JPH037611A - Damping force control of damping force variable damper for vehicle - Google Patents

Abstract

PURPOSE:To suppress generation of squawk by increasing a damping force when a throttle opening speed exceeds a set value, at a set car speed or less, and also increasing the damping force when a throttle opening and a throttle opening speed are exceed respective set values, at a set car speed or more. CONSTITUTION:The throttle opening thetaTH of an engine is detected by a throttle opening sensor STH to be inputted into a controller 40 and a throttle opening speed thetaTH is obtained by a throttle opening speed arithmetic circuit 41 to be inputted into the controller 40. A car speed VV detected by a car speed sensor SV is inputted into the controller 40. At a set car speed or less, the controller 40 controls a drive circuit 42 to increase the damping force compared with the increased throttle opening speed over a set value. At a set car speed or more, the damping force is increased when the throttle opening and throttle opening speed exceeds respective set values. With this arrangement, it is possible to a suppress generation of squawk.

Description

Detailed Description of the Invention A1 Object of the Invention (1) Industrial Application Field The present invention relates to a damping force control method for a variable damping force damper for a vehicle, and in particular to a damping force control method for suppressing suffocation of a vehicle when the throttle is opened. Regarding control method.

(2) Prior Art Conventionally, as a control method for suppressing the vehicle's automatic movement when the throttle is opened, a method has been proposed in which the damping force is controlled using a map of the vehicle speed and the throttle opening, for example, as disclosed in Japanese Patent Laid-Open No. 58-116215. Some methods are disclosed in publications, and others are controlled by a map of vehicle speed and throttle opening speed.

(3) Problems to be Solved by the Invention However, in a system in which the damping force is controlled based on vehicle speed and throttle opening, unnecessary movement of the variable damping force damper occurs when the throttle opening speed is small. There will be more. Furthermore, in a system in which the damping force is controlled by a map of vehicle speed and throttle opening speed, if the throttle opening is small when the vehicle speed is medium or high, unnecessary movement of the variable damping force damper increases.

The present invention has been made in view of the above circumstances, and provides a damping force variable damper for a vehicle that efficiently suppresses the occurrence of suffocation while relating vehicle speed, throttle opening degree, and throttle opening speed. The purpose is to provide a force control method.

B9 Structure of the Invention (]) Means for Solving the Problems According to the present invention, the vehicle speed, throttle opening degree, and throttle opening speed are detected, and when the vehicle speed is less than a set speed,
The damping force is increased as the throttle opening speed becomes greater than or equal to the set opening speed, and when the vehicle speed is greater than or equal to the set speed, the throttle opening is greater than or equal to a preset value corresponding to the vehicle speed. The damping force is increased when the throttle opening speed is less than or equal to the set opening speed.

(2) Effects According to the above method, when the vehicle speed is low, the damping force is increased as the throttle opening speed exceeds the set opening speed to suppress the occurrence of auto, and when the vehicle speed is medium 8. When the vehicle speed is high, the damping force is increased when the predetermined interrelated vehicle speed and throttle opening conditions are satisfied and the throttle opening speed is equal to or higher than the set opening speed to suppress the occurrence of suffocation. .

(3) Examples An embodiment of the present invention will be described below with reference to the drawings.

First, in FIG. 1, left and right front wheels W p t and W p R are respectively suspended at the front of a vehicle body 1 of a vehicle V via a suspension device 2.2, and left and right rear wheels are suspended at the rear of the vehicle body 1. W RL and W RR are suspended via suspension devices 2, 2, respectively.

Each suspension system @2 is equipped with a variable damping force damper 3 whose main part is shown in FIG. 2, and the schematic structure of this variable damping force damper 3 will be described next.

A cylindrical piston rod 5 is disposed coaxially within the cylinder 4 of the variable damping force damper B, which is of the 1,000-inch type or double tube type, and is fitted into the cylinder 4 in an oil-tight and slidable manner. A piston 6 is fixed to the tip or lower end of the piston rod 5. As a result, inside the cylinder 4, there is a lower oil chamber 7 below the piston 6, and a lower oil chamber 7 below the piston 6.
It is divided into an upper oil chamber 8 above.

The piston rod 5 is formed into a cylindrical shape, and a hole 10 having a radially inwardly protruding flange 9 on the inner surface of the intermediate portion is coaxially provided in the piston rod 5 . Therefore, in the chain hole 10, a large diameter cylinder 811a that slides into contact with the inner surface of the hole 10 at a position below the flange 9 and a small diameter cylindrical part Ilb with a bottom that penetrates the flange 9 and protrudes upward are coaxial. A valve body 11 connected to the valve body 11 is fitted so as to be rotatable about the axis. Furthermore, a pin 12 is fixed to the piston rod 5 at a position below the valve body 11 along its -diameter line, and the valve body 11 is restricted from moving in the axial direction by the pin 12 and the flange 9. A through hole 13 is bored at the upper closed end of the valve body 11, and the lower end of the rod 14 inserted into the through hole 13 is connected to a locking portion 11c provided at the upper inside of the valve body 11. an enlarged diameter head that engages to prevent relative rotation];
4 a is provided. The rod 14 is connected to a motor 15 (see FIG. 1) disposed at the upper end of the suspension device 2, and the valve body 11 is rotated in response to rotation of the rod 14 around its axis due to the operation of the motor 15. rotates within the piston rod 5.

A nut member 16 is screwed onto the lower end of the piston rod 5. Inside the piston rod 5, there is an upper passage 17a above the flange 9 and a lower passage extending from the inside of the valve body 11 to the nut member 16. 17b is formed. Moreover, valve body 1
A plurality of communication holes 18, for example, four, are bored at equal intervals in the circumferential direction at a position above the collar 9 of the small diameter cylindrical portion 11b in 1, and the upper passage 17a and the lower passage 17b are They communicate with each other via the communication hole 18.

Each wheel W p +, + W # RI W n t +
The upper passage 17a of the variable damping force damper 3 in the suspension device 2 of the W R11 is connected to a hydraulic oil replenishment unit (not shown) via a switching valve (not shown), and the operation of the switching valve causes the operation to the upper passage 17a. The supply of hydraulic oil from the oil supply unit can be adjusted, and it is also possible to allow the upper passages 17a to communicate with each other.

In the piston rod 5, at a position slightly above the piston 6, there are through holes 1 at four locations equally spaced in the circumferential direction.
9 are bored therein, and communication holes 20 corresponding to the respective through holes 19 are bored in the valve body 11 at four locations equally spaced in the circumferential direction. Further, above the piston 6 and on the outer periphery of the piston rod 5, a check valve 21 is arranged which allows only the flow of hydraulic oil from the lower passage 17b to the upper oil chamber 8 with each of the communication holes 19 and 20 communicating with each other. will be established.

A single through hole 22 communicating with the lower oil chamber 7 is bored in the piston rod 5 at a position lower than each of the through holes 19, and holes are equally spaced in the circumferential direction corresponding to the through hole 22. At this position, the large diameter portion 11a of the valve body 11 is provided with a large diameter hole 23, a medium diameter hole 24, and a pair of small diameter holes 25, 25, as shown in FIG.

Large diameter hole 23, medium diameter hole 24 and a pair of small diameter holes 25°25
is arranged at a position corresponding to the four communicating holes 20, the large diameter hole 23 and the medium diameter hole 24 are on one diameter line, and the pair of small diameter holes 25, 25 are arranged on the same diameter line. The valve body 11 is bored in such a manner that the axis thereof lies on one diameter line that is perpendicular to the straight line connecting the axes of the medium diameter hole 24 .

Furthermore, a single through hole 26 communicating with the upper oil chamber 8 is bored in the piston rod 5 at a position above the through hole 19,
The large diameter portion 11a of the valve body 11 has a large diameter hole 2 in the through hole 22.
3 is in the communicating position, a through hole 27 is bored at a position corresponding to the through hole 26 to communicate the lower passage 17b with the upper oil chamber 8.

A passage 28 communicating with the upper oil chamber 8 is bored in the piston 6, and a reed valve 29 that only allows flow of hydraulic oil from the passage 28 to the lower oil chamber 7 is held between the nut member 16 and the piston 6. so that the piston rod 5
placed around the outer periphery of the

A bottom valve 31 is attached to the nut member 16. This bottom valve 31 includes an annular reed valve body 33 that can come into contact with an annular valve seat 32 formed at the lower part of the nut member 16.
is provided in a check valve body 35 having a plurality of passages 34 communicating with the lower oil chamber 7 so that the passages 34 can be closed, and the check valve body 35 is provided with a spring in the direction in which the reed valve body 33 is seated on the valve seat 31. 36, and a lower passage V is connected from the lower passage 7b to the lower oil chamber 7.
! The check valve body 35 is activated by receiving the hydraulic pressure from @17b.
As the reed valve body 33 moves away from the valve seat 32 in the direction of closing, hydraulic oil flows, and from the lower oil chamber 7 toward the lower passage 17b, the reed valve body receives the oil pressure of the passage 34. Hydraulic oil flows as the valve 32 opens.

In such a variable damping force damper 3, when the rod 14 is rotationally driven by the motor 15 and the valve body 11 is rotated to a position where its large diameter hole 20 communicates with the through hole 22, the variable damping force damper 3 is compressed. At times, the hydraulic oil in the lower oil chamber 7 flows into the lower passage 17b from the through hole 22 through the large diameter hole 23, and the hydraulic oil in the lower oil chamber 7 flows into the lower passage 17b through the bottom valve 31. Inflow. The hydraulic oil in the lower passage 17b flows into the upper oil chamber 8 through the passage holes 27 and 26, and also flows through the communication hole 20, the passage hole 19 and the check valve 2.
1 and flows into the upper oil chamber 8. Moreover, in this state, the upper passage 17a, which is in communication with the lower passage 17b,
It is in a state of communicating with the upper passage 17a of the other variable damping force damper 3.

Further, during the extension, the hydraulic oil in the upper oil chamber 8 flows into the lower oil chamber 7 via the reed valve 29, and the through hole 26
, 27 into the lower passage 17b, and further into the large diameter hole 2.
3, the through hole 22, and the bottom valve 31 into the lower oil chamber 7.

Therefore, in this state, the damping force by the variable damping force damper 3 is small.

Next, when the motor 15 is operated and the valve body 11 is rotated by 90 degrees from the two-way state to a position where the small diameter hole 25 communicates with the through hole 22, the flow through the small diameter hole 25 and the through hole 22 is activated. Oil flow resistance increases, and through holes 26.27
is blocked. Further, communication between the upper passage 17a and the two-part passage 17a of the other variable damping force tamper 3 is cut off. Thereby, the damping force can be increased by increasing the flow resistance of the hydraulic oil when the variable damping force damper 3 is compressed.

Further, when the valve body 11 is rotated by 90 degrees to a position where the medium diameter hole 24 communicates with the through hole 22, the flow resistance of the hydraulic oil flowing through the medium diameter hole 24 and the through hole 22 is increased by the above-mentioned small diameter hole 25.
The state in which the large diameter hole 23 communicates with the through hole 22 and the state in which the large diameter hole 23 communicates with the through hole 22
The damping force during compression will now show an intermediate value between that and the state where it is in communication.

In this way, the damping force of the variable damping force damper 3 can be adjusted in three stages according to the rotational movement of the valve body 11 caused by the operation of the motor 15, but the operation of the motor 15 is controlled by the control shown in FIG. Controlled by means 40.

This control means 40 is composed of a computer, and controls the throttle opening θ of the engine mounted on the vehicle V.
Throttle opening sensor 5TI2 that detects A□, vehicle V
The vehicle 3 speed sensor Sv is connected to the control means 40, and the throttle closing speed θ7,1 is determined from the throttle opening degree θTH.
A throttle opening speed calculation circuit 41 that calculates ′ is connected to the control means 40 . Based on the input throttle opening degree θT1, vehicle speed V, and throttle opening speeds θ1, 1', the control means 40 operates according to the control procedure shown in FIG. A signal for driving 15 is output.

In FIG. 5, in the first step S1, the vehicle speed ■1
It is determined whether or not the speed is less than a first set speed VV set in advance. If Vv<Vv+, the process proceeds to the second step S2, and if Vv≧VVl, the process proceeds to the fifth step S.

In the second step S2, it is determined whether the throttle opening speed θTM is equal to or higher than a preset opening speed 01□1', and θ70. When ゛≧θTll0', the process proceeds to the third step S, and θAH'<θT□. ', the process advances to the thirteenth step S13.

In the third step S3, θa,'<θ. 110' and until a preset fixed time elapses, a damping force holding time T++ is set, and in the next fourth step S, the damping force variable damper 3 is set. A signal for operating the motor 15 to increase the damping force is output from the control means 40 to the drive circuit 42.

In the fifth step S, it is determined whether the vehicle speed V is less than the second set speed VV2, which is set larger than the first set speed. If Vv<VV2, the sixth step Proceed to S6.

In the sixth step S6, the throttle opening θ■ is set in advance to the first set throttle opening θT1.1.
It is determined whether θT11≧θT□, the process goes to the second step S2, and θT′M
When the result is I, the process proceeds to the 13th step S1'3.

When it is determined in the fifth step S5 that Vv≧VV, 2, it is determined in the seventh step S7 whether the vehicle speed Vv is less than the third set speed Vv+, which is set larger than the second set speed VV2. 1 degree, and if V v < V v3, the eighth step S
8, and in this eighth step S8, the throttle opening degree θ is
It is determined whether T and H are greater than or equal to the second set throttle opening θTM2 which is set larger than the first set throttle opening θTRI, and if θ7M≧θTM2, the second step S2 is performed, and θTH is <θ74.
If it is 2, the process advances to the 13th step S10.

When it is determined in the seventh step S7 that ■,≧VV3, in the ninth step S9, the vehicle speed ■ is the third
It is determined whether or not the set speed VV4 is less than the fourth set speed VV4, which is set higher than the set speed V3. Then V,
When v''<V V4, the process advances to the 10th step S IQ, and this 10th step S i.

Then, it is determined whether the throttle opening θTll is equal to or greater than the third throttle opening θTH'Q, which is set larger than the second throttle opening θ7□2, and θA, ≧θTM3. Otherwise, the process proceeds to the second step S2, and when θ71 (<θTl+3), the process proceeds to the tenth step S13.

When it is determined in the ninth step S9 that Vv≧V V4, the vehicle speed Vv is determined in the eleventh step SL+.
It is determined whether or not the speed is less than the fifth set speed Vv5, which is set higher than the fourth set speed VV4. When V v < V vs, the process proceeds to the twelfth step S12, and in the twelfth step S12, the throttle opening θTll is equal to the third set throttle opening θ□1.
, 3 is set larger than 417= It is determined whether the set throttle opening θA is greater than or equal to 2, and when θT'H≧θTH4, the process goes to the second step 8.2 again. When l<θT114, the process advances to the thirteenth step S13.

In the 13th step SI3, it is determined whether the damping force holding timer TH has elapsed, and if it has not elapsed, the damping force holding timer TH
After the timer Tll is counted down in the fourth step S14, the process proceeds to the fourth step S, and when it is determined in the thirteenth step S13 that the timer Tll has elapsed, the process proceeds to the fifteenth step SI5. In this fifteenth step SI5, a signal for operating the motor 15 to restore the damping force of the variable damping force damper 3 to the original value is outputted from the control means 40 to the drive circuit 4'2.

Summarizing this control procedure, the throttle opening speed θa□' is the set opening speed θ7□. ', the control means 40 controls the drive circuit 42 so that the damping force of the variable damping force damper 3 becomes large when the vehicle speed Vv and the throttle opening θT11 are within the range shown by diagonal lines in FIG. A signal will be output. In other words, when the vehicle speed Vv is lower than the first set speed Vv1 and the vehicle is running at low speed, the throttle opening speed θTl (' is the set throttle opening speed θA110') regardless of the value of the throttle opening θT□.
The damping force is considered to be large when the value is above. Furthermore, when the vehicle speed Vv is higher than the first set speed VVI and the vehicle is running at high speed, the throttle opening θT)l is set at the second to fifth set speeds VVI.
The first to fourth set throttle opening degrees θ, I, to θA□A□2, which are preset for each V2 to VVS, and the throttle opening speed θA3. ' is the set opening speed θT□. ′ or more, the damping force is considered to be large. Furthermore, the timer Tll starts counting down when the above conditions are no longer satisfied, and the damping force is returned to its original value after the timer T11 has elapsed.

Next, to explain the operation of this embodiment, when the vehicle (2) is running at low speed, the throttle opening speed θT11'
is the set throttle opening speed θTit. The damping force of the variable damping force damper 3 is increased when the condition becomes greater than ''. Therefore, when the vehicle V is running at a low speed, the attitude of the vehicle body 1 changes enough to cause an auto accident when the throttle is suddenly opened and the vehicle accelerates suddenly. The damping force of the variable damping force damper 3 can be increased, and suffotation can be effectively suppressed.

Furthermore, when the vehicle V is in a medium or high speed running state, there are multiple set throttle openings θTll to θTH depending on the vehicle speed.
4 is set, and before the vehicle speed vV reaches the preset set speed VV2~V vs, the throttle opening θ is
Setting throttle opening θA4.1 to θA corresponding to T1,
(4 or more, and the opening speed θa4.'
is the set opening speed θTl+. In the following cases, the damping force of the variable damping force damper 3 is increased. This prevents the damping force variable damper 3 from moving to unnecessarily increase its damping force when the throttle opening degree θ7,1 is small during medium and high speed driving, and increases the damping force only when necessary. By increasing the size, it is possible to effectively prevent squo-1 from occurring.

C9 Effects of the Invention As described above, according to the present invention, the vehicle speed, throttle opening degree, and throttle opening speed are detected, and when the vehicle speed is less than the set speed, the throttle opening speed becomes equal to or higher than the set opening speed. When the vehicle speed is greater than or equal to the set speed, the throttle opening is greater than or equal to a predetermined value depending on the vehicle speed, and the throttle opening speed is greater than or equal to the set speed, and the damping force variable damper is wasted. This makes it possible to efficiently suppress the occurrence of suffocation by correlating the vehicle speed, throttle opening degree, and throttle opening speed while avoiding operations to increase the damping force.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a simplified overall perspective view of a vehicle, FIG. ■-■ line cross-sectional view of
FIG. 4 is a control block diagram, FIG. 5 is a flowchart showing the control procedure of the control means, and FIG. 6 is a diagram showing a setting map of the throttle opening determined according to the vehicle speed. 3... Variable damping force damper, θ work,... Throttle opening, θTl1l~θ1,1.
...Setting throttle opening, θa1. '...Throttle I'h'l speed! , θTlID'...Setting opening speed, ■...Vehicle, vV...Vehicle speed, V v l''
-V V,...Setting speed 2 Figure 3 JP-A-3 7611 (8)

Claims (1)

[Claims] The vehicle speed, throttle opening degree, and throttle opening speed are detected, and when the vehicle speed is less than the set speed, the damping force is increased as the throttle opening speed becomes higher than the set opening speed.
When the vehicle speed is above a set speed, the damping force is increased when the throttle opening is above a preset value determined according to the vehicle speed and when the throttle opening speed is above the set opening speed. A damping force control method for a variable damping force damper for vehicles.