CN1119154A - Apparatus and method for controlling damping force characteristic of vehicular shock absorber - Google Patents

Abstract

The invention relates to an apparatus and method for controlling damping force characteristics of respective vehicular shock absorbers in which vehicular vertical behavior(s) at the specific position(s) of the vehicular body are determined, and corresponding vertical behavior signals are derived. Control signals for respective shock absorbers are formed on the basis of respective processed signals. The damping force characteristics of front left and right road wheel side shock absorbers are controlled on the basis of the control signals. The phases of the control signals V are generally matched with vehicular behavior velocity signals which would actually be generated at rear road wheel arranged positions of the vehicle.

Description

The control setup of the damping force characteristic of vehicular shock absorber and method thereof

The present invention relates to the control setup and the method thereof of the damping force characteristic of vehicular shock absorber, the control setup and the method thereof of the damping force characteristic of particularly automobile-used four-wheel tire wheel hanging unit (bumper).

Japan special permission prospectus: flat 4-191111 in July, 1992 illustration a kind of control setup of the control damping force characteristic that is used for each bumper that formerly proposes, this device is used to be inserted between corresponding car body [damper mass (sprung mass)] and the tire wheel assembly [non-damper mass (unsprung mass)].

In above-mentioned patent application, hang at vehicle and to be equipped with in the control setup as lower member: each in many actuators (bumper) all is inserted between car body and the rear tyre wheel, thereby can increase or reduce with regard to corresponding rear tyre wheel the extension on the car body be hung power [damping force characteristic (damping force characteristic)]; The normal acceleration sensor is installed, so that detect the normal acceleration to the car body effect, this vertical acceleration force is because the vibration from the input of front tyre wheel due to uneven on the road surfaces of this vehicle ' is caused; The car speed sensor that detects the speed of a motor vehicle is installed, and control unit is installed, thus the operation of control brake device on the incoming signal basis of coming from the sensor.

The structure of above-mentioned control unit is can start actuator degree of being, when definite car body normal acceleration that is detected from each normal acceleration sensor surpasses predetermined value, calculate the delay time length that the rear tyre wheel reaches the corresponding road surface jog, this concavo-convex road surface provides the damper mass normal acceleration above predetermined value; Start above-mentioned actuator according to the quantity of control signal, this control signal is derived by changing a signal, when this signal passed through on rough road surface based on the front tyre wheel, the delay time length that is calculated was through vertical damper mass acceleration/accel gained afterwards.

In other words, in the special permission of above-mentioned Japan is open, even when front tyre wheel when sizable vibration takes place in institute during by above-mentioned so concavo-convex road surface, also can implement control to the bumper of rear tyre wheel side, thereby, when rear tyre wheel during by same rough road surface, the normal acceleration to the car body effect that the time by reference front tyre wheel during by uneven road surface derives is eliminated the normal acceleration to the car body effect.As a result, when rear tyre wheel during by same rough road surface, the vibration input of being derived during by same uneven road surface by front-wheel just can be lowered.

Yet, following problem is arranged in above-mentioned bumper damping force characteristic control setup:

Usually, use low-pass filter or the many filterings of process to reduce or abate the noise composition or N/R composition, make by vertical damper mass G (gravity) the vertical acceleration indicator signal that sensor detected by integration method to be converted to the damper mass vertical speed.So, when carrying out signal conditioning (filtering) when deriving as mentioned above the frequency dependence characteristic signal, when handled signal had lower frequency, the phase place of the signal of handling trended towards becoming leading attitude; And when handled signal had upper frequency (dotted line from accompanying drawing 15 can be found out), the phase place of the signal of handling trended towards becoming the hysteresis attitude.Therefore, when particularly phase place is delayed owing to take place that the high frequency input surpasses car body damper mass resonant frequency, can not obtains required control signal and correspondingly lower ride comfort.

Interest be: above-mentioned rich, so implement preliminary examination control, so that its timing is delayed according to speed of a motor vehicle speed, in this timing, controls the bumper damping force that is in the rear tyre wheel location with control signal with in the bumper control setup; And do not eliminate the phase deviation of filter process signal.

And then, as shown in Figure 1, when in the input of front tyre wheel pulsing road surface, (when front tyre wheel when having uneven road surface), cause taking turns a side (front tyre wheel side damper mass vertical speed) and taking turns a side (rear tyre is taken turns buffering technician's vertical speed of a side) beginning action simultaneously in the interference between Vehicular body front and the rear portion at rear tyre in the vehicle practical action, at front tyre.Therefore, as mentioned above, because preliminary examination control, so that its timing is delayed according to speed of a motor vehicle speed, in this timing, use the control signal of taking turns a side and derive to control the rear tyre wheel at front tyre, often lag behind being applied to the control effort of taking turns a side at rear tyre.In addition and since control effort that rear tyre is taken turns a side between the action elementary period because the road surface of front tyre wheel side is imported changes, result, uncomfortable on the sensigenous in turn.

The object of the invention is: control setup and method thereof that a kind of damping force characteristic of vehicular shock absorber is provided, when the rear tyre that has a simpler construction in control is taken turns the bumper of a side, eliminate phase delay owing to derive treated signal, and can improve travelling comfort in upper frequency one side with frequencfy-dependent behavior by signal conditioning.

The present invention seeks to reach like this: a kind of particularly control setup of the damping force characteristic of the bumper of automobile of vehicle that is used for is provided, described device comprises a) bumper of a preceding left side, the preceding right side, a left side, back, rear right wheel tire wheel side, each bumper is before car body given position and corresponding one between a left side, the preceding right side and a left side, back, the rear right wheel tire wheel, and it is made to so structure, change its damping force characteristic with activation, the definition of described given position is the position that each preceding left side, the preceding right side and a left side, back, rear right wheel tire wheel are settled; B) damping force characteristic modifier, its responds the drive signal of input, is used to change the damping force characteristic of a corresponding bumper; C) the vehicle vertically-acting is determined device, be used to determine vehicle vertically-acting in the primary importance of vehicle, this primary importance is in before a left side, back and the rear right wheel tire wheel installation site with preset distance, and comprise a preceding left side, front right wheel tire wheel installation site, and be used for according to exporting vehicle vertically-acting signal at the determined vehicle vertically-acting of primary importance; D) the formation device of treated signal (Processedsignal) is used to form the treated signal that has from described vehicle vertically-acting s-f correlation properties; And e) damping force characteristic control setup, be used at treated signal the basis, form control signal for each corresponding bumper, and according to the value of formed control signal to damping force characteristic modifier output drive signal, thereby control the damping force characteristic of a corresponding bumper, the described control signal phase place that is used for a back left side and rear right wheel tire wheel is complementary with vehicle responsiveness signal usually, described vehicle responsiveness signal will after left and rear right wheel tire wheel location produce practically.

Another purpose of the invention described above is to reach like this: a kind of method that is used for the control damping behavior of the preceding left side of vehicle, the preceding right side and a left side, back, rear right wheel tire wheel side bumper is provided, this method comprises the steps: a) to determine to take turns at the vehicle front tyre vehicle vertically-acting of installation site, and the first vehicle actuating signal of this vehicle vertically-acting of output indication, and the first vehicle actuating signal is used to control the damping force characteristic that front tyre is taken turns the bumper of a side; B) determine to move at another vehicle of vehicle primary importance, this vehicle primary importance is with the place ahead of the wheelspan of a preset distance between the back left side of vehicle and rear right wheel tire wheel, and the second vehicle vertically-acting signal of this vehicle action of output indication, this second vehicle vertically-acting signal is used to control the damping force characteristic of rear tyre wheel side; C) form and to have from the first vertically-acting signal or from the treated signal of the frequencfy-dependent behavior signal of the second vertically-acting signal; D) based on the treated signal in step c), be formed for the control signal of the bumper of a preceding left side, the preceding right side and a left side, back, rear right wheel tire wheel side, and according to value, for a corresponding stepper motor output drive signal that combines with each bumper corresponding to one of formed control signal on the processing signals basis; E) on the basis of control signal before the control left side and front right wheel tire take turns the damping force characteristic of the bumper of side, this control signal is to form on the basis from one of formed treated signal of the first vehicle actuating signal; And f) with step e) simultaneously, from the basis of second vehicle another treated signal that actuating signal forms, a left side, control back and rear right wheel tire are taken turns the damping force characteristic of side bumper.

The present invention has good result: by having the signal conditioning of frequency dependence for deriving, the phase delay of upper frequency one side can be taken turns a side at rear tyre and is eliminated, thereby improves travelling comfort; Improve the durability of stepper motor and reduce its energy consumption.

The present invention is described in detail below in conjunction with embodiment and accompanying drawing.

Accompanying drawing 1 is in above-mentioned prior art damping force characteristic control setup, when the speed of a motor vehicle is about 50km/h, in a preceding left side and front right wheel tire wheel side and at the characteristic curve diagram of the damper mass vertical speed of a left side, back and rear right wheel tire wheel side;

Accompanying drawing 2 is the layout instruction diagrams according to the bumper damping force control setup of the present invention's first most preferred embodiment;

Accompanying drawing 3 is the control unit of the control setup of bumper damping force shown in the accompanying drawing 2 and the circuit block diagram of peripheral circuit thereof;

Accompanying drawing 4 is the partial cross section figure that are used for each the bumper SA of first embodiment shown in accompanying drawing 2 and 3;

Accompanying drawing 5 is the partial cross section figure that are shown in the typical bumper SA amplification of accompanying drawing 3;

Accompanying drawing 6 is the characteristic maps with regard to the typical damping force of the piston velocity that is shown in attached Figure 4 and 5 typical case bumper;

Accompanying drawing 7 is the rotations according to the typical pulse that is shown in accompanying drawing 2 and 3 (stepping) motor, and expression is corresponding to the damping coefficient characteristic map in the damping force zone of regulating control rank shaped position;

Accompanying drawing 8A, 8B, 8C are along the K-K line of accompanying drawing 7 section drawing that cut, that represent the typical bumper main portion that is shown in attached Figure 4 and 5;

Accompanying drawing 9A, 9B and 9C are along the L-L of accompanying drawing 7 and M-M line section drawing that cut, that represent the typical bumper main portion that is shown in attached Figure 4 and 5;

Accompanying drawing 10A, 10B and 10C are along the N-N line of accompanying drawing 7 section drawing that cut, that represent the typical bumper main portion that is shown in attached Figure 4 and 5;

Accompanying drawing 11 be with regard to the piston that is shown in accompanying drawing 4 typical bumpers be in the expansion stroke side time the damping force characteristic curve;

Accompanying drawing 12 is the damping force characteristic figure when expansion stroke side and compression stroke side all are soft damping force state;

Accompanying drawing 13 is the damping force characteristic figure when the compression stroke side is hard vibration damping state;

Accompanying drawing 14 is accompanying drawing 2 to 13 illustrated embodiments 1, be used for the signal processing circuit of input buffering quality vertical acceleration signal G;

Accompanying drawing 15 is the characteristic maps that are illustrated in the phase relation between each signal and the frequency input signal;

Accompanying drawing 16 is control operation diagram of circuits that carry out in the control unit of the embodiment 1 shown in the accompanying drawing 2 to 13, expression derivation control signal;

Accompanying drawing 17 be in accompanying drawing 2 illustrated embodiments 1 control unit, another operational flowchart of damping force characteristic control operation;

Accompanying drawing 18A, 18B, 18C and 18D be in the control unit of accompanying drawing 2 illustrated embodiments 1, the waveform timing curve figure of damping force characteristic control operation;

Accompanying drawing 19 is transmission characteristics diagram of curves of incoming frequency in accompanying drawing 2 illustrated embodiments 1, on damper mass;

Accompanying drawing 20 is top views of the vehicle of embodiment 2, and wherein, the normal acceleration sensor is installed on the car body core between two front tyre wheels;

Accompanying drawing 21A is the circuit block diagram of the damping force characteristic control setup of embodiment 3;

Accompanying drawing 21B be shown among the accompanying drawing 21A, the circuit block diagram of another signal processing circuit of embodiment 3;

Accompanying drawing 22 is performance diagrams that are illustrated in each signal and frequency input signal phase relation of embodiment 3;

Accompanying drawing 23 is in embodiment 4, the vehicle top view of three damper mass normal acceleration sensors is installed;

Accompanying drawing 24 be shown in the accompanying drawing 23, the circuit block diagram of the damping force characteristic control setup of embodiment 4;

Accompanying drawing 25 is the gain characteristic curve figure about the speed of a motor vehicle in accompanying drawing 23 and 24 illustrated embodiments 4;

Accompanying drawing 26 is scheme drawings of the damping force characteristic control setup of embodiment 5;

Accompanying drawing 27 is the circuit block diagrams of damping force characteristic control setup that are shown in the embodiment 5 of accompanying drawing 26;

Accompanying drawing 28 is the circuit block diagrams that are shown in another signal processing circuit of accompanying drawing 26 and 27 embodiment 5;

Accompanying drawing 29 is operational flowcharts of expression control signal drive program among the embodiment 5;

Accompanying drawing 30 is side diagrammatic sketch of the vehicle in embodiment 5, in order to explain away from rear tyre wheel part be b car body partly on, the deviation of damper mass normal acceleration;

Accompanying drawing 31 is the vehicle top views among the embodiment 6, therein, two damper mass normal acceleration sensors is installed;

Accompanying drawing 32 is the vehicle top views among the embodiment 7; Three damper mass normal acceleration sensors are installed therein;

Accompanying drawing 33 is the circuit block diagrams that are shown in damping force characteristic control setup among the embodiment 7 of accompanying drawing 32;

Accompanying drawing 34 is the operational flowcharts that are shown in the control signal derivation program among the embodiment 7 in accompanying drawing 32 and 33;

Accompanying drawing 35A is with regard to regard to the vertical damper mass speed signal of front tyre wheel location with 35B, be illustrated in the characteristic map of the vertical damper mass speed signal phase delay state of rear tyre wheel location, wherein, accompanying drawing 35A represents when the above-mentioned phase delay state characteristic of vehicle when running at high speed; Accompanying drawing 35B represents when the above-mentioned phase delay state characteristic of vehicle during at low speed driving;

Accompanying drawing 36 is for explaining embodiment 7 operations scheme drawing usefulness, that represent the detection position of damper mass vertical speed when from car body side-looking on one side;

Accompanying drawing 37 is to be shown in performance diagram on the detection position that is illustrated in each damper mass vertical speed in the accompanying drawing 36 among the embodiment 7, each damper mass vertical velocity signal phase delay state;

Accompanying drawing 38 is scheme drawings of the damping force characteristic control setup of embodiment 8;

Accompanying drawing 39 is circuit block diagrams of the damping force characteristic control setup of embodiment 8;

Accompanying drawing 40 is program flow diagrams of the damping force characteristic control program of embodiment 8;

Accompanying drawing 41A is the generalized time diagram of curves of the damping force characteristic control operation of embodiment 8 to 41E;

Accompanying drawing 42 is determined the weight coefficient value efficiency chart of synthesis rate in embodiment 8, in signal synthesis circuit;

Accompanying drawing 43A is to be illustrated in each signal and the signal time diagram of curves of phase relation between the actual measured value of the buffering weight vertical speed of rear tyre wheel location to 43D;

Accompanying drawing 44 is to be shown in accompanying drawing 39 lateral plan to the vehicle of the embodiment 8 of 43B, and the normal acceleration sensor is housed therein;

Accompanying drawing 45A and 45B are the signal time diagram of curves, it is illustrated in detected relevant damper mass vertical velocity signal and is being installed on the phase relation that is shown in the sensor output partly of accompanying drawing 44 car bodies, wherein, 45A is the situation that falls within middling speed or low-speed range when the speed of a motor vehicle; And being the speed of a motor vehicle, 45B falls within the situation of high-speed range;

Accompanying drawing 46 is three-dimensional character diagram of curves, and it is illustrated in each detected damper mass vertical velocity signal and determines phase relation between the output of circuit with each damper mass vertical speed, and this circuit is positioned at each position of car body shown in the accompanying drawing 44;

Accompanying drawing 47A is the signal time diagram of curves to 47D, the figure shows when the speed of a motor vehicle falls within middling speed or low-speed range, the control signal of front tyre wheel side is taken turns the side control signal with the relation between the target damping force position of rear tyre wheel side with the relation between the target damping force position of front tyre wheel side and at rear tyre.

Accompanying drawing 48A and 48B are the signal time diagram of curves, the control signal that the figure shows front/rear tire wheel side when the speed of a motor vehicle falls within high-speed range is the same/and relation between the target damping force position of rear tyre wheel side;

Accompanying drawing 49A is the signal time diagram of curves of the actual measured value of the control signal of control signal, rear tyre wheel side of front tyre wheel side in the actual tests of vehicle ' on uneven road surface and the damper mass vertical velocity signal of deriving in back tower portion position to 49B, wherein, accompanying drawing 49A is to be under the 40km/h situation in the speed of a motor vehicle; Accompanying drawing 49B is to be under the 50Km/h situation in the speed of a motor vehicle; Accompanying drawing 49C is to be under the 70km/h situation in the speed of a motor vehicle; Accompanying drawing 49D is to be signal time diagram of curves under the 100km/h situation in the speed of a motor vehicle.

Embodiment 1

Accompanying drawing 2 is illustrated in the total system constructional drawing of the vehicular shock absorber damping force characteristic control setup in the most preferred embodiment 1 of the present invention.

Four bumper SA _FL, SA _FR, SA _RLAnd SA _RRBe plugged on (left tire wheel side (position) before wherein, label FL represents between each tire wheel (non-damper mass) of the given partial sum of car body (damper mass); FR represents front right wheel tire wheel side (position); RL represents back left tire wheel side (position); RR represents rear right wheel tire wheel side (position), and the representative type bumper is represented with SA simply, because all bumpers have common structure) the vehicle tyre wheel is made up of preceding left tire wheel, front right wheel tire wheel, back left tire wheel, rear right wheel tire wheel institute.Interest be: a left side and left, the rear right wheel tire wheel location of front right wheel tire wheel location and back before the representing of above-mentioned car body to certain portions.

As shown in Figure 2 before being equipped with to certain portions of car body is a pair of a left side and preceding right damper mass normal acceleration sensor 1 _FL, 1 _FRAlso be, be installed in a preceding left side and front right wheel tire wheel location near corresponding left and right tire wheel, a left side and front right wheel tire wheel is by corresponding bumper SA before each _FRAnd SA _FLInstitute hangs.With a left side and preceding right damper mass normal acceleration sensor 1 (1 before a pair of _FL, 1 _FR) detect before car body the damper mass normal acceleration of a left side and front right wheel tire wheel location.Control unit 4 is installed on the car body part of nearly driver's seat.Control unit 4 receives damper mass normal acceleration (G) sensor 1 from a left side and front right wheel tire wheel side before each _FL, 1 _FRDamper mass vertical acceleration signal G (G _FL, G _FR) and to a corresponding stepping (pulse) motor output drive signal, thus the damping force characteristic of a SA in the corresponding bumper changed, as described in following.

Accompanying drawing 3 illustrates the circuit block diagram according to the damping force characteristic control setup of the embodiment of the invention 1.

Control unit 4 comprises interface circuit 4a, CPU (central processing unit) 4b, ROM (read-only memory (ROM)) 4d, RAM (random access memory) and output driver 4c.

Interface circuit 4a receives vertical damper mass acceleration indicative signal (G _FL, G _FR), this G _FLAnd G _FRCome a pair of damper mass normal acceleration (G) the sensor 1FL and 1 of a comfortable preceding left side and front right wheel tire wheel location _FR, as shown in Figure 3.

As shown in Figure 14, interface circuit 14a comprises the first low-pass filter LPF1, the second low-pass filter LPF2, the first high-pass filter HPF, the 3rd low-pass filter LPF3, the described first low-pass filter LPF1 is structure so, so that it mainly eliminates the noise (30Hz or higher) of high-frequency region, and this noise is from the vertical acceleration sensor 1 of damper mass _FLWith 1 _FRDamper mass normal acceleration indicator signal G (G _FL, G _FR); The described second low-pass filter LPF2 is structure so, so that it is mainly to the damper mass vertical acceleration signal G (G by the first low-pass filter LPF1 _FL, G _FR) integration, thereby derive the damper mass vertical velocity signal of indication damper mass vertical speed, the cutoff frequency that the described first high-pass filter HPF has is 3.0Hz, the first high-pass filter HPF and the 3rd low-pass filter both sides form bandpass filter BPF, so that derive the damper mass vertical velocity signal V that comprises damper mass resonant frequency signal component _nInterest be: three filters are one another in series, as shown in Figure 14, at other vertical damper mass acceleration/accel (G) sensor (1 shown in the accompanying drawing 3 _FL, 1 _FR) other damper mass vertical acceleration signal in have signal processing circuit with same structure shown in the accompanying drawing 14.

Secondly, accompanying drawing 4 illustrates each bumper SA (SA _FLTo SA _FR) section drawing.

The bumper SA that is shown in accompanying drawing 4 comprises: a cylinder 30, and it limits epicoele A and cavity of resorption B by piston (movable); A shell 33, wherein, at the outer circumference end formation storage room 32 of cylinder 30; Limit the substrate 34 of cavity of resorption B and storage room 32; A guide 35, the slip of its guiding piston rod 7, its an other end is connected with moveable piston 31; Suspension spring 36 and a yielding rubber spare 37 between shell 33 and car body.

Each stepper motor 3 that is shown in accompanying drawing 2 and 3 is installed on the top of a corresponding bumper SA, and as shown in Figure 4, thereby its response is from the rotating drive signal of output driver 4C, by control stalk 70 and rotation regulator 40 (referring to accompanying drawing 5).The turning cylinder of corresponding each stepper motor 3 mechanically is connected with corresponding regulating control 40 by control stalk 70, and this regulating control 40 is within each bumper SA.

Accompanying drawing 5 illustrate each bumper SA piston component 31 a part with and the amplification sectional view of peripheral part.

As shown in Figure 5, on piston 31, form through hole 31a and 31b, in addition, on piston 31, be equipped with the decay valve 20 of the compression stroke side of distinguishing closed each through hole 31a and 31b and the decay valve 12 of expansion stroke side.Post 38 meshes and is fixed thereon with constraint link stopper 41 helicities, and this constraint link stopper 41 also is fixed thereon with piston rod 7 top helicities engagements, and post 38 runs through by piston 31.In addition, form communication hole 39 on post 38, this contact hole is communicated with epicoele A and cavity of resorption B.Regulating control 40 is installed in the piston component, and the flow channel cross that this regulating control 40 changes communication hole 39 is long-pending.

In addition, the boiler check valve 17 of expansion stroke side and the boiler check valve 22 of compression stroke side also are installed.These two boiler check valve make and do not make fluid to flow through from communication hole 39 according to fluid flow direction.

It should be noted: post 38 is provided with first aperture 21, second aperture 13, the 3rd aperture 18, the 4th aperture 14 and the 5th aperture 16 respectively in order.

On the other hand, with reference to accompanying drawing 5, regulating control 40 also is provided with hollow part 19, first side opening 24 and second side opening 35, and these two side openings are communicated with the inside and outside of regulating control 40.When piston stroke indication expansion stroke, the flow channel of four flow channels as fluid arranged between epicoele A and cavity of resorption B.Also promptly, 1) the first flow channel D of expansion stroke side makes fluid pass through the inboard of the valve opening of through hole 31b, expansion stroke side decay valve 12, reaches cavity of resorption B; 2) the second flow channel E of expansion stroke side, therein, outer Monday of the side of the valve opening of fluid by the decay valve 12 of second aperture 13, pod 23, the 4th aperture 14, expansion stroke side reaches cavity of resorption B then; 3) expansion stroke one side the 3rd flow channel F, therein, fluid is by second aperture 13, pod 23 and the 5th aperture 16; With 4) bypass passageways G, therein, fluid reaches cavity of resorption B by the 3rd aperture 18, second side opening 25 and hollow part 19.

In addition, during the compression stroke side of piston 31, fluid is flowed by following three fluid flowing passages: 1) the first flow channel H of compression stroke side, therein, fluid flows through through hole 31a and opens the decay valve 20 of the compression stroke side of valve; 2) the second flow channel J of compression stroke side, therein, fluid flows through hollow part 19, first side opening 24, first aperture 21 and the boiler check valve 22 of the compression stroke side opened, reaches epicoele A; And 3) bypass passageways G, therein, fluid flows through hollow part 19, second side opening 25 and the 3rd aperture 18.

In a word, bumper SA so is configured, so that when regulating control 40 is articulated rotation according to the rotation of a corresponding stepper motor 3, no matter be in expansion stroke one side; Or in compression stroke one side, a plurality of phasic change damping force characteristics that it can both be in its damping behavior, as shown in Figure 6.

Accompanying drawing 7 is illustrated in the turned position of regulating control 40 and about the relation between the damping force characteristic of the expansion stroke of piston 31 and compression stroke side.

Detailed speech, as shown in Figure 7, when regulating control 40 is articulated rotation with given anticlockwise direction from the common center position, in this center, when expansion stroke side and compression stroke side both sides are in soft damping force characteristic position (the soft region S S of following finger), damping force coefficient in the expansion stroke side may change to minimum hardware features from maximum hardware features multistagely, but the compression stroke side then is fixed on soft position (following finger expansion stroke side hard area territory HS).Otherwise, when regulating control 40 is articulated rotation with given clockwise direction from the common center position, only can change to territory, hard area at the damping force coefficient of compression stroke side multistagely, then be fixed on the soft position in compression stroke one side (following finger pressure contract stroke side hard area SH) from maximum hardware features to minimum hardware features.

When regulating control 40 be pivotally attached to 1., 2., 3. on arbitrary position the time (seeing accompanying drawing 7), from K-K line, L-L line, M-M line and N-N line, the cross section of the piston component of incision part is shown in accompanying drawing 8A (1.), 8B (2.) and 8C (3.) respectively (K-K); 9A (1.), 9B (2.) and 9C (3.) (L-L, M-M); 10A (1.), 10B (2.) and 10C (3.) are (N-N).Be shown in accompanying drawing 11,12 and 13 respectively at each position damping force characteristic 1., 2. and 3. that is shown in accompanying drawing 7.

Secondly, accompanying drawing 16 illustrates: derive the bumper SA of each forward and backward tire wheel side (from SA by control unit 4 _FLTo SA _RR) control signal operational flowchart (this control signal is typically represented with V).

In step 101, central processing unit (CPU) takes out and acts on the damper mass normal acceleration (G that car body is given certain portions _FL, G _FR) data, this car body to certain portions on, separate a pair of before a left side, vertical (G) sensor 1 of preceding right damper mass _FLWith 1 _FRAnd left and right side bumper SA is installed _FL, SA _FR

In step 102, central processing unit (CPU) takes out damper mass vertical speed V _n(V _N-FLIt is preceding left tire wheel side; V _N-FRBe front right wheel tire wheel side) data, these data are by to each damper mass normal acceleration indicator signal G _FLAnd G _FRCarry out integration and derive from the signal processing circuit that is shown in accompanying drawing 14; Central processing unit is also derived the bounce component F CV that acts on the car body center that utilizes following formula (1) to derive ₃, the center of a left side and front right wheel tire wheel side before this car body center is in.

It should be noted that, as speed V _nDirection (short transverse of car body) up the time, damper mass vertical speed V _nBe on the occasion of; And when its direction down time the (car body towards the place to) be negative value.

FCV _B＝V _n-FL＋V _n-FR)/2……(1)

In step 103, central processing unit CPU 4b derivative ac-tion in car body corresponding one to each the lateral shake component V on the certain portions _R(FLV _R, FRV _R), this car body hang oneself to certain portions hang with before a left side and preceding right bumper SA _FLAnd SA _FR

FLV _R＝V _n-FL－V _n-FR

FRV _R=V _N-FL-V _N-FL(2) wherein, left tire wheel side before FL represents, FR represents front right wheel tire wheel side.

In step 104, central processing unit (CPU) is derived on the basis of a corresponding following equation (3): each the control signal V that is used for a corresponding bumper SA:

FLV＝αf·FCV _B＋γ _f·FLV _R

FRV＝α _f·FCV _B＋γ _f·FRV _R

RLV＝α _r·FCV _B＋γ _f·FLV _R

RRV=α _rFCV _B+ γ _fFRV _R(3) wherein, α _f, γ _fBe respectively FLV _RAnd FRV _RConstant of proportionality;

Each first expression in the right one of in corresponding formulas (3) bounce speed; And each second expression in the right one of in respective formula (3) lateral shake speed.

As mentioned above, the program that derives control signal finishes in step 104, and program is got back to step 101 so that repeat above-mentioned actuation step.

So, same with control signal FLV and FRV at front tyre wheel, a left side, back and rear right wheel tire are taken turns the control signal RLV of side and RRV based at a preceding left side and preceding right bumper SA _FLAnd SA _FRThe car body bounce speed of position and at a preceding left side and preceding right bumper SA _FL, SA _FRLateral shake component F VR _RAnd FRV _RAnd derived, thereby control signal V is corrected according to phase deviation due to signal conditioning.

That is to say that with reference to accompanying drawing 15, accompanying drawing 15 expressions are about the phase propetry of each signal of incoming frequency.When the incoming frequency step-down, with regard to the phase place of input buffering quality vertical acceleration signal G, the damper mass vertical speed V that crosses through signal conditioning _nPhase state (shown in broken lines in accompanying drawing 15) be leading; And when incoming frequency uprised, it was (in such direction, so that being lagged behind pro rata with frequency size (value)) that lags behind with regard to G.On the other hand, shown in accompanying drawing 15 solid lines, just take turns the detected damper mass vertical acceleration signal of a side at rear tyre, the ground that is in proportion of taking turns the phase place of the detected damper mass vertical signal of a side and incoming frequency at front tyre is leading.Therefore, in embodiment 1, phase delay is used to rear tyre is taken turns the control signal of a side based on the formed control signal of slow heavy amount acceleration signal G of above-mentioned leading in phase, owing to then can be taken turns a side at rear tyre and is eliminated due to the aforesaid signal conditioning.Therefore, can improve the traveling comfort of taking, because in higher-frequency one side higher than damper mass resonant frequency, its phase lag problem can be eliminated.

Accompanying drawing 19 illustrates: when implementing embodiment 1 and use damping force characteristic control setup set forth above, incoming frequency is at the characteristic curve diagram of the transmissivity (transmissitivity) of (on the car body) on the damper mass.

As shown in Figure 19, in embodiment 1, in the higher-frequency scope higher, lower than the transmissivity of the above-mentioned damping force characteristic control setup of prior art to the incoming frequency transmissivity (transmittance, transmissive) (shown in solid line) of damper mass than resonant frequency point (1E+00).As a result, make the passenger not feel to jolt vibration and/or also do not feel on coarse road, to travel continuously.

Accompanying drawing 17 is illustrated in the damping force characteristic operational flowchart of each bumper SA of control on the basis of control signal V.

In step 201, whether central processing unit CPU decision control signal V is higher than predetermined positive threshold value δ _TIf in step 201 are "Yes", then CPU step 201, under like this mode the corresponding bumper SA of control, to cause expansion stroke one side that the territory, hard area is provided and to make compression stroke one side that soft zone (so-called expansion stroke side hard area territory HS) is provided.As being "No" in step 201, then program enters into step 203, and in this step, whether CPU (4b) order determines control signal V less than predetermined negative threshold value δ _CIf in step 203 are "Yes", then program enters step 204, in this step 204, CPU sends the instruction to actuator 4C, so that one of corresponding bumper SA of control under the control of SH mode, in this mode SH, compression stroke is in hard damping force characteristic one side; And expansion stroke one side is at soft zone (SH).If in step 203 are "No" (+δ _T≤ V≤-δ _C), program enters step 205, and CPU sends instruction to actuator 4C in this step, so that control the damping force characteristic of one of corresponding bumper SA under the SS domain mode, in this mode, expansion stroke and compression stroke side are all at soft zone (SS).

Accompanying drawing 18A is illustrated in the control operation time plot in the damping force characteristic control setup of embodiment 1 to 18E.

Based on damper mass vertical velocity signal V _nControl signal V have and fall within predetermined positive and negative threshold value δ _TWith-δ _CBetween value, representative type bumper SA is controlled in SS mode (expansion and compression stroke two sides in soft zone).

When control signal V surpasses predetermined positive threshold value δ _TThe time, territory, expansion stroke lateral areas is controlled in HS zone (hard damping force characteristic side), and wherein, damping force characteristic is proportional to the value of control signal V and changes, and at this moment, damping force characteristic C is controlled as C=K.V, and wherein K represents constant of proportionality.

In addition, be lower than predetermined negative threshold value-δ as control signal V _CThe time, the compression stroke side is controlled in compression stroke hard area territory SH, changes according to control signal V at the damping force characteristic of compression stroke side, and the compression stroke side is fixed to soft zone.At this moment, damping force characteristic C is C=KV.

When damper mass vertical speed (control signal V) have with damper mass and non-damper mass (b of accompanying drawing 18C and d) between the identical sign of relative velocity the time, then stroke one side of Ci Shi shock absorber SA is controlled in hardware features (regional b is that expansion stroke side and regional d are compression stroke one sides).When damper mass vertical speed (control signal V) have with damper mass and non-damper mass (regional a and c) between the different sign of relative velocity the time, then stroke one side of shock absorber SA is controlled in software feature (regional a is that compression stroke side and regional c are the expansion stroke sides).So, implement as the damper mass normal acceleration sensor 1 that just can only use a pair of front tyre to take turns a side based on the same control of the damping force characteristic of trolley crane theory (Sky hook theory).And then, when the control area is transformed into b and when regional c is transformed into d from regional a, also can carries out the switching of damping force characteristic and need not drive a corresponding stepper motor 3.

Therefore, the embodiment of the invention 1 has following advantage:

(1) by having the signal conditioning of frequency dependence, can take turns a side at rear tyre at the phase delay of upper frequency one side to be eliminated, thereby can improve travelling comfort for deriving;

(2) owing to the vertical G sensor of damper mass as damper mass motion detection means only is installed in an a pair of preceding left side and preceding right damper mass tire wheel location, thereby can reduce the cost of apparatus system, and suppress cross-car and shake component;

(3) since the frequency ratio of conversion damping force characteristic based on the damping force characteristic of trolley crane theory control lower, so can promote the control response characteristic, can improve the durability of stepper motor and cut down the consumption of energy.

Embodiment 2

Accompanying drawing 20 illustrates the embodiment 2 of damping force characteristic control setup of the present invention.

The other parts of damping force characteristic control setup are general identical with embodiment 1.

As shown in Figure 20, single damper mass normal acceleration sensor 1 _FCBe installed at car body and give on the car body at the center between the certain portions, this car body hang oneself to certain portions hang with before a left side and front right wheel tire take turns the bumper SA of side _FLAnd SA _FRIn embodiment 2, at the damper mass vertical velocity signal V of the core that is in front tyre wheel side _N-FCThe basis on the control signal V that derived be used to control simultaneously whole bumper SA _FL, SA _FR, SA _RLAnd SA _RRDamping force characteristic.

Therefore, can obtain whole advantages of embodiment 1, have only except the lateral shake control among the embodiment 1 (lateral shake speed implement to reach in 2).In addition, owing to have only a damper mass normal acceleration (G) sensor 1 _FCSo, the corresponding reduction of the cost of apparatus system.

Embodiment 3

Accompanying drawing 21A illustrates the circuit block diagram of the damping force characteristic control setup of the embodiment of the invention 3.Accompanying drawing 21B illustrate the embodiment of the invention 3 interface circuit signal processing circuit and from the derivation situation of a left side, the preceding right side and a left side, back, the right control signal in back forward of the signal by signal processing circuit.

Four series connected bandpass filter BPF1, BPF2, BPF3 and BPF4 are installed in embodiment 3.The cutoff frequency that the first low-pass filter LPF1 has is that the cutoff current that 30Hz, the second low-pass filter LPF2 have is 0.05Hz.The function of these filters is with identical person described in the embodiment 1.

The first low-pass filter BPF1 that is shown in accompanying drawing 21A is in order to derive the damper mass vertical speed Vn (V of front tyre wheel side _N-Fh) bandpass filter, when the speed of a motor vehicle fell into high-speed range, it was used to control the bumper SA of front truck tire wheel side _FLAnd SA _FR, it is the high-pass filter HPF of 0.5Hz and to have cutoff frequency be that the LPF of 1.5Hz constitutes by having cutoff frequency.

The second low-pass filter BPF2 that is shown in accompanying drawing 21A is in order to derive the damper mass vertical speed V of front tyre wheel side _n(V _N-F1) bandpass filter, when the speed of a motor vehicle fell into low-speed range, it was used to control the bumper SA of front tyre wheel side _FLAnd SA _FR, it is by to have cutoff frequency be the high-pass filter of 0.5Hz and have cutoff frequency and constituted by the low-pass filter of 4Hz.

The 3rd low-pass filter BPF3 that is shown in accompanying drawing 21A is in order to derive the damper mass vertical speed V of rear tyre wheel side _n(V _N-Rh) bandpass filter, when the speed of a motor vehicle fell into high-speed range, it was used to control the bumper SA of rear tyre wheel side _RLAnd SA _RR, it is the high-pass filter HPF of 0.8Hz and to have cutoff frequency be that the low-pass filter of 5Hz constitutes (with reference to accompanying drawing 22 phase propetry shown in broken lines) by having cutoff frequency.

That is to say that accompanying drawing 22 illustrates the phase propetry about each signal of frequency input signal.

As shown in Figure 22, solid line 1. and 2. expression when high vehicle speeds and low speed driving, with regard to the phase propetry of the relevant signal of frequency input signal.1. solid line indicates: just in the phase place of the rear tyre wheel damper mass vertical acceleration signal that side detected, and at the leading in phase of the front tyre wheel damper mass vertical acceleration signal that side detected, and its leading in phase amount function that is the speed of a motor vehicle; 2. solid line indicates: with regard to the damper mass acceleration signal that side detected at rear tyre wheel, and the leading in phase of the damper mass vertical acceleration signal that is detected at the front tyre wheel, and its leading in phase amount function that is the speed of a motor vehicle.

In embodiment 3, because the higher frequency components increase that becomes when the speed of a motor vehicle falls into low-speed range, so when the speed of a motor vehicle falls into the scope of hanging down, to have the narrower signal conditioning bandpass filter BPF1 that is used for high-speed range and be transformed into and have the higher signal reason bandpass filter BPF2 that is used for low-speed range, so that suitably derive the bumper SA that is used for front tyre wheel side by frequency band by frequency band _FLAnd SA _FRControl signal.On the other hand, change owing to controlling between four-tape bandpass filter BPF4 and the high freguency bandpass filter BPF3 at low speed, just take turns the phase place that side detected at rear tyre, because the leading in phase attitude at the front tyre wheel front tyre that side detected wheel damper mass vertical acceleration signal due to the cause of the speed of a motor vehicle changes and can be corrected, wherein, will have the treated signal that is shown in the phase propetry of 1. representing with dotted line in the accompanying drawing 22 by four-tape bandpass filter BPF4 derives; By described high freguency bandpass filter BPF3, under preset vehicle speed, realize the phase propetry of the treated signal 2. represented with dotted line

As mentioned above, can further improve the travelling comfort of car.

In the 3rd embodiment, the damper mass normal acceleration sensor 1 of a pair of front tyre wheel side _FLWith 1 _FRUse with embodiment 1, in embodiment 3, the damping force characteristic control setup only uses a damper mass normal acceleration sensor 1 the samely _FCCan achieve the goal, this is 1 years old _FCBe in the center of the bumper of front tyre wheel side, identical with embodiment 2.

Embodiment 4

Accompanying drawing 23 illustrates the arrangement that is installed on three damper mass normal acceleration sensors on the car body of embodiment 4.

Accompanying drawing 24 illustrates the automobile vibration reduction force characteristic control setup circuit block diagram of embodiment 4.

Shown in the accompanying drawing 23 and 24, except at embodiment 1 described damper mass normal acceleration sensor 1 _FRWith 1 _FLOutside, another one damper mass normal acceleration sensor 1 _RRBe installed on the given position of car body, hang the bumper SA of rear right wheel tire wheel side thereon _RR

And then the car speed sensor of establishing for the detection speed of a motor vehicle 2 is connected with control signal computing block 430.

On the basis of control signal FLV and FRV, realize being used for front tyre wheel side bumper SA _FLAnd SA _FRDamping force characteristic control, this control signal FLV and FRV in front tyre wheel side by damper mass vertical velocity signal V _N-FLAnd V _N-FRAnd form this V _N-FLAnd V _N-FRFrom the vertical damper mass G of front tyre wheel side sensor 1 _FLWith 1 _FRDerive.On the other hand, when the speed of a motor vehicle that is detected by car speed sensor 2 is indicated low speed (being lower than 30Km/h), be used for the bumper SA of a left side, back and rear right wheel tire wheel side _RLAnd SA _RRDamping force characteristic be controlled on the basis of control signal RLV and RRV and be achieved, this control signal RLV and RRV are respectively by from rear tyre wheel side damper mass normal acceleration sensor 1 _RRThe rear right wheel tire wheel side damper mass vertical speed V that derives _N-RR, and at rear tyre wheel side back left tire wheel side damper mass vertical speed V as calculated _N-RLAnd form.When the speed of a motor vehicle that is detected by car speed sensor 2 is indicated high speed (30Km/h is to 120Km/h), each front tyre wheel side damper mass speed signal V _N-RLAnd V _N-RRWith corresponding front tyre wheel side damper mass vertical velocity signal V _N-FLAnd V _N-FRBe combined to, two synthetic ratios of signal are such: when the speed of a motor vehicle makes front tyre wheel side damper mass vertical velocity signal V _N-FLAnd V _N-FRBe increased to another rear tyre wheel side damper mass speed V _N-RLAnd V _N-RRThe time, as at the gain characteristic curve shown in the accompanying drawing 25, rear tyre wheel side damper mass vertical speed V then _N-RLAnd V _N-RRJust correspondingly be lowered.

Above-mentioned control signal FLV, FRV, RLV and RRV are as follows:

FLV＝K _f·V _n-FL，

FRV＝K _f·V _n-FR，

RLV＝K _r·V _n-FL＋(1-K _r)V _n-RL，

RRV＝K _r·V _n-FR＋(1-K _r)V _n-RR…………(4)

Interest be: K _fThe gain of expression front tyre wheel side, and be set to 1, as shown in Figure 25; K _rThe gain of expression rear tyre wheel side, and so being set, so that change as the function of the speed of a motor vehicle.

In embodiment 4, control unit 4 comprises location correction computing block 410; Signal conditioning piece 420, it is used to derive the signal that has comprising the interdependent characteristic of frequency resonance of rate conversion; And control signal computing block 430, as shown in Figure 24.

Therefore, in embodiment 4, when vehicle travels under low speed, so that damper mass is when mainly moving with longitudinal movement, and the low frequency component of damper mass acceleration/accel then increases, front tyre wheel side and rear tyre wheel side both sides' bumper SA _FLTo SA _RRBe Controlled independently all, thus keep inhibition to the pounding of vehicle action.

On the other hand, when the car at high speed travels, so that damper mass mainly shows as the bounce action, and when upper frequency is increased, the damping force characteristic control that is used for the bumper of front tyre wheel side is able to realize that this control signal is mainly based on taking turns the damper mass vertical velocity signal V that side derived at front tyre on the control signal basis _N-FLAnd V _N-FRThereby, can obtain benefit as embodiment 1.In addition, because the synthetic rate of signal is the function of the speed of a motor vehicle, therefore, can realize bumper SA to rear tyre wheel side _RLAnd SA _RRMore accuracy control.

In embodiment 4, the vertical G sensor of damper mass also comprises an a pair of preceding left side, the vertical G sensor 1 of preceding right damper mass _FLWith 1 _FRWith the vertical G sensor 1 of back left tire wheel side that is in rear right wheel tire wheel side _RR, the vertical G sensor of damper mass can comprise a single preceding center damper mass normal acceleration sensor that is in center between a preceding left side and the front right wheel tire wheel side and be in a left side, back and rear right wheel tire wheel side between the single rear center damper mass normal acceleration sensor at center.

In embodiment 1,2,3 and 4, the vertical G sensor of damper mass is also as the vertically-acting detecting device, any such sensor is used for detecting relative displacement between damper mass and non-damper mass or their combination, and perhaps any such sensor is used for detecting relative velocity between damper mass and non-damper mass or their combination.

In embodiment 1,2,3 and 4, bumper SA _FLTo SA _RRBe used, wherein, stroke side Be Controlled is so that provide hard damping force; Simultaneously another stroke side then is fixed to soft damping force characteristic, but and its expansion stroke and compression stroke side both sides are controlled simultaneously and use at the bumper of equidirectional also interleave.

In embodiment 3, the bandpass filter BPF1 of two kinds of models and BPF2 or BPF3 and BPF4 are changed according to the speed of a motor vehicle, go out the bandpass filter of configurable three kinds or more kinds of models, so that improve the control effect.

In embodiment 4, front tyre wheel side damper mass vertical velocity signal V _N-FLAnd V _N-FRTo the damper mass vertical velocity signal V that derives in rear tyre wheel side _N-RLAnd V _N-RRThe signal synthesis rate of signal is the function of the speed of a motor vehicle, is taking turns side damper mass vertical velocity signal V based on front tyre _N-FLAnd V _N-FRThe basis of control signal on, the also bumper SA of a left side and rear right wheel tire wheel side after the may command _RLAnd SA _RR

Embodiment 5

Accompanying drawing 26 illustrates the damping force characteristic control setup of embodiment 5, and accompanying drawing 27 illustrates the circuit block diagram of embodiment 5 damping force characteristic control setups.

In embodiment 5, compare with embodiment 1, add a left side, back and rear right wheel tire wheel acceleration pick-up 1 in a new way _FLWith 1 _RR, so that detect the damper mass normal acceleration of and rear right wheel tire wheel side left in the back.Other structure is general identical with embodiment 1.

Accompanying drawing 28 is illustrated in the type signal treatment circuit of counterpart circuit shown in the accompanying drawing 27.The arrangement of signal processing circuit is general with identical accompanying drawing 14 those shown.

Yet it is 1.0Hz that the second low-pass filter LPF1 has cutoff frequency, and the cutoff frequency that the 3rd low-pass filter LPF3 has is 1.5Hz, and the cutoff frequency that the 3rd low-pass filter LPF3 has is 1.5Hz.

Accompanying drawing 29 illustrates the operational flowchart by CPU 4b execution of embodiment 5, so that derive control signal V (FLV, FRV, RLV and RRV).

At step 101A, CPU 4b takes out at each tire wheel side (G _FL, G _FR, G _RLAnd G _RR) the data of damper mass normal acceleration, these data are from each damper mass normal acceleration sensor (1 _FL, 1 _FR, 1 _RLWith 1 _RR).

At step 102A, from the damper mass normal acceleration GF (G of front tyre wheel side _FLAnd G _FR) and the damper mass normal acceleration G of rear tyre wheel side _R(G _RL, G _RR), CPU 4b on a position on following formula (5) basis, at car body, calculate damper mass normal acceleration G ' _r(G ' _RL, G ' _RR), this position is located at before the rear tyre wheel location with predetermined length b.

G’ _r＝G _R＋b/a(G _F-G _R)……………(5)

Wherein, a represents wheelspan length (wheel base length).

At step 103A, CPU 4b is to four damper mass vertical acceleration signal G _FL, G _FR, G ' _RL, G ' _RRIntegration, so that they are converted into the damper mass vertical velocity signal, and make the bandpass filter BPF (as shown in Figure 28) of damper mass vertical velocity signal, thereby derive the damper mass vertical velocity signal V that comprises the damper mass resonant frequency by high-pass filter and the 3rd low-pass filter _n(V _N-FL, V _N-FR, V ' _NL', V ' _{NR '}).

At step 104A, it is that each bumper SA derives control signal that CPU 4b uses following formula (6).

FLV＝α _f·V _n-FL，

FRV＝α _f·V _n-FR，

RLV＝α _r·V’ _nrL，

RRV＝α _r·V’ _nrR…………………(6)

Then, end of program and get back to the 101A of accompanying drawing 29.

According to the input buffering mass velocity signal V ' that is in a line (pass through the wheelspan of doing (tread), its connects a left side, back and the rear right wheel tire is taken turns) position before _NrLAnd V ' _NR, deriving the control signal that is used for rear tyre wheel side bumper RLV and RRV, thereby can derive control signal V, this control signal V has proofreaied and correct because the phase deviation due to the signal conditioning.

Can obtain the effect same by embodiment 5 with embodiment one.

In embodiment 5, implement damping force control program as embodiment 1 (being shown in accompanying drawing 17).

Embodiment 6

Accompanying drawing 31 illustrates the 6th most preferred embodiment of damping force characteristic control setup of the present invention.

Before connecting, each on the center on car body (FC in the accompanying drawing 31 and RC) of the center of the line of a left side, front right wheel tire wheel and the line that is connected a left side, back, rear right wheel tire wheel a pair of damper mass normal acceleration sensor 1FC and 1RC are installed respectively.

In embodiment 6, based on the locational damper mass vertical velocity signal of car body V between two front tyre wheels _N-FC, from the vertical Acceleration Signal IFC calculation control of front side damper mass signal V, and with a left side, front right wheel tire wheel side bumper SA before the control of this control signal _FLAnd SA _FRDamping force characteristic.On the other hand, central processing unit 4b is from the damper mass vertical velocity signal V of the car body center between a left side, back and rear right wheel tire wheel _N-RCCalculating is in the damper mass vertical velocity signal V ' of center _N-RC, this center is positioned at the place ahead that connects a left side, back and rear right wheel tire wheel both sides line with predetermined length b, and control unit 4b and realization are to the bumper SA of rear tyre wheel side _RLAnd SA _RRDamping force characteristic control.

Compare with the structure of the damping force characteristic control setup of embodiment 5, the sensor number of damper mass normal acceleration sensor is 2, thereby can reduce device is assemblied in expense on the vehicle.

Embodiment 7

The arrangement of the sensor in the 7th most preferred embodiment of accompanying drawing 32 expression damping force characteristic control setups.

The circuit block diagram of the damping force characteristic control setup of accompanying drawing 33 expression embodiment 7.

In embodiment 7, an a pair of preceding left side and preceding right damper mass normal acceleration sensor 1 _FLWith 1 _FRBe installed on the given position of car body, this given position a left side and front right wheel tire wheel side (being shown in accompanying drawing 32 with the void circle) before corresponding one are left the X distance backward, and on the position of car body installation in order to detect the damper mass normal acceleration sensor 1 of damper mass acceleration/accel _RR, this position is in the rear right wheel tire and takes turns a side.Central processing unit 4b calculates four values of four somes survey target locations on car body in embodiment 7, also promptly: at a preceding left side and front right wheel tire wheel side, the damper mass vertical acceleration signal G ' that represents with the void circle in accompanying drawing 32 _FLAnd G ' _FRAnd at car body damper mass acceleration signal G ' partly _RLAnd G ' _RR, the position of this car body part is with before a left side after being in to set a distance g (being shown in accompanying drawing 32) and the rear right wheel tire wheel side.

The distance y speed of a motor vehicle forwards moves with being directly proportional.

Control unit 4 comprises: x-y position calculation piece 410A; Location correction computing block 420A; Target location acceleration calculation piece 430A; Each component computing block 440A; Rate conversion piece 450A; Bandpass filter 460A; Control signal computing block 470A; With damping force characteristic controll block 480A.

Accompanying drawing 34 illustrates the control program that expression control signal V derives.

In step 301, CPU 4b 3 damper mass vertical acceleration signal G from the car body _FL, G _FRAnd G _RRThe mute front tyre wheel side damper mass vertical acceleration signal G ' that calculates _RLAnd G ' _RL, this G _FL, G _FRAnd G _RRSignal is from the damper mass normal acceleration sensor 1 that is at 3 _FL, 1 _FRWith 1 _RR CPU 4b also calculates: the damper mass normal acceleration G ' that is in rear tyre wheel location locational rear tyre wheel side before with distance y _RLAnd G ' _RR

In step 301, CPU 4b uses following formula (7) to derive G ' _FL, G ' _RR, G ' _RLAnd G ' _RR: $G_{\mathrm{rL}}^{\&prime;}=\frac{X(L_1-L_2)}{{\mathrm{<figure-callout\; id="0"\; label="L"\; filenames="A9510201500451.png,A9510201500461.png"\; state="\{\{state\}\}">L</figure-callout>}}_0\&CenterDot;L_1}{G}_{\mathrm{FR}}+(1+\frac{{\mathrm{<figure-callout\; id="2"\; label="L"\; filenames="A9510201500461.png,A9510201500561.png"\; state="\{\{state\}\}">L</figure-callout>}}_2\&CenterDot;\mathrm{<figure-callout\; id="0"\; label="X\; L"\; filenames="A9510201500451.png,A9510201500461.png"\; state="\{\{state\}\}">X</figure-callout>}}{L_{}})G_{\mathrm{FL}}-\frac{X}{L_0}{G}_{\mathrm{RR}}$ $G_{\mathrm{fR}}^{\&prime;}=(1+\frac{L_1-L_2}{{\mathrm{<figure-callout\; id="0"\; label="L"\; filenames="A9510201500451.png,A9510201500461.png"\; state="\{\{state\}\}">L</figure-callout>}}_0\&CenterDot;{\mathrm{<figure-callout\; id="1"\; label="L"\; filenames="A9510201500461.png,A9510201500561.png"\; state="\{\{state\}\}">L</figure-callout>}}_1}\&CenterDot;X)G_{\mathrm{FR}}+\frac{{\mathrm{<figure-callout\; id="2"\; label="L"\; filenames="A9510201500461.png,A9510201500561.png"\; state="\{\{state\}\}">L</figure-callout>}}_2\&CenterDot;\mathrm{<figure-callout\; id="0"\; label="X\; L"\; filenames="A9510201500451.png,A9510201500461.png"\; state="\{\{state\}\}">X</figure-callout>}}{L_{}}{G}_{\mathrm{FL}}-\frac{X}{L_0}{G}_{\mathrm{RR}}$ $G_{\mathrm{rL}}^{\&prime;}=\frac{(L_1-L_2)(L_0-y)}{{\mathrm{<figure-callout\; id="0"\; label="L"\; filenames="A9510201500451.png,A9510201500461.png"\; state="\{\{state\}\}">L</figure-callout>}}_0\&CenterDot;L_1}{G}_{\mathrm{rn}}+\frac{y\&CenterDot;{\mathrm{<figure-callout\; id="1"\; label="L"\; filenames="A9510201500461.png,A9510201500561.png"\; state="\{\{state\}\}">L</figure-callout>}}_1+(L_1-L_2)(L_0-y)}{{\mathrm{<figure-callout\; id="0"\; label="L"\; filenames="A9510201500451.png,A9510201500461.png"\; state="\{\{state\}\}">L</figure-callout>}}_0\&CenterDot;L_1}{G}_{\mathrm{rL}}+\frac{L_0-y}{L_0}{G}_{\mathrm{RR}}$ $G_{\mathrm{rR}}^{\&prime;}=\frac{(L_1-L_2)y+{\mathrm{<figure-callout\; id="2"\; label="L"\; filenames="A9510201500461.png,A9510201500561.png"\; state="\{\{state\}\}">L</figure-callout>}}_2\&CenterDot;L_0}{{\mathrm{<figure-callout\; id="0"\; label="L"\; filenames="A9510201500451.png,A9510201500461.png"\; state="\{\{state\}\}">L</figure-callout>}}_0\&CenterDot;L_1}{G}_{\mathrm{FR}}+\frac{L_2(L_0-y)}{{\mathrm{<figure-callout\; id="0"\; label="L"\; filenames="A9510201500451.png,A9510201500461.png"\; state="\{\{state\}\}">L</figure-callout>}}_0\&CenterDot;L_1}{G}_{\mathrm{FL}}+\frac{L_0-y}{L_0}{G}_{\mathrm{RR}}$

In formula (7), L ₀Represent kangaroo (Wallalies) length, L ₁Representative wheel square, (so-called wheelspan is meant: with distance between the center-point of the substrate contact of two car front-wheels or two back wheels of vehicle), L ₂The damper mass normal acceleration sensor 1 of side is taken turns in representative on the overall width direction, apart from the rear right wheel tire _RRBe mounted the distance of position.

Above-mentioned X and y are the one-level functions to the speed of a motor vehicle.When the speed of a motor vehicle increased, the target location moved forward.

X=K _fSpeed+x ₀,

Y=K _rSpeed+y ₀(8)

In equation (8), K _fAnd K _rThe initial value of representing x and y respectively.

In step 302, on the basis of following equation (9), from as calculated damper mass normal acceleration G ' _FLAnd G ' _FRWith as calculated damper mass normal acceleration G ' on each target location _RLAnd G ' _RR, LPU derives the bounce component G of car _B, oscillation in the pitch mode component G _Pf, G _PrAnd lateral shake component G _Rf, G _Rr

G _B＝(G’ _fL＋G’ _fR＋G’ _rL＋G’ _rR)/4，

G _pf＝((G’ _fL＋G’ _fR)－(G’ _rL＋G’ _rR))/4，

G _pr＝((G’ _rL＋G’ _rR)－(G’ _fL＋G’ _fR))/4

G _Rf＝(G’ _fR－G’ _fL)/2＝G _Rr…………(9)

In step 303, to by caused each the damper mass vertical acceleration signal component G of damper mass normal acceleration _B, G _Pr, G _RfAnd G _RfIntegration is so that be converted into bounce component V respectively _N-B, oscillation in the pitch mode component V _N-pfAnd V _N-prAnd lateral shake component V _N-PfAnd V _N-Rr

Bandpass filter BPF is the high-pass filter of 0.5Hz and to have cutoff frequency be that the 3rd low-pass filter of 2.5Hz is formed by having cutoff frequency, so that to each bounce, oscillation in the pitch mode and the filtering of lateral shake component, thus elimination unwanted signal component.

In step 304, on the basis of following equation (9), calculate the control signal V that is used for each bumper SA.

FLV＝α _f·V _n-B＋β _f·V _n-Rf＋γ _f·V _n-Rf，

FRV＝α _f·V _n-B＋β _f·V _n-Pf－γ _f·V _n-Rf，

RLV=α _rV _N-B+ β _rV _N-Pr-γ _rV _N-RrAnd

RRV＝α _r·V _n-B＋β _r·V _n-Pr－γ _r·V _n-Rr…(9)

In equation (9), α _f, β _fAnd γ _fRepresent front tyre to take turns the constant of proportionality of a side, and α _r, β _rAnd γ _rRepresent rear tyre to take turns the constant of proportionality of a side.

Certainly, when step 304 end, program is just got back to step 301, and is identical with embodiment 1.

Accompanying drawing 35A and 35B illustrate in the embodiment of the invention 7 time plot according to the damper mass vertical velocity signal of the speed of a motor vehicle.

When car travels on uneven road surface, 2. the damper mass vertical velocity signal of taking turns a side with respect to front tyre (is represented by dotted lines), when the speed of a motor vehicle is fast more, just more little at the leading in phase amount T and the T ' (representing with solid line among accompanying drawing 35A and the 35B) of the damper mass vertical velocity signal of front tyre wheel side.

Accompanying drawing 36 illustrates when seeing on the left of car body, detects position A, B, C and the D of damper mass vertical velocity signal; Accompanying drawing 37 is illustrated in when seeing on the left of car body, the phase delay state of damper mass vertical velocity signal a, b, c and the d of detection position A, B, C and D.

When front end shown in the close accompanying drawing 36 in the position of car body, on predetermined position of advancing, with respect to rear tyre wheel side, the leading in phase quantitative change of signal big (A represents the front tyre wheel location).Therefore, move forward pro rata with respect to the predetermined progressive position and the speed of a motor vehicle of rear tyre wheel location, thereby, can be and eliminate because the caused phase delay of the change of the speed of a motor vehicle changes proofreaies and correct.

Embodiment 7 has also described in detail three vertical acceleration sensors 1 of damper mass has been installed _FL, 1 _FRWith 1 _RR, as shown in Figure 32, also embodiment 6 installs two vertical acceleration sensors of damper mass like that as shown in Figure 31.

It should be noted that, can use the vertical acceleration sensor of such damper mass, directly detect the damper mass normal acceleration at this sensor on the object point of the place ahead of car body, this place ahead object point is changed to y apart from the rear tyre position of wheel.

Embodiment 8

Accompanying drawing 38 and 39 illustrates the 8th good embodiment of damping force characteristic control setup of the present invention.

The arrangement of damping force characteristic control setup that is shown in accompanying drawing 38 is identical with the embodiment 1 that is shown in accompanying drawing 2, and just set car speed sensor 2 is used to detect the speed of a motor vehicle in embodiment 8; And supply with vehicle speed indicative signal to control unit by A/D converter.

Accompanying drawing 40 illustrates and is used to control each shock absorber SA (SA _FRTo SA _RR) the operational flowchart of damping force characteristic.

It should be noted that it is general with to be shown in accompanying drawing identical to be shown in the control program of accompanying drawing 40, just predetermined threshold is zero in the step 101B of accompanying drawing 40 and 103B.

It should be noted that at step 105B, central processing unit CPU 4b gives an order to actuator, so that control each bumper SA, because control signal indication zero soft region S S (expansion stroke and compression stroke all are soft damping force characteristics).

Accompanying drawing 41A illustrates according to each signal of a stepper motor 3 and the time plot of driving to 41E.

If control signal is changed based on the damper mass speed signal.Shown in accompanying drawing 41A, then corresponding bumper SA also is controlled in the SS domain mode.

When control signal V indication on the occasion of, then the bumper SA territory, hard area and the compression stroke side that are controlled in the expansion stroke side is controlled in soft zone (so-called HS domain mode).At this moment, damping force characteristic and the control signal V in the expansion stroke side changes pro rata.

In other words, target damping force characteristic display position P is calculated on the following equation basis:

P＝(V/V _H-T)XP _Tmax………………(10)

In equation (10), V _H-TBe illustrated in the proportional range of expansion stroke side, when the value of control signal V surpasses ratio range V _H-TDuring value, V _H-TValue is corrected to the value of control signal V, thereby from the folding time point of its peak value, this target damping force characteristic display position P begins to descend at control signal V; P in equation (10) _TmaxBe illustrated in maximum (the hardest) the damping force characteristic display position of expansion stroke one side.

When control signal V indication negative value, bumper SA is controlled in compression territory, hard area SH (the expansion stroke side is soft, and compression stroke one side is hard) mode.

When the expansion stroke side is fixed in low damping force characteristic, change pro rata at the damping force characteristic and the control signal V of compression stroke side.

At this moment, on the basis of following equation, derive target damping force position P:

P＝(V/V _H-C)XP _Cmax………………(1?1)

In equation (11), V _H-TBe illustrated in the proportional range of compression stroke side, the value negative sense of control signal V surpasses proportional range V _H-TValue the time, this proportional range value is corrected to the value of control signal V; P in the formula _CmaxBe illustrated in the maximum damping force characteristic display position of compression stroke side.

In embodiment 8, when control signal (damper mass vertical speed) V and the relative velocity both sides between damper mass and non-damper mass had identical meeting (just with positive and negative and negative) (being shown in b and d zone among the accompanying drawing 41C), one of the expansion stroke side of bumper SA and compression stroke side were controlled in hardware features.

When above-mentioned both sides had distinct symbols (positive and negative, negative, positive) (being shown in a and c zone among the accompanying drawing 41C), one of the expansion stroke side of bumper SA and compression stroke side were controlled in software feature.Therefore, only by a left side, front right wheel tire wheel damper mass acceleration pick-up 1 before a pair of _FLWith 1 _FRCan carry out controlling identical control with damping force characteristic based on the trolley crane theory.

Shown in accompanying drawing 41D and 41E,, can carry out the conversion of damping force characteristic and need not to drive a corresponding stepper motor 3 when transferring to regional b from regional a and when regional c transfers to regional d.

Secondly, return with reference to accompanying drawing 39, with control signal V (V _FL, V _FR, V _RLAnd V _RR) generation details are as follows.

Control unit 4 comprises: eliminate noise piece 4aa; Conversion block 4aaa; Lateral shake component computing block 4ca; Rate conversion piece 4da; This 4da so constitutes, so that it can be converted to the vertical Acceleration Signal of digital damper mass corresponding damper mass vertical velocity signal; The control signal scope is set piece 4e, and this 4e so constitutes, so that it can eliminate the unwanted frequency zone; The preliminary examination signal forms piece 4fa; Phase place is synthesized piece 4ga; And bounce gain setting piece 4h; Lateral shake gain setting piece 4ja.

As shown in Figure 39, from a pair of damper mass normal acceleration sensor 1 _FLWith 1 _FRThe damper mass vertical acceleration signal G of input _FLAnd G _FRBoth pass through noise removing piece 4aa and A/D conversion block 4aaa, and are calculated, and shake component signal V so that derive lateral direction of car _R, this lateral shake component signal is set piece 4ea by rate conversion piece 4da and range of control and processed.Subsequently, lateral shake gain setting piece 4ja makes the lateral shake gain R of front tyre wheel side _fOr rear tyre wheel side lateral shake gain R _jMultiply by from range of control and set the signal that piece 4ea passes through, so that derive the lateral shake speed (V of front tyre wheel side _RR _f) or the lateral shake speed (V of rear tyre wheel side _RR _r).

Control signal V for a preceding left side and front right wheel tire wheel side _FLAnd V _FR, from each damper mass normal acceleration sensor 1 _FRWith 1 _FLEach damper mass vertical acceleration signal G of input _FLAnd G _ERBy noise removing piece 4aa, A/D conversion block 4aaa, rate conversion piece 4da and range of control are set piece 4ea, so that the bounce component signal FLV of a left side, front right wheel tire wheel side before deriving _B, FRV _BAfter this, a preceding left side and front right wheel tire wheel side bounce component signal FLV _BAnd FRV _BBe fed into bounce gain setting piece 4ha, this 4ha so constitutes, to cause this bounce component signal FLV _BAnd FRV _BMultiply by the bounce gain beta of front tyre wheel side _f, so that the bounce speed (FLV of left tire wheel side before deriving _Bβ _f) and the bounce speed (FRV of front right wheel tire wheel side _BB _f).Subsequently, take turns the lateral shake speed (V of side at the front tyre of considering to be derived _RR _f) under the situation, the control signal V of a left side, front right wheel tire wheel side before deriving _FLAnd V _FRAs follows:

Front right wheel tire wheel side:

V _FR＝FRV _B·B _f＋V _R·R _f

Preceding left tire wheel side:

V _FL＝FLV _B·B _f＋V _R·R _f……(12)

As shown in Figure 39, the preliminary examination signal forms piece 4fa and prepares a preceding left side and preceding right preliminary examination signal FLV _-LAnd FLV _-L, their phase place is than a preceding left side and preceding right bounce component signal FLV _BAnd FRV _BPhase delay.

The synthetic piece 4ga of phase place is by respectively in predetermined ratio { (1-K): K}, make a corresponding left side and right preliminary examination signal FLV _-LAnd FRV _-LWith a preceding left side and front right wheel tire wheel bounce component signal FLV _BAnd FRV _BSynthetic and derive a left side and right synthetic bounce component signal RLVR _-L(=KFLV _B+ (1-K) FLV _-L) and RRV _B-L(=KFRV _B+ (1-K) FRV _-L).Symbol K represents coefficient of weight, and is shown in accompanying drawing 42.

As shown in Figure 42, COEFFICIENT K is the function of the speed of a motor vehicle, and increases and surpass preset vehicle speed (except the zero velocity) nulling before up to the speed of a motor vehicle.General coefficient of weight K increases, and reaches 1 (K=1.0) when the speed of a motor vehicle surpasses predetermined value.

In other words, the bounce component F LV of front tyre wheel side _BAnd FRV _BIncrease pro rata with the speed of a motor vehicle, and when coefficient of weight K refers to 1 (speed of a motor vehicle maximum), the bounce component F LV of front tyre wheel side _BAnd FRV _BDirectly provide signal synthetic bounce signal RLV respectively _B-LAnd RRVB _-LNotice, surpass predetermined value as shown in Figure 42 if the speed of a motor vehicle reduces and do not indicate its value, then preliminary examination signal FLV _-LAnd FRV _-LDirectly provide a left side and right signal synthetic bounce component signal RLVB _-LAnd RRVB _-L

Subsequently, by making the synthetic bounce components R LV of a left side and right signal _B-LAnd RRV _B-LMultiply by bounce gain beta in the rear tyre wheel side of bounce gain setting piece 4ha _rAnd the bounce speed (RLV that derives a left side, back and rear right wheel tire wheel side _B-Lβ _r) and (RRV _B-Lβ _r).

As a result, use the lateral shake speed (V of a left side, back and rear right wheel tire wheel side _RR _r) and bounce speed (RLV _B-Lβ _r) and (RRV _B-Lβ _r) press following formula and derive the control signal V that a left side, back and rear right wheel tire are taken turns side _RLAnd V _RR:

Rear right wheel tire wheel side:

V _RR＝RRV _B-L·B _r＋V _R·R _r

Back left tire wheel side:

V _RL＝RLV _B-L·B _r－V _R·R _r………(13)

Be illustrated in the damper mass vertical speed actual measured value of rear tyre wheel side position, the bounce component signal FLV of front tyre wheel side from accompanying drawing 43A to 43D _B(FRV _B), preliminary examination signal FLV _-L(FRV _-L) and the synthetic component signal RLV of signal _B-L(RRV _B-L) between the time plot of expression phase relation.

To shown in the 43D, front tyre is taken turns side bounce component signal FLV as accompanying drawing 43A _B(FRV _B) leading in phase in damper mass vertical speed phase place in the actual measurement of rear tyre wheel side.Therefore, the preliminary examination signal forms piece 4fa and forms preliminary examination signal FLV _-L(FRV _-L), its phase place further is delayed to the actual measured value of the damper mass vertical speed of rear tyre wheel location, and the synthetic piece 4a of phase place is with the preliminary examination signal FLV of phase delay _-L(FRV _-L) the leading front tyre of estimated rate [(1-K): K] same-phase wheel side bounce component signal FLV _B(FRV _β) synthetic, therefore, derive the synthetic bounce component signal RLV of signal phase _B-L(RRV _B-L), it and the actual measured value same-phase of taking turns the actual damper mass vertical speed of side at rear tyre.

Accompanying drawing 44 is right elevations of vehicle, and it illustrates preceding tower portion position (front tower) a, and b and the back tower position c of portion are put in the external reservoir seat.

The preceding position a of tower portion generally is defined as in the position of the car body on the front tyre wheelspan; The external reservoir seat is put b and generally is defined as rich body position on the external reservoir seat, and the back tower position c of portion generally is meant the car body position on track rear.

Accompanying drawing 45A and 45B are illustrated in the damper mass vertical velocity signal (a) that the preceding tower portion position of accompanying drawing 44 is detected, and put damper mass vertical velocity signal (b) that b detects and the damper mass vertical velocity signal (c) that is detected at the back tower position c of portion of accompanying drawing 44 at the external reservoir seat of accompanying drawing 44.

Shown in accompanying drawing 45A, can recognize that phase place is tending towards being delayed state when the position of car body backward the time.

In addition, shown in accompanying drawing 45A, when speed of a motor vehicle indication fell within the value of low-speed region or intermediate speed region, the common phase difference between each speed signal was also bigger.

On the other hand, shown in accompanying drawing 45B, when speed of a motor vehicle indication fell within the value in higher speed zone, the common phase difference between each speed signal was also less.

It is constant down that accompanying drawing 46 is illustrated in the ground-surface incoming frequency, and the relation property diagram of curves of each position of car body respectively is being equipped with damper mass normal acceleration sensor on this position.As recognizing from accompanying drawing 46, when in the past move tower portion position backward in tower portion position in the detection position, damper mass vertical velocity signal lag behind pro rata (delay); And when the speed of a motor vehicle increased, the phase difference between the damper mass vertical velocity signal of each detection position diminished.

Decision is predetermined synthetic than [(1-K): K] coefficient of weight is presented as the function of the speed of a motor vehicle, so that when the speed of a motor vehicle increases, front tyre is taken turns the bounce component signal FLV of side _BAnd FRV _BSynthetic than increasing.Therefore, how be regardless of the speed of a motor vehicle, can accurately obtain phase matched.

Secondly, the effect to embodiment 8 now is described below:

(1) low/drive at moderate speed:

Each signal of control signal etc. is shown from accompanying drawing 47A to 47D.

When vehicle speed value points out that its value falls within low and intermediate speed region, the control signal V of rear tyre wheel side _RLAnd V _RRCan be at the synthetic bounce component signal RLV of phase place _B-LAnd RRV _B-LThe basis on derived, the synthetic bounce component signal of this phase place is at front tyre wheel side bounce component signal FLV _BAnd FRV _BAnd preliminary examination signal FLV _-LAnd FRV _-LPredetermined ratio under synthetic.

Therefore, when speed of a motor vehicle indication low/during moderate speed range, when on the car body of front tyre wheel side, the input (road input) of road taking place, may come bumper SA in the mode of taking action simultaneously in rear tyre wheel side body to rear tyre wheel side _RLAnd SA _RRFinish preliminary examination control, therefore, can obtain accurate and suitable damping force characteristic control rear tyre wheel side real-world operation performance.

(2) run at high speed

On the other hand, accompanying drawing 48A and 48B illustrate the control signal V (V when the speed of a motor vehicle increases and surpass preset speed values _FL, V _FR, V _RL, V _RR) and heading damping force characteristic display position P.

When the speed of a motor vehicle indicates its value to fall into the high speed field, car body action becoming bounce manner of execution.At this moment, to preliminary examination signal FLV _-LAnd FRV _-LThe phase place synthesis rate generally can be made as zero, a left side, back and rear right wheel tire are taken turns control signal V _RLAnd V _RRApproximate the control signal V of a preceding left side, front right wheel tire wheel side respectively greatly _FLAnd V _FR

Therefore, when galloping, can suppress the bounce action of car body effectively.

The automobile that accompanying drawing 49A illustrates the damping force characteristic control setup that embodiment 8 is installed to 49D in fact the wheel of the front tyre when forming single concave-convex road traveling side control signal 1., rear tyre wheel side control signal is 2. with at the vertically-acting (speed) of the back tower position C of portion actual measurement.

In accompanying drawing 49A, actual vehicle speed is about 40Km/h; In accompanying drawing 49B, actual vehicle speed is about 50Km/h; In accompanying drawing 49C, actual vehicle speed is about 70Km/h; In accompanying drawing 49D, actual vehicle speed is about 100Km/h.In actual tests shown in accompanying drawing 49A, 49B, 49C and the 49D, the cutoff frequency that employed low-pass filter has is that 0.8Hz and gain are 1.6 (gains when frequency is 1.0Hz).Can be well understood to signal shown in the 49D from accompanying drawing 49A to the phase relation of signal shown in the 49D at accompanying drawing 49A.

Embodiment 8 has following advantage:

(1) rear tyre wheel side control signal V _RLAnd V _RRAt the synthetic bounce signal RLV of phase place _B-LAnd RRV _B-LThe basis on form, in this rear tyre wheel side control signal, add damper mass vertically-acting signal (the front tyre wheel side bounce component signal FLV of front tyre wheel side _BAnd FRV _B) and be not only adding preliminary examination signal, therefore consider when front tyre wheel side generation road input (road input), may take turns side action a situation arises simultaneously at rear tyre and finish preliminary examination control down, thereby can accomplish that to the actual act of rear tyre wheel the accurate and suitable damping force characteristic that is used for rear tyre wheel side bumper controls.

(2) in addition, when speed of a motor vehicle indication fair speed, with regard to damper mass actuating signal in a left side, back and rear right wheel tire wheel side body, the leading in phase amount of also considering front tyre wheel side damper mass actuating signal is less, and (front tyre wheel side bounce becomes sub-signal FLV to take turns side damper mass vertically-acting signal at the front tyre of leading in phase _BAnd FRV _B) and the preliminary examination signal (FLV of phase delay _-LAnd FRV _-L) between synthesis rate change corresponding to the speed of a motor vehicle.

(3) compare with the damping force characteristic control based on aforementioned trolley crane theory, the number of transition of damping force characteristic is lowered, thereby the control response characteristic can be enhanced, and can obtain the durability of each stepper motor and reduce used energy consumption.

(4) improvement in embodiment 8 is identical with embodiment.

Relative displacement for example can be installed and/or relative velocity detecting device (weight sensor) replaces damper mass normal acceleration sensor.

Again for example, as shown in Figure 20 single damper mass normal acceleration sensor also can be installed in embodiment 8.

In claim is awaited the reply in the present invention, decide in the scope, can make various forms of specific embodiments and improvement.

Claims (16)

1. the damping force characteristic control setup of vehicular shock absorber, it is characterized in that comprising: a) bumper of a preceding left side, the preceding right side, a left side, back, rear right wheel tire wheel side, each bumper is before car body given position and corresponding one between a left side, the preceding right side and a left side, back, the rear right wheel tire wheel, and it is made to so structure, change its damping force characteristic with activation, the definition of described given position is the position that each preceding left side, the preceding right side and a left side, back, rear right wheel tire wheel are settled; B) damping force characteristic modifier, its responds the drive signal of input, is used to change the damping force characteristic of a corresponding bumper; C) the vehicle vertically-acting is determined device, be used to determine vehicle vertically-acting in the primary importance of vehicle, this primary importance is in before a left side, back and the rear right wheel tire wheel installation site with preset distance, and comprise a preceding left side, front right wheel tire wheel installation site, and be used for according to exporting vehicle vertically-acting signal at the determined vehicle vertically-acting of primary importance; D) the formation device of treated signal (Processed signal) is used to form the treated signal that has from the frequencfy-dependent behavior of described vehicle vertically-acting signal; And e) damping force characteristic control setup, be used at treated signal the basis, form control signal for each corresponding bumper, and according to the value of formed control signal to damping force characteristic modifier output drive signal, thereby control the damping force characteristic of a corresponding bumper, the described control signal phase place phase place common and vehicle responsiveness signal that is used for a left side, back and rear right wheel tire wheel is complementary, and described vehicle responsiveness signal will produce practically on a left side, back and rear right wheel tire wheel location.

2. according to the damping force characteristic control setup of the described vehicular shock absorber of claim 1, it is characterized in that: the described treated signal that forms for the control signal that is formed for front tyre wheel side bumper is derived from the vehicle actuating signal of front tyre wheel location, and described vehicle vertically-acting determines that device is made up of two vertical damper mass acceleration pick-ups, before described two vertical damper mass acceleration pick-ups approximately are in respectively on the given position of a left side and the car body of front right wheel tire wheel location, and be made into so structure, the position output that consequently a left side and front right wheel tire are taken turns before installation is as the vertical Acceleration Signal of car body damper mass of vehicle vertically-acting signal.

3. according to the damping force characteristic control setup of the described vehicular shock absorber of claim 2, it is characterized in that: described palpus processing signals forms the treated signal that device is formed for control signal, this control signal is used to control the bumper of a preceding left side, the preceding right side and a left side, back, rear right wheel tire wheel side from the vertical damper mass acceleration signal of car body of two vertical damper mass acceleration pick-ups.

4. according to the damping force characteristic control setup of the described vehicular shock absorber of claim 1, it is characterized in that: described vertically-acting determines that device comprises a single car body damper mass acceleration pick-up, on the about core of car body before described sensor is on a left side and the front right wheel tire wheel wheelspan, and, wherein, described treated signal forms the treated signal that device is formed for control signal, this control signal is used to control a preceding left side from the car body damper mass vertical acceleration signal of the vertical damper mass acceleration pick-up of single-bicycle body, a preceding right and left side, back, the damping force characteristic of rear right wheel tire wheel bumper.

5. according to the damping force characteristic control setup of the described vehicular shock absorber of claim 4, it is characterized in that: also comprise car speed sensor, this car speed sensor is so to constitute, so that produce and export the vehicle speed signal of the indication speed of a motor vehicle, and described treated signal formation device comprises a plurality of filters with out of phase characteristic, change described filter so that regulate phase place and the gain through processing signal that is used for control signal, this control signal is used to control the damping force characteristic of the rear tyre wheel side bumper fixed according to the speed of a motor vehicle.

6. according to the damping force characteristic control setup of the described vehicular shock absorber of claim 4, it is characterized in that: also comprise: f) another automobile-used vertically-acting is determined device, and it is used to determine take turns the vehicle vertically-acting of side and side is taken turns in output at rear tyre another automobile-used vertically-acting signal at rear tyre; Car speed sensor, it is so to constitute, so that produces and the output vehicle speed indicative signal; And the speed of a motor vehicle is determined device, it is used for determining whether this speed of a motor vehicle surpasses preset speed values, wherein: when described speed determined that device is determined speed of a motor vehicle increase and surpassed preset speed values, described damping force characteristic control setup was mainly according to the damping force characteristic of controlling a left side, back, rear right wheel tire wheel side bumper based on the formed control signal of treated signal; When speed determined that device is determined the reduction of this speed of a motor vehicle and is no more than preset speed values, described damping force characteristic control setup was controlled the damping force characteristic of a left side, back, rear right wheel tire wheel side bumper on the basis of the vehicle vertically-acting signal of determining device from another vertically-acting.

7. according to the damping force characteristic control setup of the described vehicular shock absorber of claim 1, it is characterized in that: the vertical vertically-acting of described vehicle determines that device comprises: f) front tyre wheel side vehicle vertically-acting detecting device is used to detect the front tyre wheel side vehicle vertically-acting signal at front tyre wheel side vehicle vertically-acting and this vehicle vertically-acting of output indication; The vehicle vertically-acting and the output that are used to detect in primary importance are taken turns side vehicle vertically-acting detecting device at the rear tyre of the vehicle vertically-acting indicator signal of primary importance, described primary importance is positioned at before a left side, back and the rear right wheel tire wheel with preset distance, wherein, described treated signal forms device and forms the treated signal of taking turns the vehicle vertically-acting indicator signal of side vehicle vertically-acting detecting device from rear tyre; And wherein, described damping force characteristic control setup is made up of front tyre wheel side control device and rear tyre wheel side control device, described front tyre wheel side control device is according to the preceding left side of control signal control and front right wheel tire wheel side shock absorber, and this control signal is based on the vehicle vertically-acting signal of the front tyre wheel side of front tyre wheel side vehicle vertically-acting detecting device; Described rear tyre is taken turns the damping force characteristic that the side control device is used for taking turns according to a left side, control signal control back and rear right wheel tire the side bumper, and described control signal forms on the basis of the treated signal of described treated signal formation device.

8. according to the damping force characteristic control setup of the described vehicular shock absorber of claim 7, it is characterized in that: described rear tyre wheel side vehicle vertically-acting detecting device comprises a normal acceleration sensor, this normal acceleration sensor is installed on the primary importance, the place ahead of a left side and rear right wheel tire wheel location after this primary importance is in preset distance, but except a preceding left side and the front right wheel tire wheel location.

9. according to the damping force characteristic control setup of the described vehicular shock absorber of claim 7, it is characterized in that: described rear tyre wheel side vehicle vertically-acting detecting device comprises the vehicle vertically-acting sensor that is positioned at the rear tyre wheel location, wherein, described rear tyre wheel side vehicle vertically-acting detecting device comprises computer device, this computer device is used for calculating the vehicle vertically-acting signal in primary importance on rear tyre wheel side vehicle vertically-acting signal and front tyre wheel side vehicle vertically-acting basis of signals, described rear tyre wheel side vehicle vertically-acting signal is derived by the described vehicle vertically-acting sensor that is in rear tyre wheel side, and described front tyre wheel side vehicle vertically-acting signal is derived by the described front tyre wheel side vehicle vertically-acting detecting device of taking turns a side at front tyre.

10. according to the damping force characteristic control setup of the described vehicular shock absorber of claim 9, it is characterized in that: also comprise a car speed sensor, this car speed sensor is so to constitute, so that produce and the output vehicle speed indicative signal, and wherein said car body primary importance also to forwards move with a distance with speed of a motor vehicle direct ratio from original primary importance.

11. damping force characteristic control setup according to the described vehicular shock absorber of claim 1, it is characterized in that: described vehicle vertically-acting determines that device comprises front tyre wheel side vertically-acting detecting device, this front tyre wheel side vertically-acting detecting device is used to detect at the vehicle vertically-acting of front tyre wheel side and is used for according at the front tyre wheel vehicle vertically-acting that side detected output vehicle vertically-acting signal, described vehicle vertically-acting determines that device also comprises: f) car speed sensor, it is so to constitute, so that produces and the output vehicle speed indicative signal; G) the preliminary examination signal that is used to form the preliminary examination signal forms device, this preliminary examination signal lags behind with a predetermined phase value with regard to front tyre wheel side vehicle actuating signal, its phase place of front tyre wheel side, and this front tyre wheel side vehicle actuating signal is derived by described front tyre wheel side vehicle vertically-acting detecting device; And h) is used to form the phase place synthesizer of composite signal, the synthesis rate that this composite signal is determined according to the speed of a motor vehicle, by synthetic at the front tyre wheel side vehicle vertically-acting signal and the preliminary examination signal of front tyre wheel side, and, wherein, described damping force characteristic control setup comprises front tyre wheel side damping force characteristic control setup and rear tyre wheel side damping force characteristic control setup, described front tyre wheel side damping force characteristic control setup is used for controlling according to control signal the damping force characteristic of a preceding left side and preceding right bumper, and described control signal is based on the front tyre wheel side vehicle vertically-acting signal of described front tyre wheel side vehicle vertically-acting detecting device; Described rear tyre wheel side damping force characteristic control setup is used for controlling the damping force characteristic that a left side, back and rear right wheel tire are taken turns the side bumper according to control signal, and described control signal is based on by the formed composite signal of described phase place synthesizer.

12. damping force control setup according to the described vehicular shock absorber of claim 11, it is characterized in that: when the speed of a motor vehicle falls within predetermined low-speed range, described phase place synthesizer reduces the synthesis rate of front tyre wheeled vehicle vertically-acting signal, and increases the synthesis rate of preliminary examination signal; When the speed of a motor vehicle fell within predetermined high-speed range, described phase place synthesizer increased the synthesis rate of front tyre wheel side vehicle vertically-acting signal, and reduces the synthesis rate of preliminary examination signal.

13. the damping force control setup according to the described vehicular shock absorber of claim 11 is characterized in that: described preliminary examination signal forms device and comprises a low-pass filter at least.

14. be used to control the method for vehicular shock absorber damping force characteristic, used vehicular shock absorber comprises the preceding left side of vehicle, the preceding right side and a left side, back, right side, back bumper, it is characterized in that comprising the steps: a) to determine to take turns the vehicle vertically-acting of installation site at the vehicle front tyre, and the first vehicle actuating signal of this vehicle vertically-acting of output indication, and the first vehicle actuating signal is used to control the damping force characteristic that front tyre is taken turns the bumper of a side; B) determine to move at another vehicle of vehicle primary importance, this vehicle primary importance is with the place ahead of the wheelspan of a preset distance between the back left side of vehicle and rear right wheel tire wheel, and the second vehicle vertically-acting signal of this vehicle action of output indication, this second vehicle vertically-acting signal is used to control the damping force characteristic of rear tyre wheel side; C) form and to have from the first vertically-acting signal or from the treated signal of the frequencfy-dependent behavior signal of the second vertically-acting signal; D) based on the treated signal in step c), be formed for the control signal of the bumper of a preceding left side, the preceding right side and a left side, back, rear right wheel tire wheel side, and according to value, for a corresponding stepper motor output drive signal that combines with each bumper corresponding to one of formed control signal on the processing signals basis; E) on the basis of control signal before the control left side and front right wheel tire take turns the damping force characteristic of the bumper of side, this control signal is to form on the basis from one of formed treated signal of the first vehicle actuating signal; And f) with the step e while, from the basis of second vehicle another treated signal that actuating signal forms, the damping force characteristic of the side bumper of a left side, control back and rear right wheel tire wheel.

15. according to the described method that is used to control the vehicular shock absorber damping force characteristic of claim 14, it is characterized in that: the described first vehicle actuating signal overlaps with the second vehicle action signal, thereby omission step b), and in step f), the control that is used for the damping force characteristic of a back left side and rear right wheel tire wheel side bumper is that left and front right wheel tire is taken turns on the control signal basis of side bumper and implemented being used for before, and this control signal forms on treated basis of signals, and this treated signal forms from the first vehicle actuating signal.

16. according to the described method that is used to control the vehicular shock absorber damping force characteristic of claim 14, it is characterized in that: the described treated signal that is used to form the control signal of a left side, back and rear right wheel tire wheel side bumper is the preliminary examination signal, the leading in phase of this preliminary examination signal is in the phase place of front tyre wheel side bumper control signal, but the phase place of this preliminary examination signal lags behind vehicle responsiveness signal, this preliminary examination signal will be produced on the position of a left side after the installation of rear tyre wheel bumper and rear right wheel tire wheel practically, also comprises the steps: g in the method) the detection speed of a motor vehicle; H) the first vehicle actuating signal and each preliminary examination signal are carried out phase place and synthesize, so that forming a corresponding control signal at the synthesis rate of determining according to the speed of a motor vehicle, this control signal is used to control the damping force characteristic of rear tyre wheel side bumper.

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