increases. For this reason, the pressure P of the communication main pipe 210 increases, the pressure of the hydraulic oil in the oil chamber 25 of the first cylinder 20A and the second cylinder 20B increases, and the pressure of the gas chamber 24 increases. The spring generating force F of the gas spring 21A and the second gas spring 21B increases. Since the spring generation force F of the first gas spring 21A and the second gas spring 21B increases, the vehicle height becomes high.
[0322]
Further, by positioning the vehicle height adjusting valve 221 on the discharge position 221a side, the effective volume V of the first cylinder 20A and the second cylinder 20B increases. 2 weakening control can also be performed.
[0323]
FIG. 24 shows an area of weakening control of the first gas spring 21A and the second gas spring 21B performed by the controller 301.
[0324]
As shown in FIG. 24, in the controller 301, first weakening control for weakening the spring generating force F of the first gas spring 21A and the second gas spring 21B in the area (1) where the load is lower than the equilibrium point; The second weakening control for weakening the spring generation force F of the first gas spring 21A and the second gas spring 21B in the area (2) where the load is higher than the equilibrium point is performed according to the situation.
[0325]
FIG. 25 is a diagram showing specific equivalent wheels to which the weakening control is applied in accordance with the situation of the vehicle 10, characteristics of body tilting (lifting and pushing up), types of weakening control of the gas springs 21A and 21B (first weakening control, 5 is a table 500 showing (second weakening control). The controller 301 stores the data of the table 500 in FIG.
[0326]
FIG. 27 shows a procedure of processing performed by the controller 301.
[0327]
The processing is performed for each equivalent wheel 51, 52, 53, 54 (step 501).
[0328]
First, for the first equivalent wheel (for example, the equivalent front left wheel 51), it is determined which situation in the table 500 corresponds to the situation of the equivalent wheel (equivalent left front wheel 51). As described in the first embodiment, the fourth embodiment, the practical example 5, and the sixth embodiment, the situation such as acceleration is determined based on the detection signal k of the acceleration sensor or the like (step 502).
[0329]
Next, according to Table 500, it is determined whether the equivalent wheel (equivalent left front wheel 51) is a specific equivalent wheel, and it is determined whether the weakening control is required for the equivalent wheel (equivalent left front wheel 51) ( Step 503). As a result, when it is determined that the equivalent wheel (equivalent left front wheel 51) is not a specific equivalent wheel and that the weakening control is unnecessary, it is determined that the weakening control is not applied to the equivalent wheel (equivalent left front wheel). (Step 509).
[0330]
In step 503, when it is determined that the equivalent wheel (equivalent left front wheel 51) is a specific equivalent wheel and weakening control is necessary, according to Table 500, the first weakening control and the second weakening control are performed. The type is determined (step 504).
[0331]
As will be described later, if the type of weakening control applied to the equivalent wheel (equivalent left front wheel 51) is not unique but is complex, the process proceeds to step 505 and proceeds (steps 505 to 505). 508), if the type of the weakening control is uniquely determined, the process proceeds to step 507, and as shown in Table 500, the first weakening control or the second weakening for the equivalent wheel (equivalent left front wheel 51). Perform control. After that, the same processing is performed for the other equivalent right front wheels 52, equivalent left rear wheels 53, and equivalent right rear wheels 54.
[0332]
This will be specifically described below.
[0333]
It is assumed that the operator of the vehicle 100 operates the mode selection switch 401 on the operation panel 400 to select the “high-speed cruising mode M1”. Then, a signal indicating the “high-speed cruise mode M1” is input to the controller 301, and control signals jA and jB suitable for the “high-speed cruise mode M1” are generated and output to the suspension adjustment unit 200.
[0334]
Here, the high-speed cruise mode M1 is selected when the vehicle travels on a normal pavement road that is not damaged, and exhibits the same suspension performance as a general automobile. There is almost no road surface unevenness to be absorbed by the suspension device. For example, it is used when the amplitude is within about 3 cm.
[0335]
Therefore, when the high-speed cruise mode M1 is selected, as shown in FIG. 30, the first opening / closing operation is performed on all (four) suspension adjustment units 200 corresponding to the front, rear, left, and right equivalent wheels 51 to 54. Control signals jA and jB for closing the valve 202A (closed state) and closing the second on-off valve 202B (closed state) are output.
[0336]
As a result, the communication between the hydraulic chamber 25 of the first cylinder 20A and the hydraulic chamber 25 of the second cylinder 20B is interrupted, and the hydraulic chamber 25 of the first cylinder 20A and the second cylinder 20B and the hydraulic chamber 217 of the accumulator 204. And the effective mass m of the first gas spring 21A and the second gas spring 21B becomes the gas mass m1 and m2, respectively, and the gas springs 21A and 21B operate independently. For this reason, the deformation range of the first gas spring 21A and the second gas spring 21B is limited to a narrow range before and after the equilibrium point, and the change width of the displacement X of the first gas spring 21A and the second gas spring 21B is limited. Become smaller. For this reason, uniform characteristics are maintained by the suspension device while the vehicle 10 is cruising at high speed, and even if the vehicle 10 runs at high speed for a long time, the occupant feels less uncomfortable and tired. However, if the shock absorption by the suspension device becomes weaker than that of a general automobile and the vehicle 10 gets over large unevenness during high-speed running, a large vertical acceleration may be applied to the occupant and the load.
[0337]
Next, it is assumed that the operator of the vehicle 100 operates the mode selection switch 402 on the operation panel 400 to select the “rough terrain running mode M2”. Then, a signal indicating the “rough terrain running mode M2” is input to the controller 301, and control signals jA, jB, jC suitable for the “rough terrain running mode M2” are generated and output to the suspension adjustment unit 200.
[0338]
Here, the rough terrain running mode M2 is selected when running on a damaged paved road or an unpaved road surface, and exerts a suspension performance for passing through an area that cannot be passed by a general automobile. . The step on the road surface passing by the function of the suspension device is at most about の of the diameter of the wheel (tire) 103. In the rough terrain running mode M2, the spring generation force F of the first gas spring 21A and the second gas spring 21B is adjusted with priority given to the fact that the vehicle can travel more safely than the ride comfort of the occupant.
[0339]
Therefore, when the rough terrain running mode M2 is selected, as shown in FIG. 32, the first (for four) suspension adjustment units 200 corresponding to the front, rear, left, and right equivalent wheels 51 to 54 are provided with the first suspension adjustment unit 200. Control signals jA, jB, jC for opening the on-off valve 202A (communication state), opening the second on-off valve 202B (communication state), and opening the third on-off valve 202C (communication state) Is output.
[0340]
Thereby, the hydraulic chamber 25 of the first cylinder 20A and the hydraulic chamber 25 of the second cylinder 20B communicate with each other, and the hydraulic chamber 25 of the first cylinder 20A and the second cylinder 20B and the hydraulic chamber 217 of the accumulator 204 are connected. Communicate.
[0341]
The effective mass m of the first gas spring 21A increases by adding the effective mass m2 of the second gas spring 21B and the effective mass m3 of the third gas spring 21C to its own gas mass m1. Similarly, the effective mass m of the second gas spring 21B is obtained by adding the effective mass m1 of the first gas spring 21A and the effective mass m3 of the third gas spring 21C to its own gas mass m2. To increase.
[0342]
As a result, the first gas spring 21A and the second gas spring 21B in the rough terrain running mode M2 become weaker than the spring generation force F in the high speed cruising mode M1, and the first gas spring 21A and the second gas The spring 21B is deformed in a wide range around the equilibrium point. Therefore, the shock absorbing capacity of the suspension is much higher than that of a general automobile. However, if the vehicle travels on a pavement road at high speed for a long distance in the rough terrain mode M2, the occupant may be tired due to swinging in the roll direction or the pitch direction like a suspension device with weak damping.
[0343]
FIG. 31 shows that the first opening / closing valve 202A, the second opening / closing valve 202B, and the third opening / closing valve 202C are in the open state shown in FIG. Hereinafter, a state in which the first on-off valve 202A, the second on-off valve 202B, and the third on-off valve 202C are in the open state shown in FIG. Dashes are given to the suspension adjustment units 200 that are not described above to distinguish them.
[0344]
If it is determined that “2) when the vehicle 100 is turning” described in the first embodiment when the rough terrain running mode M1 is selected, as shown in FIG. The first on-off valve 202A is opened (communicated state) and the second on-off valve 202B is opened for the suspension adjustment sections 200 'corresponding to the two front and rear equivalent wheels (specific equivalent wheels) on the side of the vehicle body. Control signals jA, jB, and jC are output to bring the third open / close valve 202C to the closed state (closed state).
[0345]
However, control signals jA, jB, and jC for keeping the basic settings are output to suspension adjustment units 200 corresponding to equivalent wheels other than the specific equivalent wheels shown in FIG.
[0346]
For example, when the vehicle 100 is turning to the left as shown in FIG. 34, the suspension adjustment units 200 'corresponding to the two front left and right equivalent wheels 51 and the equivalent left rear wheel 53 on the side of the vehicle body close to the turning center are provided. 33, the control signals jA, jB, and jC for setting the respective on-off valves 202A, 202B, and 202C to the state shown in FIG. 33 are output, but the suspension adjustment units corresponding to the other equivalent right front wheels 52 and the equivalent right rear wheels 54 are provided. The control signals jA, jB, jC for the basic setting of FIG. 32 are output to the on-off valves 202A, 202B, 202C of 200.
[0347]
33, the hydraulic chamber 25 of the first cylinder 20A communicates with the hydraulic chamber 25 of the second cylinder 20B. The effective mass m of the first gas spring 21A increases by adding the effective mass m2 of the second gas spring 21B to its own gas mass m1. Similarly, the effective mass m of the second gas spring 21B increases by adding the effective mass m1 of the first gas spring 21A to its own gas mass m2. Therefore, the effective mass m of the first gas spring 21A and the effective mass m of the second gas spring 21B are each smaller than the effective mass at the time of the basic setting, and the spring generating force F in the area (1) where the load is lower than the equilibrium point Pb. Weakens. In this way, the spring generating force F of the first gas spring 21A and the second gas spring 21B corresponding to the equivalent left front wheel 51 and the equivalent left rear wheel 53 closer to the turning center is equivalent to the equivalent force farther from the turning center. In the region (1) where the spring generating force F of the first gas spring 21A and the second gas spring 21B of the right front wheel 52 and the equivalent right rear wheel 54 is lower than the equilibrium point Pb, the effective mass is reduced. As a result, the first weakening control is performed. As a result, excessive lifting of the vehicle body 101 on the side near the turning center is suppressed, steering stability during turning is improved, and rollover is prevented.
[0348]
In the case of the seventh embodiment, the effective volume V of the first cylinder 20A and the second cylinder 20B increases by positioning the vehicle height adjustment valve 221 on the discharge position 221a side. By outputting the control signal i to the valve 221, the first weakening control by increasing the effective volume described above can also be performed. Therefore, the first weakening control based on the effective volume increase may be performed instead of the first weakening control based on the effective mass reduction.
[0349]
However, in order to cope with a sudden lateral G caused by the turning, opening and closing the on-off valve is more advantageous in improving responsiveness. Further, when the vehicle 100 is traveling on uneven terrain, maintaining communication between the oil chamber 25 of the first cylinder 20A and the oil chamber 25 of the second cylinder 20B when riding over unevenness of the road surface It is advantageous. Therefore, performing the first weakening control by reducing the effective mass is particularly effective for the vehicle 100 traveling on uneven terrain. Note that the first weakening control is similarly performed when the vehicle 100 makes a right turn.
[0350]
When it is determined that the terrain running mode M1 is selected, as described in the fifth embodiment, it is determined that “5) the vehicle 100 rides on a step or a protrusion when moving forward or backward” as shown in FIG. Then, the first on-off valve 202A is opened (communicated) with respect to the suspension adjustment unit 200 'corresponding to the two front left and right equivalent wheels (specific equivalent wheels) in the traveling direction of the vehicle 100, Control signals jA, jB, and jC are output to close the second on-off valve 202B (closed state) and open the third on-off valve 202C (communication state).
[0351]
However, the control signals jA, jB, and jC that keep the basic settings are output to the suspension adjustment units 200 corresponding to the equivalent wheels other than the specific equivalent wheel shown in FIG.
[0352]
For example, when the vehicle 100 is moving forward as shown in FIG. 36 (a), the suspension adjustment unit 200 'corresponding to the front equivalent left front wheel 51 and the front equivalent right wheel 52 in the forward direction is: Control signals jA, jB, and jC that output the respective opening / closing valves 202A, 202B, and 202C to the state shown in FIG. 35 are output, but other control signals of the suspension adjustment units 200 corresponding to the equivalent left rear wheel 53 and the equivalent right rear wheel 54 are output. Control signals jA, jB, jC for setting the basic settings in FIG. 32 are output to the on-off valves 202A, 202B, 202C.
[0353]
In the state shown in FIG. 35, the hydraulic chamber 25 of the first cylinder 20A communicates with the oil chamber 217 of the accumulator 204. On the other hand, the oil chamber 25 of the second cylinder 20B is shut off from the oil chamber 217 of the accumulator 202 and the oil chamber 25 of the first cylinder 20A. Thereby, the effective mass m of the first gas spring 21A increases by adding the effective mass m3 of the third gas spring 21C to its own gas mass m1. Here, at the time of the basic setting, the gas mass m3 of the third gas spring 21C shared the increase in the effective mass of both the first gas spring 21A and the second gas spring 21B. 217 communicates only with the oil chamber 25 of the first cylinder 20A, thereby contributing only to an increase in the effective mass of the first gas spring 21A. It will increase from the time of setting. The effective mass m of the first gas spring 21A is larger than the effective mass at the time of the basic setting, and the spring generating force F is weakened in a region (2) where the load is higher than the equilibrium point Pb.
[0354]
As described above, the first gas springs 21A are provided corresponding to the front axles (the first shaft 41 and the fourth shaft 44) that particularly greatly affect the inclination of the vehicle body 101 in the pitch direction. In this way, the spring generating force F of the first gas spring 21A corresponding to the foremost axle (first shaft 41) during forward movement is greater than the spring generating force F of the gas springs of the other axles, and is higher than the equilibrium point Pb. In the high load area (2), the weakening is caused by the increase in the effective mass, and the second weakening control is performed. As a result, excessive thrust of the vehicle body 101 when riding on a step or the like during forward movement is suppressed, and steering stability of the vehicle 100 is improved.
[0355]
In the case of the seventh embodiment, the effective volume V of the first cylinder 20A and the second cylinder 20B increases by positioning the vehicle height adjustment valve 221 on the discharge position 221a side. By outputting the control signal i to the valve 221, it is possible to perform the above-described second weakening control by increasing the effective volume. Therefore, instead of the second weakening control by increasing the effective mass, the second weakening control by increasing the effective volume may be performed.
[0356]
However, in order to cope with a sudden push-up caused by overcoming a protrusion or the like, opening and closing the on-off valve is more advantageous in improving responsiveness. For this reason, performing the second weakening control by increasing the effective mass is particularly effective for the vehicle 100 traveling on uneven terrain.
[0357]
As shown in FIG. 36 (b), the first gas corresponding to the fourth axle 44, which is the foremost axle in the traveling direction, is similarly used when the vehicle 100 rides on a step or a projection while the vehicle is moving backward. The spring generating force F of the spring 21A is weakened by an increase in the effective mass in a region (2) where the load is higher than the equilibrium point Pb, and the second weakening control is performed.
[0358]
In the seventh embodiment, the second weakening control is performed on the first gas spring 21A corresponding to the front axle (the first shaft 41 or the fourth shaft 44) in the traveling direction. Both the first gas spring 21A and the second gas spring 21B corresponding to the front equivalent wheels (equivalent left front wheel 51, equivalent right front wheel 52 or equivalent left rear wheel 53, equivalent right rear wheel 54) perform second weakening. Control may be performed. That is, specifically, the on-off valve 202B in FIG. 35 may be opened (communicated).
[0359]
If it is determined that “3) at the time of climbing on a step on the left and right wheels and on a slope” described in the first embodiment when the rough terrain running mode M1 is selected, as shown in FIG. The first opening / closing valve 202A is opened (communicating state) and the second opening / closing valve 202B is opened (communicating state) with respect to the suspension adjusting unit 200 'corresponding to the equivalent wheel (specific equivalent wheel) on the side with a higher value. State) and the control signals jA, jB, jC for closing the third on-off valve 202C (closed state).
[0360]
However, control signals jA, jB, and jC that are kept in the basic settings are output to suspension adjustment units 200 corresponding to equivalent wheels other than the specific equivalent wheel shown in FIG.
[0361]
For example, as shown in FIG. 38, when the left side surface of the vehicle body 101 rides on a high step 120, the suspension adjustment unit 200 'corresponding to the two front left and right equivalent wheels 51 and the left rear wheel 53 on the step 120 side. 37, the control signals jA, jB, jC for setting the respective on-off valves 202A, 202B, 202C to the state shown in FIG. 37 are output, but the suspensions corresponding to the other equivalent right front wheels 52 and the equivalent right rear wheels 54 are output. Control signals jA, jB, and jC for the basic setting in FIG. 32 are output to the on-off valves 202A, 202B, and 202C of the adjustment unit 200.
[0362]
37, the hydraulic chamber 25 of the first cylinder 20A and the hydraulic chamber 25 of the second cylinder 20B communicate with each other. The effective mass m of the first gas spring 21A increases by adding the effective mass m2 of the second gas spring 21B to its own gas mass m1. Similarly, the effective mass m of the second gas spring 21B increases by adding the effective mass m1 of the first gas spring 21A to its own gas mass m2. Therefore, the effective mass m of the first gas spring 21A and the effective mass m of the second gas spring 21B are each smaller than the effective mass at the time of the basic setting, and the spring generating force F in the area (1) where the load is lower than the equilibrium point Pb. Weakens. In this manner, the spring generating force F of the first gas spring 21A and the second gas spring 21B corresponding to the equivalent left front wheel 51 and the equivalent left rear wheel 53 on the high road surface is equivalent to the equivalent right front wheel on the low road surface. 52, in a region (1) where the spring generating force F of the first gas spring 21A and the second gas spring 21B of the equivalent right rear wheel 54 is lower than the equilibrium point Pb, and becomes weaker due to a decrease in effective mass. , And the first weakening control is performed. Accordingly, excessive lifting of the vehicle body 101 due to the left side surface of the vehicle body 101 riding on the step 120 is suppressed, steering stability is improved, and rollover is prevented.
[0363]
In the case of the seventh embodiment, the effective volume V of the first cylinder 20A and the second cylinder 20B increases by positioning the vehicle height adjustment valve 221 on the discharge position 221a side. By outputting the control signal i to the valve 221, the first weakening control by increasing the effective volume described above can also be performed. Therefore, the first weakening control based on the effective volume increase may be performed instead of the first weakening control based on the effective mass reduction.
[0364]
However, in order to cope with a sudden lateral G caused by the lateral inclination, opening and closing the on-off valve is more advantageous in improving responsiveness. Further, when the vehicle 100 is traveling on uneven terrain, maintaining communication between the oil chamber 25 of the first cylinder 20A and the oil chamber 25 of the second cylinder 20B when riding over unevenness of the road surface It is advantageous. Therefore, performing the first weakening control by reducing the effective mass is particularly effective for the vehicle 100 traveling on uneven terrain.
[0365]
However, when the vehicle 100 travels on a road surface having a step or the like for a long time, the pressure in the oil chamber 217 of the accumulator 204 is controlled by controlling the vehicle height adjustment valve 221 with the third on-off valve 202C closed. The pressure may be lowered until the pressure becomes "low vehicle height", and then the third on-off valve 202C may be opened. By doing so, as shown in FIG. 36, it is possible to quickly and easily deal with a thrust of the vehicle body 101 due to a step in the traveling direction or the like.
[0366]
When it is determined that “1) the vehicle 100 is accelerating or decelerating” described in the first embodiment when the rough terrain running mode M1 is selected, as shown in FIG. The first and second equivalent front wheels 51 and 52 during acceleration, and the first and second equivalent rear wheels 53 and 54 (specific equivalent wheels) during rapid deceleration, are provided to the suspension adjusters 200 ′. Control signals jA, jB, jC for opening the on-off valve 202A (communication state), opening the second on-off valve 202B (communication state), and closing the third on-off valve 202C (closing state) are given by: Is output.
[0367]
However, the control signals jA, jB, and jC that keep the basic settings are output to the suspension adjustment units 200 corresponding to the equivalent wheels other than the specific equivalent wheel shown in FIG.
[0368]
For example, when the vehicle 100 is rapidly accelerating as shown in FIG. 40 (a), the opening / closing valves 202A, 202B, 202C are provided to the suspension adjusters 200 'corresponding to the left and right equivalent front wheels 51, 52. The control signals jA, jB and jC for outputting the state shown in FIG. 39 are output. However, the control signals jA, jB and jC are output to the respective opening / closing valves 202A, 202B and 202C of the suspension adjustment unit 200 corresponding to the other left and right equivalent rear wheels 53 and 54. , The control signals jA, jB, jC for the basic setting of FIG. 32 are output.
[0369]
39, the hydraulic chamber 25 of the first cylinder 20A communicates with the hydraulic chamber 25 of the second cylinder 20B. The effective mass m of the first gas spring 21A increases by adding the effective mass m2 of the second gas spring 21B to its own gas mass m1. Similarly, the effective mass m of the second gas spring 21B increases by adding the effective mass m1 of the first gas spring 21A to its own gas mass m2. Therefore, the effective mass m of the first gas spring 21A and the effective mass m of the second gas spring 21B are each smaller than the effective mass at the time of the basic setting, and the spring generating force F in the area (1) where the load is lower than the equilibrium point Pb. Weakens. In this way, the spring generating force F of the first gas spring 21A and the second gas spring 21B corresponding to the left and right equivalent front wheels 51 and 52 becomes the first gas spring 21A of the left and right equivalent rear wheels 53 and 54, respectively. In the area (1) where the load is lower than the equilibrium point Pb than the spring generating force F of the second gas spring 21B, the force becomes weaker due to the decrease in the effective mass, and the first weakening control is performed. This suppresses excessive lifting of the vehicle body 101 during sudden acceleration, and improves the accuracy of shooting when shooting while suddenly starting.
[0370]
Similarly, when the vehicle 100 is undergoing rapid deceleration, the first gas spring 21A and the second gas spring 21B corresponding to the left and right equivalent rear wheels 53 and 54 are similarly described as shown in FIG. The weakening control of 1 is performed, and in the case where the shooting is performed while rapidly decelerating similarly, the hit accuracy of the shooting is improved.
[0371]
In the case of the seventh embodiment, the effective volume V of the first cylinder 20A and the second cylinder 20B increases by positioning the vehicle height adjustment valve 221 on the discharge position 221a side. By outputting the control signal i to the valve 221, the first weakening control by increasing the effective volume described above can also be performed. Therefore, the first weakening control based on the effective volume increase may be performed instead of the first weakening control based on the effective mass reduction.
[0372]
However, in order to cope with rapid acceleration and deceleration, opening and closing the on-off valve is more advantageous in improving responsiveness. Further, when the vehicle 100 is traveling on uneven terrain, maintaining communication between the oil chamber 25 of the first cylinder 20A and the oil chamber 25 of the second cylinder 20B when riding over unevenness of the road surface It is advantageous. Therefore, performing the first weakening control by reducing the effective mass is particularly effective for the vehicle 100 traveling on uneven terrain.
[0373]
It is assumed that the operator of the vehicle 100 operates the mode selection switch 403 on the operation panel 400 to select the “precision shooting mode M3”. Then, a signal indicating the “precise shooting mode M3” is input to the controller 301, and control signals jA and jB suitable for the “precision shooting mode M3” are generated and output to the suspension adjustment unit 200.
[0374]
When the precise shooting mode M3 is selected, it is determined that “4) At the time of shooting by the projection device 60” of the first embodiment described above, and as shown in FIG. 41, the closest to the direction in which the shooting direction L is extended. For the suspension adjustment unit 200 'corresponding to the equivalent wheel (specific equivalent wheel), the first opening / closing valve 202A is closed (cutoff state) and the second opening / closing valve 202B is closed (cutoff state). Control signals jA and jB are output. However, the control signals jA, jB, and jC which keep the basic settings are output to the suspension adjustment units 200 corresponding to the equivalent wheels other than the specific equivalent wheel shown in FIG.
[0375]
Although the precision shooting mode M3 is selected by operating the mode selection switch 403, the state of the precision shooting mode M3 is automatically set if the vehicle 100 stops while the rough terrain running mode M2 is selected. Implementation is also possible.
[0376]
In the precision shooting mode M3, for example, as shown in FIG. 42, the opening / closing valves 202A and 202B are not shown for the suspension adjustment unit 200 'corresponding to the equivalent right rear wheel 54 closest to the direction in which the shooting direction L is extended. The control signals jA and jB for outputting the state 41 are output. However, for the respective opening / closing valves 202A, 202B and 202C of the suspension adjusting unit 200 corresponding to the other equivalent wheels 51, 52 and 53, the signals shown in FIG. The control signals jA, jB, jC for the basic setting are output.
[0377]
41, the communication between the hydraulic chamber 25 of the first cylinder 20A and the hydraulic chamber 25 of the second cylinder 20B is cut off, and the hydraulic chambers 25 of the first cylinder 20A and the second cylinder 20B are disconnected. The communication between the first gas spring 21A and the second gas spring 21B becomes the gas masses m1 and m2, respectively, so that the gas springs 21A and 21B are independently connected. Operate. Therefore, the effective mass m of the first gas spring 21A and the effective mass m of the second gas spring 21B are each smaller than the effective mass at the time of the basic setting, and the spring generating force F in the area (1) where the load is lower than the equilibrium point Pb. Weakens. As shown in FIGS. 33, 35, 37, and 39, the effective mass (m1 + m2) when the oil chamber 25 of the first cylinder 20A and the oil chamber 25 of the second cylinder 20B communicate with each other. Has also decreased, and is weaker than the spring generating force during turning or the like. Since the vehicle is stopped, the oil chamber 25 of the first cylinder 20A and the oil chamber 25 of the second cylinder 20B do not need to communicate with each other to cope with overcoming unevenness on the road surface. Further, the effective mass is further reduced, the spring generating force is further reduced, and excessive lifting due to shooting is dealt with.
[0378]
The spring generating force F of the first gas spring 21A and the second gas spring 21B corresponding to the equivalent wheel (equivalent right rear wheel 54) closest to the direction in which the shooting direction L is extended in this manner is the other. In a region (1) where the spring generating force F of the first gas spring 21A and the second gas spring 21B of the equivalent wheel (51, 52, 53) is lower than the equilibrium point Pb, the effective mass is reduced. As a result, the first weakening control is performed. Thereby, when the vehicle 100 is stopped and shooting is performed, excessive lifting is suppressed, and shooting can be performed precisely. The first weakening control is performed in the same manner when the equivalent wheel closest to the direction in which the shooting direction L is extended is other than the equivalent left rear wheel 54.
[0379]
Further, in the seventh embodiment, as described in the first embodiment, the equivalent wheel other than the sinking equivalent wheel is set as a specific equivalent wheel, and the first weakening control is performed on the specific equivalent wheel. Alternatively, as shown in FIG. 43 (c), the vehicle height of the vehicle body 101 may be adjusted to a vehicle height corresponding to the equivalent wheel that sinks most.
[0380]
The processing in the case where the type of weakening control is uniquely determined, that is, steps 504 and 507, has been described with reference to the flowchart in FIG.
[0381]
Next, the processing in the case where the type of the weakening control is determined to be complex without being uniquely determined, that is, steps 505, 506, and 508 will be described.
[0382]
FIG. 26C illustrates a situation where it is determined that the type of weakening control is complex for the equivalent wheel to be determined.
[0383]
That is, as shown in FIG. 26A, the vehicle 100 prepares to get over the protrusion 130 while moving forward, and at the same time, the left side of the vehicle body 101 passes through the high step 120 as shown in FIG. 26B. Suppose. This situation is a case where the situation shown in FIG. 36 (a) and the situation shown in FIG. 38 are combined, and is shown in FIG. 26 (c).
[0384]
As shown in FIG. 26C, the right equivalent front wheel 52 is uniquely determined to be a specific equivalent wheel in the situation of FIG. 36A, so that it is determined that the second weakening control should be performed ( Step 507). Since the left equivalent rear wheel 53 is uniquely determined to be a specific equivalent wheel in the situation of FIG. 38, it is determined that the first weakening control should be performed (step 507). Further, since the right equivalent rear wheel 54 does not correspond to any of the specific equivalent wheel in FIG. 36A and the specific equivalent wheel in FIG. 38, it is determined that the weakening control is not applied with the basic setting (step). 509).
[0385]
However, since the left equivalent front wheel 51 is both a specific equivalent wheel in the situation of FIG. 36A and a specific equivalent wheel in the situation of FIG. 38, the first weakening control and the second weakening control are simultaneously performed. Need to be implemented.
[0386]
Here, the first weakening control by decreasing the effective mass and the second weakening control by increasing the effective mass cannot be performed simultaneously.
[0387]
In a complex situation in which it is necessary to simultaneously perform the first weakening control by decreasing the effective mass and the second weakening control by increasing the effective mass, the controller determines in advance that the weakening control having the higher priority should be performed. If it is set in 301, the weakening control of the higher priority is performed. For example, if it is determined that priority is given to prevention of inclination of the vehicle body 101 due to a step on the side of the vehicle body over riding over a protrusion in the forward direction, the left equivalent front wheel 51 performs the first weakening control by reducing the effective mass. It is determined that it should be performed (steps 505, 506, 508).
[0388]
Also, the first weakening control by increasing the effective volume and the second weakening control by increasing the effective volume can be performed simultaneously.
[0389]
In a complex situation where the first weakening control and the second weakening control need to be performed simultaneously, the controller 301 determines in advance that the first weakening control and the second weakening control should be performed by increasing the effective volume by the controller 301. When set, the first weakening control and the second weakening control based on the effective volume increase are performed. Therefore, it is determined that the left equivalent front wheel 51 should perform the first weakening control and the second weakening control by increasing the effective volume (steps 505 and 507).
[0390]
On the other hand, the controller 301 does not set the priority of the first weakening control based on the effective mass reduction and the priority of the second weakening control based on the effective mass increase, and the weakening control based on the effective volume should be performed. When the reference is not set, it is determined that the weak equivalent control is not applied to the left equivalent front wheel 51 while keeping the basic setting (steps 505, 506, and 509).
[0391]
As described above, according to the embodiment, the spring generating force of the gas spring is adjusted according to various situations in which the vehicle 100 is placed, so that the vehicle 100 is always operated regardless of whether it is running at high speed or running on uneven terrain. While traveling stably, it can shoot very precisely when stopped.
[0392]
The seventh embodiment described above may be implemented by appropriately combining the second and third embodiments.
[0393]
In the above-described first to seventh embodiments, the description has been made on the assumption that the weakening control is performed on the gas spring. However, the present invention is not limited to the gas spring. That is, as described in FIG. 7, when compared with a linear spring such as a metal spring, a non-linear region in which the spring generating force F is larger than the linear spring in the region (1) where the load is lower than the equilibrium point Pb. As long as the nonlinear spring has characteristics, it is possible to perform the first weakening control on the nonlinear spring.
[0394]
When compared with a linear spring such as a metal spring, a non-linear spring having a non-linear characteristic in which a spring generating force F is larger than a linear spring in a region (2) where the load is higher than the equilibrium point Pb is obtained. It is also possible to perform the second weakening control for this nonlinear spring.
[0395]
Further, in each embodiment, the same effect is obtained by performing the control for strengthening the spring on the equivalent wheel other than the specific equivalent wheel to be subjected to the weakening control without performing the first weakening control and the second weakening control. Is also possible. Further, the first weakening control or the second weakening control may be performed for a specific equivalent wheel, and the control for strengthening the spring may be performed for an equivalent wheel other than the specific equivalent wheel. However, since the shooting recoil is strongly supported by strengthening the spring that sinks most, it is desirable to use measures that do not damage the vehicle body when performing control to strengthen the spring. In addition, during traveling, there is a possibility that the riding feeling becomes "lumpy". Therefore, it is desirable to take measures to prevent the occupant from feeling uncomfortable when traveling for a long time.
[Brief description of the drawings]
FIGS. 1A, 1B, and 1C are diagrams showing an overall configuration of a vehicle according to an embodiment.
FIG. 2 is a diagram illustrating an equivalent two-axle wheel.
FIG. 3 is a diagram exemplifying a configuration of an oil pressure suspension cylinder including a gas spring and a damper.
FIG. 4 is a view exemplifying a structure in which a damper function of a cylinder for hydraulic suspension is provided outside the cylinder.
FIG. 5 is a diagram exemplifying an oil pressure suspension cylinder and a suspension adjustment unit used for performing a first weakening control based on an effective mass reduction.
FIG. 6 is a characteristic diagram of a gas spring used for explaining first weakening control based on an effective mass reduction.
FIG. 7 is a characteristic diagram used to explain a difference between characteristics of a gas spring and a metal spring.
8 (a), (b), (c), (d), (e), (f), and (g) are diagrams illustrating a situation in which a vehicle is lifted and thrust up.
FIGS. 9A and 9B are views illustrating the structure of a three-axle multi-axle vehicle.
FIGS. 10A, 10B, and 10C are diagrams illustrating the structure of a four-axle multi-axle vehicle.
FIGS. 11A and 11B are diagrams illustrating the structure of a five-axle multi-axle vehicle.
FIGS. 12A and 12B are diagrams for explaining the relationship between the equivalent axis and the actual number of wheels.
FIGS. 13A and 13B are diagrams showing a case where gas springs are used for all axles and a case where gas springs are used for some axles.
FIG. 14 is a diagram illustrating a modification of FIG. 5;
FIGS. 15A and 15B are diagrams illustrating a modified example of FIG. 5;
FIGS. 16A and 16B are diagrams illustrating a modification of FIG. 5;
FIGS. 17A and 17B are diagrams illustrating a modification of FIG. 5;
FIG. 18 is a diagram exemplifying an oil pressure suspension cylinder and a suspension adjustment unit used for performing first weakening control (or second weakening control) by increasing the effective volume.
FIG. 19 is a characteristic diagram of a gas spring used for explaining first weakening control (or second weakening control) by increasing the effective volume.
FIGS. 20 (a) and 20 (b) are diagrams used to explain a situation in which a vehicle is pushed up.
FIG. 21 is a characteristic diagram of a gas spring used to explain a second weakening control by increasing the effective mass.
FIG. 22 is a diagram illustrating a configuration example of an operation panel, a controller, and a suspension adjustment unit mounted on a vehicle.
FIG. 23 is a feedback diagram illustrating the feedback control system of FIG. 22;
FIG. 24 is a diagram showing a control range implemented by the controller of FIG. 22;
FIG. 25 is a table showing data stored in the controller of FIG. 22;
26 (a), 26 (b) and 26 (c) are diagrams illustrating a case where the weakening control applied to the equivalent wheel is complex.
FIG. 27 is a flowchart illustrating a procedure of a process performed by the controller in FIG. 22;
28 (a) and 28 (b) are views showing the entire configuration of a vehicle provided with a metal spring in parallel with a gas spring, and FIG. 28 (c) is a diagram in which a metal spring is provided in parallel with a gas spring. FIG. 2 is an enlarged view of the configuration shown in FIG.
FIG. 29 is a diagram illustrating contents selected on the operation panel shown in FIG. 22;
FIG. 30 is a diagram illustrating the operation of FIG. 22 when the high-speed cruising mode is selected.
FIG. 31 is a diagram showing control contents performed on each equivalent wheel when the rough terrain running mode is selected, and showing a state where control according to the basic setting is performed on each equivalent wheel. is there.
FIG. 32 is a view for explaining the operation (basic setting) of FIG. 22 when the rough terrain running mode is selected.
FIG. 32 is a diagram illustrating the operation of FIG. 22 when the rough terrain mode is selected and the vehicle is turning.
FIG. 34 is a diagram showing the content of control performed on each equivalent wheel in correspondence with FIG. 33.
FIG. 35 is a diagram for explaining the operation of FIG. 22 when the rough terrain running mode is selected and the vehicle passes over a protrusion (or a step or the like).
36 (a) and 36 (b) are diagrams showing the control contents performed on each equivalent wheel in correspondence with FIG. 35.
FIG. 37 is a diagram illustrating the operation of FIG. 22 when the vehicle runs on an inclined surface or a single step when the rough terrain running mode is selected.
FIG. 38 is a diagram showing control contents performed in each equivalent wheel in correspondence with FIG. 37.
FIG. 39 is a diagram for explaining the operation of FIG. 22 when the vehicle performs rapid acceleration or rapid deceleration when the rough terrain running mode is selected.
40 (a) and (b) are diagrams showing the control contents performed in each equivalent wheel corresponding to FIG. 39.
FIG. 41 is a diagram illustrating the operation of FIG. 22 in the precision shooting mode.
FIG. 42 is a diagram showing control contents performed in each equivalent wheel in correspondence with FIG. 41.
FIGS. 43 (a), (b) and (c) are side views showing a state where a vehicle equipped with a mass projection device carries out shooting, and illustrates a conventional technique and the present invention in comparison. It is.
[Explanation of symbols]
11-18 Suspended legs
20 Cylinder for hydraulic suspension
20a Outer tube
20b inner tube
21 Gas spring
21A First gas spring
21B Second gas spring
21C Third gas spring
31 Metal spring
41-44 axles
51-54 equivalent wheel
61 Equivalent front axis
62 Equivalent rear axis
100 vehicles
101 body
200 Suspension adjustment unit

Claims (19)

A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle that includes a spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of springs,
The spring is a non-linear spring having a non-linear characteristic in which a spring generating force is larger than a linear spring in a region with a lower load than an equilibrium point,
From the plurality of non-linear springs, a spring generating force is detected or predicted by a moment that causes the vehicle body to tilt around the center of gravity being in the low-load area,
A spring control device for a vehicle, wherein the detected or predicted specific nonlinear spring generation force is controlled so as to be weakened. Applied to a vehicle equipped with a mass projection device, wherein when the mass is projected from the mass projection device, a non-linear spring other than a non-linear spring that sinks most is detected or predicted as the specific non-linear spring. Item 4. The vehicle spring control device according to Item 1. A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle that includes a spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of springs,
The spring is a non-linear spring having a non-linear characteristic in which a spring generating force is larger than a linear spring in a region where a load is higher than an equilibrium point,
From the plurality of non-linear springs, a spring generating force is detected or predicted by detecting a moment in which the vehicle body is tilted around the center of gravity in a region of the high load,
A spring control device for a vehicle, wherein the detected or predicted specific nonlinear spring generation force is controlled so as to be weakened. The vehicle according to claim 3, wherein a nonlinear spring corresponding to the front axle in the traveling direction of the vehicle, which is applied to a vehicle traveling on an uneven road surface, is detected or predicted as the specific nonlinear spring. Spring control device. The vehicle spring control device according to claim 1, wherein the non-linear spring is a gas spring. Applies to vehicles with three or more axles,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
When a moment for tilting the vehicle body around the center of gravity is given, of the equivalent front shaft and the equivalent rear shaft, a rising or equivalent axis is detected or predicted, and a non-linear spring corresponding to this rising side equivalent axis is 5. The vehicle spring control device according to claim 1, wherein a specific non-linear spring is used. Applies to vehicles with three or more axles,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
When a moment for tilting the vehicle body around the center of gravity is applied, of the equivalent front axis and the equivalent rear axis, a rising equivalent axis is detected or predicted, and a non-linear spring corresponding to the rising equivalent axis is used. 5. The vehicle spring control device according to claim 1, wherein the non-linear spring attached to the foremost side of the vehicle body or the rearmost side of the vehicle body is a specific non-linear spring. Applies to vehicles with three or more axles,
The non-linear spring is a gas spring, and the gas spring is provided corresponding to only the frontmost and rearmost axles of the vehicle body,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
When a moment for tilting the vehicle body around the center of gravity is given, of the equivalent front shaft and the equivalent rear shaft, a rising or equivalent axis is detected or predicted, and a non-linear spring corresponding to this rising side equivalent axis is 5. The vehicle spring control device according to claim 1, wherein a specific non-linear spring is used. Applies to vehicles with three or more axles,
The non-linear spring is a gas spring,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
Adjusting means for weakly adjusting the spring generating force of the gas spring,
The air spring on the left side of the equivalent front shaft, the air spring on the right side of the equivalent front shaft, the air spring on the left side of the equivalent rear shaft, and the air spring on the right side of the equivalent rear shaft are provided four each. 5. The vehicle spring control device according to any one of claims 1 to 4. A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle including a gas spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of gas springs,
Along with providing a mechanical spring made of an elastic body in parallel with the gas spring,
Increasing the volume of the gas chamber of the gas spring or reducing the gas mass in the gas chamber, providing an adjusting means for weakly adjusting the spring generating force in a region of a lower load than the equilibrium point,
From among the plurality of gas springs, a spring that generates a moment to tilt the vehicle body around the center of gravity is applied to detect or predict a specific gas spring in a region of a lower load than the equilibrium point,
A spring control device for a vehicle, wherein the detected or predicted spring generation force of a specific gas spring is adjusted so as to be weakened by the adjusting means. By detecting the amount of deformation or distortion of the mechanical spring, the stroke of each suspension leg is measured, and based on the measured stroke of each suspension leg, the spring generating force is in a region where the load is lower than the equilibrium point. The vehicle spring control device according to claim 10, wherein a specific gas spring is detected or predicted. A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle including a gas spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of gas springs,
Along with providing a mechanical spring made of an elastic body in parallel with the gas spring,
Increasing the volume of the gas chamber of the gas spring or increasing the gas mass in the gas chamber, providing an adjusting means for weakly adjusting the spring generating force in a region of a higher load than the equilibrium point,
From the plurality of gas springs, a spring that generates a moment to tilt the vehicle body around the center of gravity is applied to detect or predict a specific gas spring in a region of higher load than the equilibrium point,
A spring control device for a vehicle, wherein the detected or predicted spring generation force of a specific gas spring is adjusted so as to be weakened by the adjusting means. By detecting the amount of deformation or distortion of the mechanical spring, the stroke of each suspension leg is measured, and based on the measured stroke of each suspension leg, the spring generation force is in a higher load region than the equilibrium point. 13. The vehicle spring control device according to claim 12, wherein a specific gas spring is detected or predicted. A plurality of suspension legs are provided on the vehicle body, the suspension leg is applied to a vehicle including a gas spring, and in a vehicle spring control device that controls a spring generating force generated by each of the plurality of gas springs,
Along with providing a mechanical spring made of an elastic body in parallel with the gas spring,
Providing adjusting means for adjusting the spring generating force of the gas spring,
A spring control device for a vehicle, wherein a height of a vehicle body is controlled by adjusting a spring generating force by the adjusting means. The method according to claim 1, wherein a stroke of each suspension leg is measured by detecting a deformation amount or a distortion of the mechanical spring, and a height of the vehicle body is controlled based on the measured stroke of each suspension leg. 15. The vehicle spring control device according to claim 14. The vehicle spring control device according to claim 10, wherein the air spring includes an outer tube and an inner tube. A gas spring (21A, 21B) provided on a suspension leg (11, 12) of a vehicle (10); a spring generating force adjusting means (200) for adjusting a spring generating force generated by the gas spring (21A, 21B); In a vehicle spring control device provided with
A first gas spring (21A) and a second gas spring (21B) are provided for each of the two suspension legs (11, 12);
The first gas spring (21A) and the second gas spring (21B) are provided with a common spring generating force adjusting means (200),
The spring generating force adjusting means (200)
A third gas spring (21C) common to the first gas spring (21A) and the second gas spring (21B);
A third oil passage (219) common to the first gas spring (21A) and the second gas spring (21B);
A first oil passage (27A) communicating the oil chamber (25) of the first gas spring (21A) with the third oil passage (219);
A first flow control valve (202A) provided on the first oil passage (27A),
A second oil passage (27B) communicating the oil chamber (25) of the second gas spring (21B) with the third oil passage (219);
A second flow control valve (202B) provided on the second oil passage (27B),
A fourth oil passage (220) communicating the oil chamber (217) of the third gas spring (21C) with the third oil passage (219);
A third flow control valve (202C) provided on the fourth oil passage (220),
By controlling the flow rate of the hydraulic oil passing through the first flow control valve (202A), the second flow control valve (202B), and the third flow control valve (202C), the first gas spring (21A) And a spring control device for adjusting a spring generation force generated by the second gas spring (21B). 18. The spring control device for a vehicle according to claim 17, wherein the first flow control valve, the second flow control valve, and the third flow control valve are on-off valves. Applies to vehicles with three or more axles,
An axle existing on the front side with respect to the center of gravity of the vehicle is regarded as an equivalent front axis, and an axle existing on the rear side with respect to the center of gravity of the vehicle is regarded as an equivalent rear axis,
The spring generating force adjusting means includes:
19. The vehicle spring control device according to claim 17, wherein the spring control device is provided on the left side of the equivalent front shaft, the right side of the equivalent front shaft, the left side of the equivalent rear shaft, and the right side of the equivalent rear shaft.

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