JPS58110311A - Computer optimized suspension system having combination of shock absorber air spring unit - Google Patents

Abstract

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

Description

DETAILED DESCRIPTION OF THE INVENTION This invention relates to a vehicle suspension system, and more particularly to a vehicle suspension system in which a computer controls braking force and spring force to optimize ride and driving characteristics under a wide range of driving conditions. Ru.

Conventional vehicle suspension systems include shock absorbers, springs (coil springs, leaf springs, air springs, or torsion rods), axles, torque arms, A-half frames, roll prevention bars, stabilizers (to stop the vehicle body from shaking), etc. It had

These parts were combined in various combinations to obtain the desired ride and driving characteristics of the vehicle. In typical suspension systems, changes in the air gap between the axle and the vehicle body/chassis are cushioned by springs. The vibration of the spring is usually limited by a damper called a shock absorber.
The shock absorber dissipates the energy stored in the spring by gradually compressing the oil through the orifice and pulp. This oil flow resistance creates compression and repulsion forces that control the movement of the spring.

As the oil moves through the pulp, the energy stored in the spring is converted into heat, which is dispersed into the atmosphere via the shock absorber. The amount of force exerted by a spring is proportional to the amount of deflection of the spring. The magnitude of the force of the hydraulic shock absorber is proportional to the speed of the piston. Modern hydraulic shock absorbers have, for example, a six-stage pulp system (three compression stages and three repulsion stages), providing optimal control at various piston speeds.

The goal of a typical suspension system is to match the resistance or control force of the shock absorber to the force developed by the corresponding spring so as to obtain the desired characteristics and driving characteristics. The control force that a typical shock absorber exhibits during compression and rebound is determined by special bleed pulp, blow-off valves, spring discs, blow-off springs, piston controls, etc. The damping curve (force versus piston velocity) of a typical shock absorber is predetermined by its configuration and is not adjusted during vehicle movement.

In the past, various manual and automatic vehicle leveling systems have been used to establish a predetermined height between the suspended (frame and body) and non-suspended (wheels, transmission train, front and rear axles) of the vehicle. It took a lot of thought to maintain it. Many of these systems either pump air into the air spring or expel air from the air spring.
Make the vehicle body higher than Lfcd and lower than the wheels. An exemplary vehicle leveling system is disclosed in U.S. Patent No. 3,57
No. 4,352, No. 3,584,893, No. 3.666
．． No. 286, No. 3.830.138, No. 3,873,
No. 123, No. 4,017,099, No. 4.054,2
No. 95, No. 4.076.275, No. 4, 0.84.8
No. 30, No. 4,162,083, No. 4.164,66
No. 4, No. 4.105.216, No. 4, 168.840
No. 4.185.845. The main purpose of such vehicle leveling systems is to effectively adjust the shock absorbers and springs while the vehicle is moving, in order to improve ride comfort and maneuverability, and to adjust for changes in vehicle load. be.

On the other hand, a vehicle suspension system has been developed that automatically adjusts the general load effect during vehicle movement.

For example, U.S. Patent No. 2.967.062, No. 2,9
No. 93,705 and No. 3,608,925 disclose systems for controlling the roll of a vehicle, such as during rotation. U.S. Pat. No. 3,995,883 discloses a vehicle suspension system in which displacement transducers of wheels relative to the vehicle body and acceleration transducers of the vehicle body output signals that are utilized to vary the braking force of the system. There is. U.S. Patent No. 4. No. 065,154 uses signals from multiple axle speed transducers to determine the braking force f.
A vehicle suspension system utilized to provide a vehicle suspension system 'tlP is shown. Britain! No. 1,522,795 discloses a vehicle suspension system in which an electrically actuatable stool valve controls fluid pressure applied to a brake control pulp.

Other effectively controlled vehicle suspension systems are disclosed in U.S. Pat. Nos. 2.247.749 and 2.973.
No. 969, No. 3.124.368, No. 3.321,2
No. 10, No. 3.502.347, and No. 4,215
, No. 403.

A primary object of this invention is to provide an improved vehicle suspension system that automatically adjusts itself during vehicle movement to provide optimal ride and handling characteristics under a wide range of driving conditions.

Another object of the invention is to provide an automatic vehicle suspension system that is capable of adjusting both braking force and spring force.

Yet another object of the invention is to provide a shock absorber and air splash device combination for use in automatically controlled vehicle suspension systems.

Still another object of the invention is to automatically roll, pitch, and
and to provide a computer-optimized suspension system that reduces vibration, provides improved wheel rebound control, and optimally absorbs large shocks.

Yet another object of the invention is to provide a vehicle suspension system that ensures a smooth level of ride comfort on rough road surfaces.

Yet another object of the invention is to provide a vehicle suspension system that provides independently varying compression and rebound damping.

Yet another object of the invention is to provide an overall vehicle suspension system that automatically maintains the height of the vehicle body to the automatically selected and adjustable wheels under varying load conditions.

Another object of the invention is to provide a suspension system for a vehicle that allows braking to be varied substantially independently of the speed of the axle relative to the vehicle body.

In the illustrated embodiment, a seven-yoke absorber and spring system combination is connected between the vehicle wheel and frame. The shock absorber and air spring device can be separated and used independently with other shock absorbers and air spring devices of common design. The shock absorber in the embodiment described above has a hydraulic sensor that provides a signal to the computer representative of the position of the piston within the shock absorber. The computer utilizes these signals to adjust compression and rebound actuation pressure regulators to output preprogrammed compression and rebound braking forces that produce the desired ride and handling. The air spring may be connected in series with a shock absorber for compression and rebound along the same axis. A pressure sensor and pneumatic inlet and outlet valves are connected to the computer to adjust the pressure within the air spring to provide the desired spring ratio.

This computer can be programmed to provide an extremely smooth ride on level roads. At the same time, the computer also performs cornering and/or
Or it can be programmed so that only limited roll and pitch is experienced during braking, while shocks during cornering and/or braking are very effectively dampened.

Computer programming can also provide good maneuverability on rough surfaces.

Automatic equalization of the road surface can also be obtained. In summary, with proper programming virtually any suspension characteristic can be obtained. Thus, the suspension system for a given vehicle can provide an optimum set of ride and handling characteristics.

An embodiment of the present invention will be described below with reference to the drawings.

In FIG. 1, according to the present invention, a wheel 10 is rotatable H.
is attached to the axle 11, and this axle 1 is attached to the carrier 1
It extends from one end of 2.

The other end of the carrier is pivotally attached to the frame or body 14 of the vehicle. Any method may be used to attach the wheels. Suspension device 16 is connected between frame 14 and axle 11 . The device 16
Upper shock absorber 18 and lower air spring 2
Combine 0. Said wheels, axles and carriers therefore constitute the unsuspended parts of the vehicle, and the frame and ? D constitutes the suspended part of the vehicle. The damping force of the shock absorber 18 and the force exerted by the air spring 20 are varied by a control circuit 22 to optimize the ride characteristics and handling customization of the vehicle under a wide range of operating conditions.

In FIG. 2, the shock absorber 18 of the suspension system and the air spring 20 are arranged in series so that compression and repulsion occur simultaneously along the same longitudinal axis as the vehicle wheel moves up and down relative to the frame. are arranged in The piston rod 24 of the shock absorber extends along the central axis of the air spring 20 and is connected to the axle.

The air spring is formed by a flexible shroud.

The connecting member 26 extends from the upper end of the shock absorber 18 and is attached to the vehicle frame.

The airtight cylinder 28 concentrically surrounds the shock absorber 18. During the compression and repulsion of the air spring 20, the air - air vent 3 in the base 32 of the housing
0 between the cylinder...unong 28 and the inside of the air spring.

This air flow helps dissipate heat from shock absorber 18. Air vent size and housing 2
The air space within 8 influences the spring constant of air spring 20. Hydraulic fluid may be filled or drained from the shock absorber by removing a fill plug 34 that normally seals the passageway extending from the shock absorber through the base 32 of the housing. Within the housing is a hydraulic fluid compression pressure regulator. 36 and a hydraulic oil repulsion regirator 38 are attached. In addition to the above... Inside the maggot pufferfish 28 is the pneumatic inlet valve (pulp) 4
0 and a pneumatic Yamaguchi valve 42 are installed.

An air inlet 44 and an electrical connection jack 46 are provided on the upper cap 48 of the housing. An air inlet 44 and electrical connections 46 are provided on the upper cap 48 of the housing. Ronissol 5 for air
0 is provided at the base 32 of the housing 280. An elastic impact stop 25 is provided to protect the suspension against severe impacts.

A detailed description of a preferred embodiment of this suspension unit 16 will be provided with reference to the schematic diagram of FIG. The shock absorber 18 has an inner cylinder 52 and an outer cylinder 54 surrounding the inner cylinder and defining an accumulation portion 56.
have. The main piston 58 is the piston rod 2
4 and reciprocates in the vertical direction within an internal cylinder 52. Piston 58 divides internal cylinder 52 into an upper chamber 60 and a lower chamber 62. The internal cylinder 52 and reservoir 56 of the shock absorber and all passages and chambers connected to this shock absorber are filled with a large amount of hydraulic fluid.

The piston 58 is slidable along the upper end of the piston rod 24 between a pair of fixed flanges 64 and 66. The piston 58 is centered between the flanges by springs 68 and 70. piston rod 24
The resilient attachment of the main piston 58 to the main piston 58 alleviates abrupt stopping or starting of the piston, thereby eliminating the need for a bleed valve in the main piston circle found in typical shock absorbers. Hydraulic fluid cannot be intentionally passed between chambers 60 and 62 via piston 58.

The shock absorber 18 further includes compressed amplified pulp 72 mounted on the upper chamber 60.

The function of the pulp 72 will be described in detail below. The pulp 72 has a central flange stool 24 and an outer francs sole 76 that reciprocates about an inner francs sole.

The reciprocating movement of the flange stool is limited by springs 78, 79 and 80.

The oil pressure sensor 82 communicates with the reservoir 56 of the shock absorber. The oil pressure sensor 82 is not visible in FIG.

The sensor 82 has a piston 84 (FIG. 3) that is moved by changes in the amount of hydraulic fluid in the cylinder due to the amount occupied by the piston rod 24. The oil pressure sensor also includes a transducer, such as a linear variable differential transformer 86. This transducer generates a signal representative of the position of piston 84 and, therefore, the position of main piston 58.

Compression and rebound pressure regulators 36 and 38 may each be configured with a sardenoid energized valve. Passages 37 and 3 apply signals to these solenoids and are held closed by solenoid pistons 84' and 84''.
Adjust the threshold blow pressure required to open 7'. This provides a pressure regulator, by means of which a predetermined pressure in the chambers 61, 62 can be selected by the pulps 36 and 38, respectively.

Hydraulic fluid flow is blocked until the pressure reaches a preselected threshold pressure, at which time the pulp opens and acts to maintain that pressure.

Similarly, pneumatic inlet lopulve 40 and pneumatic outlet lopulve 42 may each be constructed of solenoid actuated pulp. Signals can be applied to these solenoids and the hydraulic fluid flowing therethrough can be measured.

Various channels, such as 88 and 90, connect the pulp of the above-mentioned regulator to its hydraulic oil inlet and hydraulic oil outlet through the base 32 of the cylindrical housing zinc 28 and the cap 4.
8 (Fig. 2). Various solenoid lines, such as 92, are connected to control circuit 22 via electrical connections 46. The control circuit applies signals to the solenoids of regulators 36 and 38 to independently adjust the pressure of the hydraulic fluid in upper chamber 61 and lower chamber 62 to a predetermined compression and repulsion force. ff11 power is supplied. The pressure within chamber 61 is set to a threshold pressure within chamber 60 by means of a pressure amplifying pulp 720, which will be described later.

Air pressure population valve 40 and air pressure outlet valve 420 function as air! It is to adjust the pressure within 22θ. The control circuit applies signals to the solenoids of these valves to measure air flow into and out of the housing 28. In addition, the control circuit has air vent hole 3.
The air pressure can be adjusted from within the housing to the air spring through the air. The pneumatic valve 40 is connected to a source of compressed gas, such as an accumulator 94 connected to a pump 96.・The mother Iso 98 connects the pressure accumulator to the input LONISSOL 44. This nipple is gear horn 4
Inside B (communicates with pulp 40 via Da passage 100).

Air pressure sensors 99 and 101 generate signals representative of air pressure in accumulator 94 and air spring 20, respectively. The output orifice 102 of the pulp 40 opens into the interior of the housing. Artificial orifice 104 of pneumatic outlet valve 42 also communicates with the interior of housing 28 . A passageway 90 formed in the base 32 of the housing connects the outlet of the regulator 42 to the outlet valve 50. This channel 98 transmits the air pressure in the pressure accumulator 94 to all suspension systems associated with the different wheels of the vehicle.

The general operation of the suspension device 16 (FIGS. 2 and 3) will be described below. When the device is under pressure, the air spring 20 is compressed and energy is stored. The hydraulic pressure in chamber 6o increases as much as pressure regulator 36 allows via amplifying pulp 72. This determines the compression braking force. During rebound, the air spring 2° prolongs the release of the stored energy. The pressure of the hydraulic fluid in chamber 62 increases by the same amount as UV regulator 38 allows. This determines the repulsive braking force.

The hydraulic fluid Q chambers 60, 62 as well as the reservoir 56, the valves of the regulator 36, 38, and the passages leading to these valves are filled.

Hydraulic fluid also fills passageway 106 leading to oil pressure sensor 82 . The case of the sensor 82 and valve 36,38 has an air vent hole 108 to ensure that the compressed air in the air spring 20 and... The hydraulic fluid acts on the other side of the piston. In this way, the shock absorber applies the air spring to the sgelling ratio due to the pressure on the fluid within the shock absorber.

During compression and rebound, the actuation sensor 82 provides a signal to the control circuit indicative of the position of the main piston 58 within the shock absorber. The control circuit uses this position information to adjust regulators 36 and 38 as necessary to obtain predetermined compression and rebound braking forces. During compression, hydraulic fluid is pumped from the upper chamber 60 of the shock absorber, via the amplification valve 72 and/or channels 114 and 115, and then via the valve of the regulator 36 to the reservoir 56. At the same time, hydraulic fluid from the reservoir is released through the check valve 11 and sent into the lower chamber 62 of the shock absorber. The amount of hydraulic fluid pumped from upper chamber 60 and the amount of hydraulic fluid pumped into lower chamber 62 during compression are not equal. This is due to the volume occupied by the portion of piston rod 24 that is progressively inserted into lower chamber 62 during compression.

The excess hydraulic fluid moves the sensor piston 84 downward.

During rebound, hydraulic fluid is released from lower chamber 62 and pumped through pressure regulator 38 into reservoir 56 .

Hydraulic fluid is also routed from the reservoir 56 to the chamber 6° through a check valve 110 located in the seat member 112 of the compression amplification valve 72. The piston 84 of the hydraulic fluid 82 now moves upward. This is because the amount occupied by the piston rod is reduced. Therefore transducer 8
The signal generated by 6 represents the position of the main piston 58 within the shock absorber 18.

Compression pressure regulator 36 cannot adequately control the excessively low compression forces required in upper chamber 60.

This is because the orifice 37 is too small for the amount of hydraulic fluid flowing from the chamber into the reservoir during rapid movement of the piston 58. Therefore, the compression amplification valve 72 allows low compression braking forces to be generated by providing sufficient orifice size for large flow ratios with low compression braking forces as needed. Furthermore, excessive compression forces can be supplied by the compression amplification valve at all flow ratios.

The compression amplification valve 72 operates as follows.

As piston 58 moves upward, hydraulic fluid pressure within chamber 60 increases. Spring 79 holds stool 74 at a minimum pressure within chamber 60 relative to orifice 115 . Hydraulic oil is sent to the upper chamber section 61 via an orifice 114 in the Franz spool 74 and a check valve 116. The pressure within chamber 61 is regulated by compression pressure regulator 36. When the pressure in the chamber 61 is at a minimum, the Francis Gourer 6 is stationary with respect to the sheet 117, and the Francis Gourer 4 is stationary with respect to the sheet 112. As main piston 58 speed increases, pressure builds up against the stool 74 flange. This spring 79 determines the blowing force required to position the flange stool 74 upwardly. As the Francis Gourer 4 blows out, the spring 80 is compressed.

As the regulator 36 increases the pressure in the upper chamber 61, the Francis Gourer 6 is forced downwardly against the springs 78 and 80.

The force pushing the francis spool 76 downward is much greater than the force pushing the flange spool 74 upward when chambers 60 and 61 are under the same pressure. This is because the flange area of stool 76 is much thicker than the area of spool 74. When flange spool 76 is pushed downward, springs 78 and 80 compress
The force required to blow out the Francis tool 74 so that the threshold blowing pressure in the chamber 60 is set to the bias pressure set by the pressure sill spring 79 in the chamber 61 via the increase. This controls the blowing pressure of the spool 74 to the pressure regulator 36.
The pressure is set by the small bias pressure set by the Kabras spring 79. This bias pressure is applied to the hydraulic oil flow path 114 and the opening check valve (pulp) 116.
Guaranteed to flow 1f. Check pulp 11611
The desired pressure in chamber 61 as set by pressure regulator 36 is maintained during repulsion (low pressure in chamber 60).

The pressure inside the chamber 61 causes the Francissol 76 to move to the spring 80.
When the spring 80 is depressed until it is fully compressed, the spring 80 no longer functions. The increased pressure within chamber 61 must be several times the pressure within chamber 60 in order to blow out flange spool 74. This easily creates a much higher pressure in chamber 6o than that produced by regulator 36. To obtain the compression amplification function, the springs 7B, 79.
The length of 80 must be selected appropriately.

This rebound pressure regulator does not require an amplification valve. This is because the repulsion speed is closely related to the natural frequency of the unsuspended main part because it basically processes it.

This may be suitably controlled by selecting a fixed size passageway 39 in combination with a variable threshold constant pressure set by a pressure regulator 38.

Next, a preferred embodiment of the control circuit 22 will be described with reference to FIG. This control circuit simultaneously controls all suspension devices associated with the different wheels of the vehicle. The circuit includes a computer 11B, such as a microprocessor, with appropriate RAM and ROM for storing calculation information and arithmetic programs, respectively. computer 11
8 is the input port 1 connected to this computer 118
20 to receive signals from various transducers within the suspension system. These are connected to the piston position sensor or transducer 82'? ! pneumatic pressure sensors 99 and 101 are included in some or all of the suspension devices.

The hydraulic sensor 82 is composed of a transducer and receives a signal m
122n transducer, the output of which is connected to detector 124. An analog-to-digital converter 126 converts the analog signal from the transducer to digital before being input to the computer 118 via the input port at the suspension device. Using a computational program stored in the ROM of computer 118, the microprocessor continually determines the optimum spring ratio as well as the optimum compression and repulsion forces. Commands are sent from the computer 118 to control the pumps 96, air pressure inlet regulators 4o and air pressure outlet regulators 42 on some or all suspension units and the repulsion regulators 36, 38 on each suspension unit.

Output port 128 provides an interface between computer 118 and the devices it controls. A digitally controlled switch 130 is used to operate the air pump 96 on and off as well as to control the opening and closing of the pneumatic cavalp.

A digital-to-analog converter 131, a current source 132, and a computational high voltage supply 134 are utilized to generate the signals necessary to control the hydraulic fluid compression and rebound pressure regulators 36 and 38.

Modifications of the system are shown in FIGS. 5 and 6.

FIG. 5 shows the simplest electrically controllable shock absorber. This shock absorber 200 is of a conventional design. The difference from the first embodiment is that the M1 stage acts as a valve or "bleed orifice" in the piston, or is set for very sudden pressures created for improved roll control functions. The solenoid pressure regulator pulp 220 of the preferred embodiment is connected to the compression chamber via hydraulic fluid conduit 230 and to the repulsion chamber via hydraulic fluid conduit 240.

The control circuit 210 is configured such that when compressing, either manually or automatically, the first stage blowout pressure is set to a very low pressure for gentle control and to a very high pressure for severe control. can be set to any level. This is a shock absorber 200 during compression.
The hydraulic oil around the first stage orifice in the pulp 220
This is accomplished by allowing the person to escape.

Figure 6 shows a modified example that exhibits even higher performance. Third
In the figure, the hydraulic oil pressure in the chamber 61 is controlled by the stool 74.
A bias pressure generated by the action of the upper spring 79 is obtained by the flow of hydraulic fluid through the flow path 114. This flow is limited to cases with soft ride characteristics. A much faster response is obtained if chamber 61 is isolated from the hydraulic fluid in the shock absorber and coupled to an external hydraulic fluid pressure source as shown in FIG. - Referring to FIG. 6, there is shown a shock absorber in which the spring 79 is removed from the shock absorber shown in FIG. 3 and the flow path 114 is closed. The flow path 88 in FIG. 3 is the flow path 3 in FIG.
50. Channel 89 in FIG. 3 is connected to channel 355 in FIG.

The operation of the system shown in FIG. 6 will be described below. The blowing pressure of the spool 74 shown in FIG. 3 is also set to the internal pressure of the chamber 61 shown in FIG. 3 in this case as well. However, the hydraulic oil pressure in the chamber 61 in FIG. 3 cannot be set by the valve 36 when the hydraulic oil is fed from the high-pressure hydraulic oil pressure accumulation part 320 to the chamber 61 provided in the flow path 350 in FIG. It will be done. The return hydraulic oil from the valve 36 in FIG.
Go to 30. Pump 310 is then connected between pressure accumulating section 320 and accumulating section 330 via channels 340 and 345, and pressure accumulating section 320 is re-accumulated.

It is clear that there are a wide variety of preferred embodiments that may utilize pressure calulator solenoid valves and amplification valves in different combinations. In particular, the front and rear amplification valves can also have the spring 80 removed and the stools 74 and 76 mounted as one unit. The main blow orifice 115 is normally open. When the internal pressure of the chamber 61 is increased by the valve 36, the area of the stool 26 directly attached to the spool 74 is not thickened, and the internal pressure of the chamber 60 is always several times the internal pressure of the chamber 61 due to the blow-off flange, resulting in higher performance. can get.

Although one embodiment of the present invention has been described above, it will be easy for those skilled in the art to make various modifications to the present invention. Therefore, the invention is limited only by the scope of the claims.

[Brief explanation of the drawing]

Fig. 1 is a conceptual diagram showing a preferred embodiment of the suspension system of the present invention; Fig. 2 is a partially cutaway perspective view of a preferred embodiment of the shock absorber/V air spring device combination of the suspension system of Fig. 1; ; Figure 3 is a schematic diagram of the shock absorber/air splash device combination of Figure 2;
The diagram shows one aspect of the control circuit of the Suspension system shown in Figure 1! Figures 4 and 2; and Figures 5 and 6 are schematic diagrams showing other aspects of this system.
14... Frame, 16... Suspension device,
18... Shock absorber, 20... Air spring,
22... Control circuit, 24... Shock absorber piston rod, 26... Connection member, 28... Airtight cylindrical housing, 30... Air vent, 32... Base. 34... Filling norag, 36... Hydraulic compression pressure regulator, 38... Hydraulic repulsion regulator, 40...
Pneumatic inlet valve, 42... Pneumatic outlet valve, 44... Pneumatic Ronissol, 46... Electrical connection jack, 48...
・Upper cap, 50...Air amount Roninol, 52・
...Inner cylinder, 54...Outer cylinder, 56...
Accumulator, 58... Piston, 60... Upper chamber, 62... Lower chamber, 64.66... Fixed flange, 6B, 70, 711, 79.80... Spring, 7
2... Compression amplification pulp, 74... Center Franz spool, 76... External Franz spool, 82... Oil pressure sensor, 84.84', 84"... Piston, 86
...Linear variable differential transformer, 88.90...Flow path,
94...Pressure accumulator, 99,101...Air pressure sensor,
102... Output orifice, 104... Inlet orifice, 108... Air vent hole, 116... Opening check valve, 118... Computer, 124...
Detector, 126...analog-digital converter. Applicant's representative Patent attorney Takehiko Suzue 35- Month/Monday 1949 Commissioner of the Japan Patent Office Kazuo Wakasugi 1. Indication of the case Patent application No. 199833/1983 2. Name of the invention Combination of shock absorber and air spring unit Relationship to the case Patent applicant Ronnie K. Utsuzu (and 1 other person) 4. Agent address 17th Mori Building, 1-5 Toranomon 1-chome, Minato-ku, Tokyo Address: 105 Telephone: 03 (502) 3181 (main representative) 6 , the specification to be amended 7, the contents of the amendment, and the scope of the claims are amended as shown in the attached sheet. 2. Claim 1: A spring connected between the suspended part and the non-suspended part; and a spring connected between the suspended part and the non-suspended part, having a cylinder and containing a predetermined amount of hydraulic oil in the cylinder; a shock absorber having a piston dividing said cylinder into an upper chamber and a lower chamber; hydraulic pressure sensor means in communication with the cylinder for generating a first signal representing the position of the piston within said cylinder; a compression pressure regulator means for regulating hydraulic fluid pressure in the upper chamber during upward movement of the piston in response to an applied signal; rebound pressure regulator means for regulating hydraulic fluid pressure in the lower chamber during movement; and receiving a first signal from the oil pressure sensor means and generating and applying a second signal to said compression and rebound pressure regulator means. and a control means for controlling the shock absorber to supply predetermined compression and repulsion braking forces. ,2
, the spring is an air spring. a source of compressed air; an air pressure inlet regulator means connected between said source of compressed air and the air splash for regulating air pressure in the air splash in response to a fourth signal; [air pressure outlet regulator means connected between the air spring and the air so as to regulate the air pressure in the air spring in response to a signal im; air pressure sensor means for receiving a sixth signal from said air pressure sensor means and generating and applying fourth and fifth signals to said air inlet regulator means and air outlet regulator means to cause said air splash to a predetermined value; 3. The suspension system according to claim 1, further comprising control means for controlling C2 so as to have a spring force of 3.3. 4. The suspension system according to claim 1 or 2, characterized in that the shock absorber m1 and the spring are connected in series and perform compression and repulsion with respect to the same axis. 5. The suspension system according to claim 1, wherein the spring is an air spring, and the shock absorber is surrounded by an airtight housing. Suspension system. 6. Hydraulic pressure sensor means is provided within the housing;
a first side having a second piston actuated by hydraulic fluid C2 and a second side actuated by air within said housing; transducer means being operatively connected to said second piston; The suspension suspension according to claim 51i, further comprising means for generating a single word of C:I\iJ and varying the air pressure in the housing so as to be able to adjust the load level. System. 7. The upper chamber of the Shozuku absorber cylinder described in oaI is divided into a first and second part, and the hydraulic pressure generated in the first chamber part by the compression pressure regulator means ζ2 is Claim 11jHi['s suspension system further comprises a compression amplification valve means for generating a hydraulic fluid pressure in the second chamber section and further supplying a predetermined threshold blowout pressure. system, 8
9. The suspension system according to claim 1, further comprising means for elastically attaching said piston to one end of a piston rod reciprocating within said shock absorber. The shock absorber includes: a hydraulic fluid reservoir communicating with the chamber via the compression regulator means and the rebound pressure regulator means; 10. A suspension system as claimed in claim 1, further comprising check valve means for freely admitting hydraulic fluid from the reservoir.10. 11. A suspension system according to claim 2, characterized in that the suspension system comprises a linear servo solenoid valve that opens in response to a predetermined threshold pressure determined by a predetermined threshold pressure (11). an air spring coupled in series with the shock absorber for coaxial compression and repulsion; an airtight housing surrounding the shock absorber and having an outlet communicating with the interior of the air spring; an air pressure regulator means capable of coupling two sources of compressed air and regulating the air pressure in the air spring; and a hydraulic oil regulator means provided within the housing and regulating the compression force and rebound braking force of the shock absorber. A suspension Rension device for connecting a suspended part of a vehicle to a non-suspended part, characterized in that it is comprised of: 13. A punch support yg; □□
□□Shizu□Junior 1 1-11□11□
1.11,11. □1. -1-□■-Special shock absorber system. Applicant's agent Patent attorney Takehiko Suzue 7- =64-

Claims (1)

[Claims] 1. A spring connected between a suspended part and a non-suspended part; a spring connected between a suspended part and a non-suspended part, having a cylinder, and having a predetermined amount of hydraulic oil in the cylinder; a shock absorber having a piston dividing said cylinder into an upper chamber and a lower chamber; hydraulic pressure sensor means in communication with the cylinder for generating a first signal representative of the position of the piston within said cylinder; and a second applied signal. compression pressure regulator means for regulating hydraulic fluid pressure in the upper chamber during upward movement of the piston in response to a signal; and in the lower chamber during downward movement of the piston in response to an applied third signal; repulsion pressure regulator means for adjusting hydraulic fluid pressure of the shock absorber; A suspension system for a vehicle having a non-suspended part including wheels and a suspended part including a frame, characterized in that the spring is an air spring, a source of compressed air; and air pressure population regulator means connected between the source of compressed air and the air spring to adjust air pressure within the air spring in response to a fourth signal; air pressure outlet regulator means connected between the air spring and the air to regulate air pressure within the air spring in response to a fifth signal; providing a sixth signal representative of the air pressure within the air spring; air pressure sensor means; receiving a sixth signal from said air pressure sensor means and generating 9, fourth and fifth signals to stamp said air inlet regulator means and air outlet regulator means; Claim 1 further comprising a control means for controlling the spring force so as to have a spring force of
Suspension system as described in section. 3. The suspension system according to claim 1 or 2, wherein the control means includes a microprocessor. 4. The suspension system according to claim 1, wherein the shock absorber and the spring are connected in series and perform compression and repulsion coaxially. 5. The suspension system according to claim 1, wherein the spring is an air spring, and the shock absorber is surrounded by an airtight housing. 6. Hydraulic sensor means is disposed within said housing, having a second piston actuated by hydraulic oil on a first side and actuated by air in said housing on a second side, and transducer means is provided in said housing; Claim 1, further comprising means operatively coupled to a second piston for generating a first signal and for varying air pressure within the housing to adjust the load level. Suspension system according to item 5. 7. The upper chamber of the shock absorber cylinder is divided into first and second parts, and the compression pressure regulator means generates a hydraulic oil pressure in the second chamber part proportional to the hydraulic oil pressure generated in the first chamber part. Claim 1 further comprising compression amplification valve means for supplying a predetermined threshold blowout pressure.
Suspension system as described in section. 8. The suspension system according to claim 1, further comprising means for elastically attaching said piston to one end of a piston rod that reciprocates within said shock amplifier. 9. The shock absorber comprises: a hydraulic fluid reservoir communicating with the chamber via the compression regulator means and the rebound pressure regulator means; an upper chamber or a lower chamber, whichever of the upper and lower chambers has a lower hydraulic fluid pressure; claim 1, further comprising a check valve means that allows hydraulic oil to be freely fed from the storage section to the storage section.
Suspension system as described in section. 10. The suspension of claim 2, wherein the valley regulator means comprises a linear servo solenoid valve that opens in response to a predetermined threshold pressure determined by a signal applied to the solenoid. system. 11 a hydraulic shock absorber; an air spring coupled in series with the shock absorber for coaxial compression and repulsion; an air director surrounding the shock absorber and having an outlet communicating with the interior of the air spring; a housing; an air pressure regulator means provided within the housing and connectable to a source of compressed air for regulating the air pressure within the air spring; and an air pressure regulator means provided within the housing for regulating the compression force and rebound braking force of the shock absorber. 1. A suspension device for connecting a suspended portion of a vehicle to a non-suspended portion of a vehicle, the suspension device comprising: hydraulic oil regulator means for connecting a suspended portion of a vehicle to a non-suspended portion. 12, a cylinder; a piston reciprocatable within the cylinder on a rod defining a compression chamber and a repulsion chamber; a chamber, a first flow path coupled to the compression chamber, a second flow path connected to the repulsion chamber; a flow path, and the first
, a pulp means for controlling the flow of hydraulic oil between the chambers, including operation of a first stage valve in the piston for controlling forward and backward movement of hydraulic oil between the solenoid valve and a solenoid valve connecting the second flow path; and; and a front solenoid valve, which normally holds the solenoid valve closed, and when a selected hydraulic fluid threshold discharge pressure is generated in the compression chamber, the compression chamber is connected to the compression chamber through a flow path. A shock absorbing system comprising: control circuit means for controlling the fu to flow the hydraulic fluid from the chamber to the repulsion chamber.