JPS58116214A - Controller of shock absorber - Google Patents

Abstract

PURPOSE:To prevent the rolling of a car in a curved place and improve its driving stability in a vehicle shock absorber, by constituting the shock absorber such that a difference of speed between front left and right wheels is detected to adjust damping force of the shock absorber in accordance with said difference of speed. CONSTITUTION:Detected car speeds of car speed sensors 2, 3 of front left and right wheels are input to a microcomputer 1 through buffers 4, 5 to calculate the absolute value of a speed difference between the wheels and compare the value with a reference value. If it is at least the reference value, a damping force increase signal is output after a prescribed time to absorber driving circuits 10-13 and increase damping force of corresponding absorbers 6-9. While, if it is less than the reference value and the damping force of the absorbers 6-9 is decided to be high, a decrease signal of damping force is output after a prescribed time to the circuits 10-13 to decrease the damping force of the absorbers 6-9. By this constitution, the rolling of a car at its cornering operation can be prevented to improve driving stability.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a shift absorber control device, particularly for an automobile equipped with a shift absorber, which includes a vehicle speed sensor that generates a left wheel speed signal in response to left front wheel rotation; It is equipped with another vehicle speed sensor that generates a right wheel speed signal according to the rotation of the right wheel, and detects the lateral inclination of the vehicle based on the wheel speed signal e from the own vehicle speed sensor 1, and detects the lateral inclination. The damping force of the jacket absorber is adjusted according to the situation. The present invention relates to a Quaboomba control device.

As is well known, normally, when an automobile is traveling on a curved course, the wheels on the outside of the curve tend to sink, while the wheels on the inside of the curve tend to float, and the vehicle body runs in a horizontally inclined state. This #I slope tends to increase as the radius of curvature of the curve becomes smaller, and even if the radius of curvature is the same, as the vehicle speed increases, the slope increases. For this reason, while the driver is driving, the driver's eye point and light axis may change, which may impede steering stability and make it difficult to maintain safe driving.

By the way, when a car runs on a curved course, as shown in Fig. 1, the wheel speed of the left front wheel is left @speed%'f.
A difference is created between the speed of the right-wheel vehicle Il #i, that is, the right-wheel speed Vtr, and when the speed is single or constant, the smaller the curve curvature radius, the larger the speed difference becomes. When driving, it tends to increase as the vehicle speed increases. Furthermore, recently, sufficiently accurate vehicle speed sensors have been provided, and it has become possible to accurately detect vehicle speed.

The present invention has been made in view of the above points, and focuses on the fact that the above-mentioned rolling phenomenon that tends to occur during cornering is mainly due to the relatively small damping force of the shock absorber, and also detects the cornering state using a speed signal. We also focused on the ability to do this by detecting the wheel speed difference between the left and right front wheels, and adjusting the damping force, or hardness, of the shock absorber to correspond to the wheel speed difference, thereby reducing rolling when driving on a curved course. The purpose is to prevent this and thereby ensure driving stability.

Therefore, in an automobile equipped with a shock absorber, the shock absorber control device according to the present invention has a vehicle speed sensor that generates a left wheel speed f#IJIj in accordance with the rotation of the left cutting wheel, and a vehicle speed sensor that generates a left wheel speed f#IJIj in response to the rotation of the left front wheel. When the speed of the other vehicle generating the right-hand speed 1d is detected, the wheel speed difference between the left wheel and the right wheel is calculated based on the single speed signal from the above-mentioned two-table sensor,
Further, the present invention is characterized in that it is equipped with an arithmetic control means for outputting a control signal corresponding to the speed difference, and adjusts the damping force of the damping force absorber according to the speed difference.

The present invention will be explained below with reference to FIGS. 2 to 5.

FIG. 2 shows the configuration of an embodiment of a shock absorber control device according to the present invention.

In the figure, 1 is a microcomputer which is an example of arithmetic control means, 2 is a vehicle speed sensor that generates a right wheel speed signal with a frequency proportional to the rotation speed of the front right wheel, and 3 is proportional to the front wheel left rotation speed. 7 other single sensors that generate a left wheel speed signal with a frequency of A drive circuit 14 drives the corresponding shock absorbers 6 to 9 based on a control signal from the microcomputer 1, and 14 represents a key switch.

The structure of each of the shock absorbers 6 to 9 is as schematically shown in cross-section in FIG. 5, for example.

In Fig. 5, the upper part of the upper movable part I has a coil 4 which is electrically connected to the drive circuit m, ulm or field described in E, and is connected by the magnetic force generated when the coil 4 is energized. A ring-shaped core n is provided which moves and is held upward together with the rod ρ.

When the coil 4 is in the de-energized state, the flow rate control valve at the tip of the connecting rod ρ and the piston drain provided at the tip of the piston rod 5 are maintained in the illustrated state, and the first oil chamber Oil is allowed to flow relatively smoothly between the ship and the second oil chamber W. In other words, the damping force of the four-wheel absorber 8.7, 8 or 9 is maintained at a normal level, that is, at a low level. In other words, Fukuabunba 6, 7, 8 or 9 is kept soft.

On the other hand, when the coil 4 is energized by the drive circuit io%11.12 or the edict, the core B receives an upward force due to the generated magnetic force, and the connecting rod η moves upward together with the core n, causing the flow rate control valve Since the gas blocks the passage connecting the first oil chamber and the valve chamber τ, the flow resistance between the first oil chamber and the second oil chamber ω becomes high, and therefore the shock absorbers 6 and 7 .8 or 9 damping force becomes higher. While the coil B is in the energized state, the flow control valve continues to block the passage device, and the damping force of the silk absorber 6, ), 8 or 9 is maintained at a high level.

Next, the processing operation of this embodiment configured as described above will be explained.

When the key switch ≠k is turned on, the microcomputer 1 starts processing as schematically shown in Figure 5.

In FIG. 5, ml represents an initial setting step such as storing data corresponding to a reference speed difference Vx in the RAMK as described later.

M1! is the right wheel speed V based on the right wheel speed signal input from the right wheel side vehicle speed sensor 2 via the puff 7a4.
It represents the step of calculating fr.

Theory 1 is based on the left wheel speed signal input from the vehicle speed sensor 1 on the left wheel side via the buff 7.
represents the step of calculating.

104 represents a step of calculating the absolute value I Vfr -Vfl l of the difference between the right wheel speed Vfr and the left wheel speed Vfl.

106 represents a step of determining whether or not the above-mentioned absolute value I Vfr −Vfl l is greater than or equal to a preset reference speed difference VX.

1106 represents a step of checking the damping force flag and determining whether or not the damping force of the sheets from above to 9 is relatively high when the absolute value 1vfr-Vth 1 is less than the reference speed @Vx.

107, when it is determined that the damping force is normal, that is, low, or when a predetermined period T1 as described below has elapsed, the drive circuit IO or the drive circuit IO sends a control signal to maintain or reduce the damping force to the normal level. This represents the step of outputting to L3. In step M)7, the damping flag is set to indicate that the damping force is low.

1 (18ha above absolute 'MM 1vf1-Vfll b;
, VX Lt indicates a step of determining whether or not a counter that counts TI for a predetermined period is in the process of counting.

M)9 represents the step of setting the value corresponding to the period Tl in the counter.

110 represents a step of outputting a control signal for increasing or maintaining the damping force to the drive circuit IO or the intestine.

Also in this step, the damping flag is set to indicate that the damping force is high.

1u represents a step of determining whether or not the counter is counting when it is determined in step 106E that the damping force is high.

lv represents the step of causing the counter to start counting when the counter is not counting.

lLi1 represents a step of determining whether the counter has finished counting the period TI.

1- represents the step of stopping the counter when it is determined in step M)8 that the counter is counting.

When the car is traveling on a straight course, the right wheel speed ma
The difference between r and the left wheel speed Vfl continues to be distributed around zero value. Also, the damping flag always shows a low value. Therefore, the micro combinator 1 determines that each determination result of step 105 and step M)6 in the US diagram is "N".
O”, so step 1o2, step ms,
A closed loop consisting of step M14, 'Xf tube 106, step MI6 and step 107 is repeatedly executed.

Therefore, while the vehicle is running on a straight course, the damping force of the gear absorber 9 is normally kept at a relatively low level. In other words, the engine absorber 6 to 9
In this case, the coil n is maintained in a non-energized state, and has normal hardness to absorb and alleviate the shift occurring between the axle and the vehicle body.

On the other hand, while driving around a curve, if the absolute value of the difference between the right wheel speed Vfr and the left wheel speed Vfl (1Vfr - Vfl) becomes equal to or greater than the reference speed difference vx, the determination result of step lo& is reversed to "YE8J" and then step 108 is executed and the counter is not counting, so next step 1
At step 110C, the corresponding value of period TIW is set, and at step 110C, the period TIW-corresponding value is set.
Drive circuit 1 sends a control signal to invert the damping force to a higher level.
Output to 9 or mouth. Also, the damping cuff flag is set to indicate a high level.

Then, while the above absolute value IVfr -Vfll is greater than or equal to the reference speed difference Vx group, the determination result of step M)5 is always #
CI-ygs'', so a closed loop consisting of step M) 2, step 103, step 104, step 1, step 8, step 9, and step 110 is repeatedly executed. Output processing is performed to increase the 90 reduction surface and maintain #C, and the driving circuit drives the seat absorber 6 to maintain the damping force of the seat absorber 6 to 9 at a high level. .

That is, the drive circuitry or ports respectively maintain the coil forces of the quadrupvers or 9 in an energized state. Therefore, each gear absorber 6 to 11C1lt- is in a state where the flow rate control valve closes the passage, and the damping force of the gear absorber 6 to 9 is reduced to W during straight course driving as described above.
- The damping force is maintained at a higher level than the damping force at -.

Then, when the absolute value pfr-ma full becomes lower than the reference speed difference ma indicates a high value, so the judgment result of this step M16 is "Ylc8", and then step Ill is executed, and since this judgment result is "NOJ", step lν is executed next and the counter starts counting. This step 11
When step 2 is executed, step 1 is executed next, and the determination result is "hO" since it is immediately after the start of counting. Next, output processing is performed to maintain the damping force of the step 9 at a high level.

Then, a predetermined period T after the counter starts counting.
If the absolute value pfr-Vfll is less than the reference speed difference Vx until 1 elapses, step 1o! ,X? 7
Bu103, X? 2bu 104,X? 2bu m, xtefubuto
a. Step 18 Step 113 and Step 110
A closed loop consisting of is repeatedly executed, and output processing is performed to maintain the damping force of the seek buffer or book at a high level. When the above-mentioned period T has elapsed, the determination result in step 113 is reversed (l'-YK8J), and step vo7 is executed this time to perform output processing to invert the damping force of the shock absorber <6 to 9 to a lower value. It is done.

Furthermore, if the absolute value IVfr - Vfll becomes equal to or greater than the reference speed difference Vx again before the predetermined period T1 has elapsed after the force bite machine starts counting, step 102, which has been repeatedly executed up to then, W3, step 104, step 105, step 106, step 1
The closed loop consisting of eight steps u3 and step 110 is canceled when the judgment result of step trout 6 is reversed to [YE8J, and after executing step 105, step 108 is executed, and the judgment result of step 108 is Since the counter is counting, it becomes rYE8J, and then step 114 is executed to stop the counter. Then, step M19 is executed to newly set a value corresponding to the predetermined period T1, and step 110 is then executed to perform output processing to still maintain the damping force of the shock absorbers 6 to 9 at a high level. Do the following.

While the above absolute value 1vrr -vrtl is greater than or equal to the reference speed difference VX, step 102 and step M13
, step 104, step 105, step 108,
A closed loop consisting of step 109 and step 110 is repeatedly executed, and output processing for maintaining the damping force of the damping absorbers 6 to 9 at a high level is continued.

Then, when the above absolute value becomes lower than the reference speed difference VX again, the determination result in step 105 becomes [NOJ
#c Invert and primary step 106 and step 1u
After successively increasing the diameter, step 112 is executed to cause the counter to start counting. Thereafter, the processing of the counter counting start stage as described above is executed Hc, and the output processing for maintaining the damping force of the lock absorbers 6 to 9 at a high level is continued until the predetermined period Tl has elapsed. Furthermore, after that, after a predetermined period of time TI elapsed prepayment absolute r -vrl reference speed difference VX
When it becomes more than that, as in 1, after that, the absolute value IVf
The output process for maintaining the damping force at a high level is continued until at least a predetermined period of time Tl has elapsed after r - Vfll falls below the reference speed difference Vz, and the damping force continues to be maintained at a high level.

In this way, the period in which the absolute value IVfr -Vfll is the reference speed -vrll is greater than or equal to the reference speed difference VX (temporarily), and the predetermined period starting from the time when the absolute value 'jVfr -1#ll is less than the reference speed difference Vx During the period (To+"t), which is the sum of the period T1, the microcomputer 1 performs output processing to invert and maintain the damping force of the Sietsk absorber to a higher level, and outputs the output through the drive zone from During this time, the damping force of Shirobuku Absorber I (or the damping force of the company) is kept high. Also, during this time, the absolute value 1Vfr
-Vfl falls below the reference speed difference Vx and then becomes equal to or higher than the reference speed difference VX again. +Tt), the above-described high-output damping force process I!csi continues, and the damping force of the shift knobs 6 to 9 continues to be maintained at a high level.

Then, when the above-mentioned predetermined period T1 has elapsed in a state where the absolute value 1vrr -vrl is less than the reference speed difference Ma output j for
i! & cycle is performed, and the damping force of the cylinder 9 is reduced to normal level, ie, low.

As is clear from the above description, in this embodiment, the damping force of the engine shock absorbers 6 to 9 and the right wheel moderate Vf
difference between r and left wheel speed Vfl (Vfr-“mafl”)
The relationship is as shown in FIG. 4, for example. In addition, I!
Vx and T1 in FIG. 4 are prefixed to the above-mentioned reference speed difference and predetermined period, respectively.

Further, the periods Tl and T2 have a relationship such that T+>%.

As explained above, the present invention provides a vehicle speed sensor that generates a left speed signal in response to the rotation of the left front wheel and a right wheel speed signal in response to the rotation of the right front wheel in an automobile equipped with a lock absorber. Another vehicle speed sensor, and calculation control means that calculates a wheel speed difference between the left wheel and the right wheel based on the wheel speed signals from both vehicle speed sensors, and outputs a control signal based on the speed difference. , the damping force of the silicon damper is adjusted according to the speed difference.

Therefore, according to the present invention, the curve running state S! Since the damping force of the jacket absorber can be adjusted accordingly, it is possible to prevent rolling of the vehicle body and to ensure sufficient steering stability.

In the above-mentioned embodiment, the damping force of the tsukuabunpa is divided into two levels, but it is also possible to determine the damping force in multiple levels or in an analog manner. Further, the torque absorber is not limited to the solenoid type as described above, but may be a motor type.

Further, in the above-described embodiment, all the shock absorbers are uniformly controlled, but each absorber may be controlled independently.

[Brief explanation of drawings]

FIG. 1 is an explanatory diagram for explaining the present invention, FIG. 2 is a configuration of an embodiment of the present invention, FIG. 5 is a 70-chart for explaining its processing operation, and FIG. 4 is a similar operation. An explanatory diagram for explanation, FIG. Examples of schematic configurations of vine absorbers are shown below. 1... Arithmetic control means 2.3 - Single Senna 6.7% 8.9... - Seefuku absorber agent Patent attorney Tsutomu Adachi Figure 1 Figure 2 Figure 4 Figure 4

Claims (1)

[Claims] 1. In an automobile equipped with a seek absorber, a vehicle speed sensor that generates a left wheel speed signal according to the rotation of the left front wheel, and another device that generates a right wheel speed signal according to the rotation of the right front wheel. The above-mentioned vehicle speed sensor includes a vehicle speed sensor, and calculation control means for calculating a wheel speed difference between a left wheel and a right wheel based on a wheel speed signal from the own vehicle speed sensor, and outputting a control signal based on the speed difference. A Shifuku absorber control system, characterized in that the damping force of the Shifuku absorber is adjusted based on the speed difference, 2. For a certain period of time and for a predetermined period from the time when the rate becomes below the predetermined value. The vine absorber control device according to claim 1, which performs processing to maintain the damping force at a high level.