JPS6189109A - suspension control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to the ups and downs (pitching) of an automobile in the longitudinal direction.
The present invention relates to an electronically controlled suspension device that prevents.

Generally, a shock absorbing shock absorber and a spring are interposed between the body and wheels of an automobile. Such a shock absorption mechanism is provided for each of the left and right front wheels and the left and right rear wheels.In particular, the spring absorbs the bumping up of the vehicle body due to unevenness on the road surface, and the shock absorber absorbs changes due to the bumping up, etc. This function works to quickly return the vehicle height to its normal position.

However, the above lli percussion absorption mechanism e'A
If a continuous load is applied to the rear wheels during acceleration, the vehicle body will pitch in the longitudinal direction. In this case, the riding comfort and steering stability are adversely affected, which is undesirable.

This invention was made in view of the problems mentioned above.
The purpose of this system is to provide an electronically controlled suspension device that can suppress longitudinal pitching of the vehicle body during acceleration and perform optimal vehicle posture control. Supply means that communicates with the unit and each fluid spring chamber of each suspension unit for the front wheel and rear wheel through the front wheel side supply pulp and the rear wheel side supply pulp, respectively, and can supply fluid to each fluid spring chamber. The fluid splash chambers of the front wheel and rear wheel suspension units are communicated with each other through the front wheel discharge pulp and the rear wheel discharge pulp, respectively, so that the fluid in the fluid splash chambers is connected to the fluid splash chambers of the front and rear wheel suspension units. a control means for controlling each pulp of the above-mentioned co-feeding means and each pulp of the above-mentioned υ [discharge means; an accelerator sensor for detecting the state of the accelerator of the vehicle prime mover and outputting it to the control means; The control means includes a gear position sensor that detects the gear position of the transmission and outputs it to the control means, and a drive system sensor that detects the rotation speed of the drive system and outputs it to the control means. When the opening speed exceeds the set value and the gear is in the low speed position, the discharge pulp on the front wheel side and the supply pulp on the rear wheel side are controlled to open for a set time, and after the same set time has elapsed, the pulp for discharge on the front wheel side is controlled to open. The discharge pulp and rear wheel side supply valves are controlled to close, and then when the rotation speed of the drive system decreases, the front wheel side supply valve and the rear wheel side discharge pulp are opened for a set time. The present invention provides a suspension control device characterized in that it is configured to control and close a supply valve on a front wheel side and a discharge pulp on a rear wheel side after the same set time has elapsed.

An electronically controlled suspension device according to an embodiment of the present invention will be described below with reference to one drawing.

In FIG. 1, SFR is a suspension unit for the right front wheel of the automobile, 5IPL is a suspension unit for the left front wheel*, SRR is a suspension unit for the right rear wheel, and SRL is a suspension unit for the left rear M. Each suspension unit sFR+5PLy
``'RII# Since the SRRs have the same structure, only the S structure of the suspension unit 5RII is shown.

The suspension unit SRL includes an air spring 1o consisting of a main air spring chamber 11 and a sub air spring chamber 12, a shock 7 absorber 13. It consists of a fill spring (not shown) used as an auxiliary spring.

The shock absorber 13 has a damping force switching valve 13a for switching the damping force between hard and soft.

14 is an actuator that operates the damping force switching valve 15a, and 15 is a bellows. The actuator 14 controls communication and non-communication between the main air spring chamber 11 and the auxiliary air spring chamber 12, and at the same time switches the spring constant of the air spring 1o between hard and soft.

Also, 16 is F Cleaner, and the same Near Cleaner 16
The air sent in from the outside air is blocked by solenoid pulp 1.
7 to the dryer 18.

7) The air dried by the 1' dryer 18 is compressed by the kelp L/7 19 and stored in the reserve tank 21 via the chain valve 2°. In addition.

191 is a compressor relay, and this relay 191 is controlled by a signal from a controller 36, which will be described later. The reserve tank 21 is connected to the main and auxiliary air splash chambers 11 and 12 of each suspension unit SEL''=SPL via a supply pipe 23 in which supply solenoid pulps 221 to 224 are interposed. Suspension units SRL and 5RRO main and sub air splash chambers 11.
12 is connected to the suspension unit S by a communication pipe 25 in which a communication solenoid valve 241 is interposed.
The main and auxiliary air splash chambers 11 and 12 of the FL and SPR are connected by a communication pipe 2B in which a communication solenoid valve 242 is interposed. In addition, each suspension unit) S
The main and auxiliary air spring chambers 11.12 of RL-SpL are discharge piping 28.12 in which discharge solenoid valves 271-274 are installed. Check valve 29. Dryer18. The solenoid valve 17 is released to the atmosphere via the air cleaner 16. A piping 31 in which a solenoid valve 50 for selecting a supply side flow path is installed is installed in parallel with the supply piping 26, and when the solenoid valve 60 is closed, the reserve tack 21
A small diameter passage 31 from the
Air is supplied only through the passage 31a and the large diameter passage 31 from the reserve tack 21 to each suspension unit when the solenoid HALPRO 0 is open. Further, the discharge pipe 28 is juxtaposed with a pipe 6 in which a renoid valve 32 for selecting a discharge side flow path is interposed, and when the renoid valve 52 is closed, a small diameter valve is connected from each suspension unit to the dryer 18. Air is discharged only through the passage 33a, and when the solenoid valve 32 is open, air is discharged from each suspension unit toward the dryer 18 through both the passage 33a and the large diameter passage 55. A hard/soft switching solenoid valve 34 is interposed between the supply pipe 23 and each actuator 14. Further, the pressure of the compressed air stored in the reserve tack 21 is detected by a pressure switch 35, and a detection signal from this pressure switch 65 is sent to the controller 56. 67 is the communication pipe 2
5, the rear wheel suspension unit F SRR
+ This is a pressure switch that detects the internal pressure of the main and auxiliary air splash chambers 11 and 12 of sRL, and the detection signal of this pressure switch 37 is sent to the controller 36. 38F is a front vehicle height sensor attached to the lower arm 39 on the right side of the vehicle to detect the front vehicle height of the vehicle (front vehicle height), and 38R is attached to the lateral rond 40 on the rear left side of the vehicle to detect the rear vehicle height. This is a rear vehicle height sensor that detects (rear vehicle height). Vehicle height detection signals output from these vehicle height sensors 38F and 38R are input to the controller 36.

Sensor 58F.

58R has the Hall 1C element and one of the magnets on the wheel side.

The other one is attached to the vehicle body and detects the distance from the normal vehicle height level and the low or high vehicle height level. 41 is a vehicle speed sensor that detects the vehicle speed, and a detection signal output from this vehicle speed sensor 41 is sent to the Hund P-Ra 3.
It is input to Party B. 42 is a steering wheel steering angle sensor that detects the steering angle of the steering wheel 43, and the sensor 42 outputs a steering wheel steering angle signal to the controller 66. Also, 44 detects the acceleration acting on the vehicle body. acceleration(
G) A sensor, and this acceleration sensor 44 is capable of detecting changes in the pitch, roll, and yaw of the vehicle body on the vehicle's springs. For example, when there is no acceleration, K becomes deaf with the weight hanging down, and the light from one light emitting diode is blocked by the shielding plate and does not reach the photodiode, so that it is detected that there is no acceleration. and.

When acceleration acts forward and backward, left and right, or up and down, the weight tilts or moves.

Acceleration acting on the vehicle body is detected. moreover.

45 is a vehicle height selection switch that sets the vehicle height to high vehicle height (HIGH), low vehicle height (LOW), or vehicle height adjustment (AUTO).

Reference numeral 46 denotes an attitude control selection switch for selecting attitude control to prevent the vehicle from rolling.

Signals from these switches 45 and 46 are input to the controller 36. 48 is a brake sensor that detects the amount of brake pedal depression (1) and the amount of pedal depression, and its detection signal is (con)
+=− is inputted to 56. 49 is an accelerator opening sensor that detects the opening of the accelerator, and this sensor 49 also inputs the accelerator opening that is output. With an engine rotation speed sensor that detects the rotation speed.

This sensor 50 outputs an engine rotational speed signal to the controller 6. 51 is the ignition key switch,
The operation signal is output to the controller 36. A gear position sensor 52 detects the gear position, and this sensor 52 outputs a gear position signal to the controller 36.

In addition, each solenoid valve 17, 221~224°27
1-274. 30 and 34 are normally closed valves, and each solenoid valve 241 and 242 is a normally open valve.

Figure 2 shows the open/close state of each solenoid valve shown in Figure 1 in each mode.
The x mark is OFF. In addition, each solenoid valve is
As shown in FIG. 3(,) and FIG. 3(b), it is configured to be open when ON (energized state) and closed when QFF (non-energized state).

Each mode will be explained in order with reference to two US figures.

Usually in 5 modes (for each person at the front and rear)
.

Only the communication valves 2112 and 241 are controlled to open, and as a result, the air springs 10 of each suspension unit on the left side are communicated, and the volume of the air springs 10 is substantially increased, so the spring constant is reduced and the riding comfort is reduced. will improve.

In the vehicle height adjustment mode, the vehicle height signals detected by the vehicle height sensors 38F and 8R are compared with the target vehicle height set by the vehicle height selection switch 45, and control is performed toward the target vehicle height. Then, a required supply solenoid valve is opened in the raising control, and a required discharge solenoid valve is opened in the lowering control. In addition, in this vehicle height adjustment mode, the left and right communication solenoid valves 242 and 24
1 is controlled to open to maintain good riding comfort. In addition, the solenoid valve 30 for selecting the supply side flow path and the solenoid valve 32 for selecting the discharge side flow path are controlled to be closed in this vehicle height adjustment mode, and the vehicle height is adjusted slowly, giving the passenger a strange feeling. It is configured so that it does not.

Roll control includes a start mode in which a required amount of air is supplied to the air spring 10 on the sinking side in the left-right direction, and a required amount of air is exhausted from the air spring 10 on the other side, and a holding mode in which the state obtained by the start mode is maintained.

It consists of a return mode in which the left and right air springs 10 are kept at the same pressure when the roll factor disappears. In the start mode, the required supply solenoid valve and discharge solenoid valve are controlled to open for a set time, and
By controlling the opening of each flow path selection solenoid valve 30 and 52, posture control is performed quickly and easily. In the holding mode, only the flow path selection solenoid valves are kept open, so that when the lateral acceleration acting on the vehicle body increases, for example during turning (when the air spring 10 on one side However, it is necessary to additionally supply air to the air spring 10 and exhaust air from the air spring 10 on the other side.

This additional control can be performed as quickly as possible.

In the return mode, each left and right communication solenoid valve 2
Only 41 and 242 are controlled to be open, which is the same state as in the normal mode.

Braking control (nose reduction control) supplies the required amount of air to the front side air spring 10 and also supplies the required amount of air to the rear side air spring 10.
Start mode and exhaust the required amount from.

There is a hold mode in which the state obtained in the start mode is maintained, and a required amount is exhausted from the front air spring 10 when the front no longer sinks due to braking and is transferred to the rear air spring 10. It consists of a return mode in which the required amount of air is supplied and the state is returned to the state before the start mode. In the start mode, the front side supply solenoid valves 223 and 224 and the rear side discharge solenoid valves 271 and 272 are controlled to open for a set time, and each flow path selection solenoid valve is controlled to open.The holding mode is as described above. As with the roll control, only the flow path selection solenoid valves continue to be opened.

In the return mode, the front discharge solemade pulps 275, 274 and the rear side valves 221, 222 are controlled to open for a set time, and the valves 30, 32 for selecting each flow path continue to be opened. be done.

During acceleration control (sfout control), the required amount of air is exhausted from the front side air splash 10, and the rear side air splash 10 is exhausted.
There is a start mode in which the required amount of air is supplied to the engine, a holding mode in which the state obtained by the start mode is maintained, and a required amount of air is exhausted from the rear air spring 10 as soon as the sagging during acceleration is reached. together with the front side air spring 1
It consists of a return mode in which the required amount of air is supplied to 0 and returns to the state at the start 11f1 of the start mode. In the start mode, the discharge valve 27 on the front side.

274 and rear supply solenoid valve 221.2
22 to open for a set time, and also controls to open each flow path selection valve. In the holding mode, only each flow path selection solenoid valve continues to be controlled to be open, similar to the above-mentioned Q-R control. When the return mode is set, the supply valves 22 and 224 on the 7Q front side and the discharge valves 271 and 272 on the rear side are opened for the set time.
II is controlled and each flow path selection pulp 30.32 is opened f.
u control continues. Each of the modes shown in FIG. 2 described above is controlled according to the flowchart shown in FIG. 4 set in the controller 36.

In Fig. 4, the start is started with the ignition key off, first, in step A, each memory in which each data and flag is stored is initialized, then in step B, the vehicle height adjustment flow, and in step C, the roll control flow is performed. D
After the nose dive control flow in step E and the swift control flow in step E.

In step F, it is determined whether the ignition key is off, and if it is not off, the process returns to step B again.

If it is off, control ends.

The vehicle height adjustment flow (step B) is for each vehicle height Kaminosaro 8F.
Based on the vehicle height detection signal outputted from 38R and the signal outputted from the vehicle height selection switch 45, control is performed in accordance with the required mode of vehicle height adjustment control shown in FIG.

The roll control flow (step C) is [4 setter 41,
Handle steering angle sensor 42. The state of the lateral acceleration acting on the vehicle body is predicted or detected from the output of the acceleration sensor 44, etc., and based on the prediction, control is performed in accordance with the required mode of the p-ru control shown in FIG.

In the nose dive control flow (step D), the acceleration sensor 44. The state of longitudinal acceleration acting on the vehicle body is predicted or detected from the output of the brake sensor 48, etc., and based on the prediction, control is performed in accordance with the required mode of braking control shown in FIG.

The swift control flow (step E) is based on the accelerator [J
IJ degree 7th grade 49. Gear position sensor 52. Vehicle speed sensor 41
The state of the 111f rearward acceleration acting on the vehicle body is predicted or detected from the outputs of the above, and based on this, control is performed in accordance with the required mode of acceleration control shown in FIG.

Next, the details of the scout control flow (step E) will be explained in detail with reference to FIG.

First, in step S1, the 7-cel opening speed sensor 49
, read the data from the gear position sensor 52 and vehicle speed sensor 41, and set the accelerator opening speed, the vehicle speed, and the target rate to the Kinagazo Tamukaito.
Memorize the gear position. Next, in step S2, the gear stage is changed to 1.
It is determined whether the gear is in a low gear such as 1st or 2nd gear. If the determination in step S2 is "NO", the process goes to step S8, which will be described later. This is unless the gear is in 1st or 2nd gear.

This is because no large acceleration in the facing direction acts on the vehicle body, and there is no need for winter control. If YESj is determined in step S2, the process advances to step S3. In step $3, the vehicle speed is ■ok#/h (for example.

5 km/h) or more, and if it is determined to be rNOJ, the process advances to step S8. 9. For example, when the vehicle is stopped and the vehicle speed is not 3A7n/h, when starting, the accelerator pedal may be pressed without engaging the clutch and setting the gears to 1. In this case, the vehicle body may not actually shift out. This is because a misalignment occurs in which posture control is started. In step S3, [Y E
If it is determined to be SJ, the process advances to step S4. In step S4, it is determined whether the accelerator opening speed is Varl/S (for example, 0.2 m/s) or more, and (-
When NoJ and 1'1j are determined, the process advances to step SsK. This is because if the accelerator opening speed is a small value, for example less than 0.2 m/s, a large acceleration of of1 rearward will not occur in the vehicle body, and there will be no need for attitude control.

The set value Va (m/s) of this accelerator opening speed is
The accelerator characteristics differ depending on the car model, and the time delay of each solenoid valve also differs, so when these are 8@, the time when the greatest acceleration is applied to the car body, and the time when the force that tries to return the car body due to attitude control is applied. are set appropriately so that they match. If ``YES'' is determined in step S, a large acceleration in the longitudinal direction will be applied to the vehicle body, causing the vehicle body to try to drift out.

In order to start the control, in step S, it is determined whether the control flag is 1'' or not (F4).The control flag will be described later, but if the control flag is 1'', the already started swift control has not been returned yet. If the value is 1'', it means that the swift control has not started yet, or that the started swift control has already returned. Therefore, in step S, ryEsJ
If it is determined that
If it is determined that the result is 1NO in 5, the process moves to the 9th step S, and control is started. In step S6, a control start command is issued, and the flow path selection solenoid valve 30°32 is controlled to open, and the +Off wheel side discharge solenoid valve 2 is controlled to open.
73, 274 and Reno Ito Hull for rear wheel supply/'22
After controlling the solenoid valves 273, 274, 2 to open for a set time (e.g. -0, 15s6c)
21 and 222 are opened.

Along with this control start command in step S6, a control flag 61' is set in step S7. Next, in step S8, it is determined whether the engine speed has decreased. This is to determine whether or not to restore the trough control that has already been started and is in a holding state.

If the determination at step $8 is "No", the process passes the steps below and returns, that is, returns to step SI. If it is determined as YES in step S8, it is necessary to perform return control, so in the ninth step S, it is determined whether the control is in the holding state, that is, whether the control flag is 1. If it is determined as l'-YESJ in step S, a control return command is issued in step SIO, and based on the command.

It is confirmed that the flow path selection solenoid valve 30.52 is closed, and the R width side supply solenoid valve 223.2 is closed.
24 and rear wheel side discharge solenoid valve 271, 272
is controlled to be open for a set time, and thereafter each of these solenoid valves 223, 224, 271, 272, and 30.32 is controlled to be closed. On the other hand, step S. With the command of step Sl
The control flag is returned to 0'' at step S.
If ``No'' in , there is no need for repeat 1'J control, so step S. and 7 litters after passing SI+
No returns to Step 7 S1.

According to the above configuration, the air springs 10 on the front wheels are activated for a set period of time at an optimal timing to prevent a so-called sifting, in which the +11 part of the vehicle body rises when a large acceleration in the rearward direction of the vehicle body is applied due to sudden acceleration. At the same time, compressed air is supplied to the air spring 10 on the rear wheel side for a set time.
The scattering can be effectively reduced. Then, at the same time as the acceleration starts to weaken, +i
ff Compressed air is supplied to the air spring 1.0 on the wheel side for a set time and is exhausted from the air spring 10 on the rear wheel side for a set time.

When the vehicle body acceleration weakens, the front and rear air springs 10 are returned to almost their original pressure.

In addition, in the flowchart shown in FIG. 5 of the above embodiment,
In step S, t4J is determined to determine whether the vehicle speed is equal to or higher than Volan/h.
This is to prevent unnecessary attitude control from being performed when the accelerator pedal is depressed without the clutch engaged, in other words, even if the gear position of a vehicle equipped with a transmission transmission is 1st. For example, instead of this, it is also possible to use determination as to whether or not the clutch is connected in step S3.

Also, if you have an automatic transmission (if you have a car with an automatic transmission, the gears are in 1st or 2nd gear).

Since the fluid coupling corresponding to the clutch is always connected, rapidly stepping on the accelerator means ideal acceleration, and therefore the determination in step S3 is unnecessary.

It is also possible to configure the vehicle speed to be determined at step S8 whether the vehicle speed is on the decreasing side.

[Brief explanation of the drawing]

FIG. 1 is an overall view showing one embodiment of the present invention, and FIG. 2 is a view showing the opening and closing states of each pulp in each mode in FIG. 1.
Figure 3 (,) is an explanatory diagram showing the state when each pulse shown in Figure 1 is ON, and Figure 31 (b) is an explanatory diagram showing the state when each pulse shown in Figure 1 is ON.
An explanatory diagram showing the state when F, a fourth flowchart showing the main flow of control in the above embodiment,
FIG. 5 is a flowchart showing details of the swift control flow E in FIG. 4. ``'PRl'' PL...Suspension unit for front wheels. 5RR1SRL...Suspension unit for rear wheels. 10... Air spring, 21... Reserve tank. 221 to 224... Air supply valve. 241,. 242...Renoid valve for communication. 25.26...Communication piping. 271-274...Renoid valve for discharge. 3a...Nmade valve for supply side flow path selection. 32...Renoid valve for selecting the discharge side flow path. 36...controller. Figure 4 Figure 3 (σ) Figure 3 (b); continued from page 1) Inventor: Masa Nagai Suzumura 1, Nakashin Cutting Vehicle Technology Center, Hashime-cho, Okazaki City Inventor: Minoru Tatemoto Ichihashi, Okazaki (Inside Nakashin Cutting Vehicle Technology Center, Memachi City) Inventor Naotake Kumagai Inside Nakashin Cutting Vehicle Technology Center, Hashimecho, Okazaki City

Claims (1)

[Claims] A suspension unit provided for each wheel having a fluid spring chamber is connected to each fluid spring chamber of each suspension unit for the front wheel and rear wheel through a front wheel side supply valve and a rear wheel side supply valve, respectively. A supply means capable of supplying fluid to each of the fluid spring chambers communicates with each of the fluid spring chambers of each of the front and rear wheel suspension units via a front wheel side discharge valve and a rear wheel side discharge valve, respectively. A discharge means capable of discharging the fluid in each fluid spring chamber, a control means for controlling each valve of the supply means and each valve of the discharge means, and detecting the state of the accelerator of the vehicle prime mover and outputting it to the control means. an accelerator sensor that detects the gear position of the vehicle transmission, and a gear position sensor that detects the gear position of the vehicle transmission and outputs it to the control means;
and a drive system sensor that detects the rotation speed of the drive system and outputs it to the control means, and the control means controls the front wheels when the accelerator opening speed exceeds a set value and the gear position is at a low speed position. The side exhaust valve and the rear wheel side supply valve are controlled to open for a set time, and after the same set time elapses, the front wheel side exhaust valve and the rear wheel side supply valve are controlled to close, and then the drive system When the rotational speed decreases, the supply valve on the front wheel side and the exhaust valve on the rear wheel side are controlled to open for a set time, and after the set time elapses, the supply valve on the front wheel side and the exhaust valve on the rear wheel side are controlled to open. A suspension control device configured to control closing of an exhaust valve.