JPS60185611A - Car height and orientation mode setting method - Google Patents

Abstract

PURPOSE:To enable arbitrary setting of orientation and car height control and enables two controls to be compatible to each other, by a method wherein an orientation control signal is adopted as the starting condition of car height control, and a threshold equivalent to a starting condition is set separately from a threshold for orientation control and is varied. CONSTITUTION:A longitudinal direction accelerating speed G, serving as the deciding signal of scort control, is inputted to input the speed to a third comparator 62. A second threshold V2, being variable to a first threshold V1 being the reference set value of a second comparator 54, is inputted as a reference set value to a comparator 62, and the second threshold V2 is variable to the V1. A car height sensor 64, an A/D converter 66, and an RAM68 are provided, and a processing amount is regulated through detection of car height. The processed signal is outputted as a control instruction to each corresponding device through an input output device 70 from a processing unit 60. the starting region of orientation control can be freely regulated according to the setting way of the first and second thresholds V1 and V2.

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a method for setting a vehicle height/attitude control mode, and particularly to a vehicle height/attitude control mode setting method that increases the control range of a vehicle and allows the ride comfort to be arbitrarily set. It relates to a setting method that allows changing the control mode.

[Background of the invention]

Generally, some automobiles are equipped with an attitude control mechanism to prevent rolling, sudden starts, skorts, nose dives, etc. during slalom running, and sudden stops. Furthermore, vehicles having a mechanism for adjusting the vehicle height according to driving conditions are also known.

FIG. 1 shows a conventional air shock system applied to a vehicle that has both the above attitude control function and vehicle height control function. This system is equipped with an air shock 1 and a pneumatic solenoid pulp 2 corresponding to each wheel of a car (only one of the front wheels is shown), and the front air shocks and the rear air shocks are connected via accumulators 3F and 3R. ing. Air is supplied and discharged through the accumulators 3F and 3. Air supply is compressor 4
The air is temporarily stored in a reserve tank 6 via a desiccator 5, and is supplied to each of the accumulators 3F and 3 by opening an air supply valve 7. Note that a front solenoid valve 8F and eight rear solenoid valves are provided in the branch path from the air supply valve 7 to the accumulators 3F and 3H, so that the front and rear solenoid valves can be separately supplied.

On the other hand, for air exhaust, the front and rear solenoid pulps 8F and 8R are provided with a bypass path 9 for the air supply pulp 7 and the reserve tank 6, and an exhaust pulp 10 is provided in the exhaust path via the indicator 5.

In this system, when an attitude control signal is detected, the pneumatic solenoid valve 2 of the air shock body is selected and activated to increase the bounce constant. For example, when a rolling signal is detected, either the left or right side will sink, so a closing operation signal is given to the pneumatic solenoid pulp 2 on the sinking side, and when a skort signal is detected, both rear pneumatic solenoids When detecting a nose dive signal, both front side pneumatic solenoid pulps 2 are respectively closed. Also, based on the vehicle height adjustment signal,
Air supply and exhaust are performed for the air shock 1, and the air shock 1 is raised by opening the air supply pulp 7, front and rear solenoid pulps 8F, and 8 in response to an instruction to raise the vehicle height. Further, the vehicle height is lowered by opening the exhaust valve 10, front and rear solenoid pulps 8F and 8R in response to an instruction to lower the vehicle height. By selectively operating the front and rear solenoid pulps 8F and 8)L, the vehicle height can be adjusted to the front and rear sides.

However, with the above-mentioned mechanism capable of controlling both attitude and vehicle height, there has been a problem in the past in that attitude control and vehicle height control cannot be performed at the same time. In other words, the objects to be operated based on the attitude control signal are pneumatic solenoid pulp 2 and air shock 1.
Since the so-called volume cut method is adopted in which the splash constant is adjusted by cutting off the air shock 1 and accumulators 3F and 3R, it is impossible to control the vehicle height by supplying and exhausting air shock 1. Attitude control and vehicle height control This is incompatible with the circuit. Therefore, when a vehicle height adjustment command is input during attitude control, a time delay circuit is provided in the vehicle height control circuit to give priority to attitude control, and when an attitude control signal is input during vehicle height adjustment, I try to prioritize posture control. For example, FIG. 2 shows a control block diagram illustrating the relationship between skort control and vehicle height control. The vehicle speed V and the longitudinal acceleration G are input as judgment signals for the skort control, and the vehicle speed V is inputted to the F/V converter 11 and the first comparator 12,
The acceleration G is inputted to the second comparator 13, and the acceleration G is inputted to the second comparator 13 and compared with respective set values. Therefore, the detected vehicle speed V is lower than the set speed,
If the acceleration G is greater than the set value, it is determined that squawt control is being performed, and a signal is output from the AND circuit 13. On the other hand, a time delay circuit 14 is provided in the vehicle height adjustment command circuit for controlling the vehicle height, so that attitude control is given priority over the vehicle height adjustment command during attitude control. In addition, AND circuits 15U and 15P are used for the vehicle height raising signal circuit and vehicle height lowering signal circuit.
are provided, and the output signals of the attitude control are inputted to these input terminals via the inverter 16, so that the vehicle height command is cut in response to the attitude control input during vehicle height control.

As described above, conventionally there has been a problem that attitude control and vehicle height control cannot be performed simultaneously. In addition, in the past, even when vehicle height adjustment was originally required, the time delay circuit 14 was used, so there was a drawback that the responsiveness of vehicle height control was poor.

[Purpose of the invention]

The present invention has focused on the above-mentioned conventional problems, and an object of the present invention is to provide a mode setting method for vehicle height/attitude control that can arbitrarily set the relationship between attitude control and vehicle height control and achieve both.

[Summary of the invention]

In order to achieve the above object, a vehicle height/attitude control mode setting method according to the present invention provides a first threshold value for an attitude control determination signal such as vehicle height longitudinal acceleration, etc. as an attitude control start condition, and The determination signal is taken in and a second threshold is set as a condition for starting vehicle height control, and each control mode is defined as a segmented area where both thresholds conflict with each other, and at least the second threshold is variable and an overlapping mode of vehicle height and attitude control is provided. can be set.

The above configuration utilizes the attitude control determination signal and incorporates it into the start condition for vehicle height control, and the threshold corresponding to the start condition is set separately from the threshold for attitude control and is variable. Attitude control mode, vehicle height control mode, and duplication mode can be set as desired depending on how you choose. Therefore, it is possible to achieve both vehicle height and attitude control.

[Embodiments of the invention]

Embodiments of the vehicle height/attitude control mode setting method according to the present invention will be described in detail below with reference to the drawings.

First, FIG. 3 shows the construction of the vehicle used in the embodiment. This suspension is of a hydropneumatic type, and has a piston sillage mechanism 20 interposed between the vehicle body and the wheels, and includes a damping force generating section 24 connected to a hydraulic chamber 22 of the piston silling mechanism 20 . The damping force generating section 24 is iii+
It has a first damping force valve 26A and a second damping force valve 26B, which are connected to accumulators 28A and 28B, respectively. The inlet side passages and the outlet side passages of both damping force valves 26A and 26B are connected to each other via a 4-point 3-position switching valve 30r, and the first damping force pulp 26A
The inlet side passage is directly connected to the hydraulic chamber 22. Therefore, by operating the switching valve 30, the hydraulic chamber 22 and the first damping force valve 26A and the first accumulator 28A are connected (Mode 1), and both the damping force valves 26A, 2613 and both the accumulators 28A, 28B are connected (Mode 2). ), or it is possible to connect the first damping force pulse 26A and both accumulators 28A and 28B (mode 3).

An oil supply/discharge passage 32 is provided that directly communicates with the primary side of the damping force generating section 24 in such a suspension circuit, that is, with the hydraulic chamber 22 .

This supply/discharge passage 32 is a supply passage 36 from an oil pump 34.
A proportional electromagnetic pressure reducing valve 42 is attached to the supply channel 36, and a proportional electromagnetic relief valve 44 is attached to the discharge channel 40. Such a mechanism is provided corresponding to all wheels of the vehicle, and is connected by a hydraulic circuit having a common pump 34 (not shown). Note that a hydraulic pressure source side accumulator 46 and an accumulator η cut valve 48 are provided in the middle of the connection path to the pump 34.

Therefore, in the hydraulic circuit, the vehicle height is adjusted by the pressure reducing valve 4.
2 or 9 by operating the relief valve 44, and attitude control is performed by operating the switching valve 30 corresponding to each wheel.

Next, FIG. 4 shows a control block diagram for implementing the vehicle height-attitude control mode setting method performed for the above-mentioned hydraulic circuit. In this example, mode setting is performed between skort control as attitude control, and vehicle height control.

First, vehicle speed (2) and longitudinal acceleration (G) are used as judgment signals for skort control, which are detected and input by each sensor. Vehicle speed V is F/V converter 5
0 to the first comparator 52, where it is compared with a reference set value VO as a threshold value. The reference setting value v6 is set to 10, for example, since the squirt occurs at the time of departure.
b/h, and a signal is output from the comparator 52 when the value is less than the set value. On the other hand, the acceleration G is input to a second comparator 54, and is compared with a reference set value 1 as a threshold value.

In this case, the reference set value Vl is set to a value corresponding to, for example, 0.52, and a signal is output from the comparator 54 when it is equal to or greater than the set value. Then, the output signals of the first and second comparators 52 and 54 are input to the IA and ND circuits 56, and the output signals from the IAND circuit 56 are input to the input/output device (Ilo) 58 as attitude control start signals. let me,
The processing device 1 (CPU) 60 is started.

In contrast to such an attitude control determination circuit, a vehicle height control determination circuit is provided in the acceleration signal path. That is, the longitudinal acceleration G is input as a determination signal for the skort control, and this is input to the third comparator 62. A second threshold v2, which is variable with respect to a first threshold v1, which is a reference setting value of the second comparator 54, is input to the third comparator 62 as a reference setting value. v2 first
It is variable with respect to the threshold value. And this third comparator 6
2, the determination area is the area opposite to the determination area of the second comparator 54, and in this embodiment, the attitude control determination area is the area when the acceleration is greater than or equal to the first threshold. This is set as a vehicle height control determination area. Therefore, when the second threshold value v2 exceeds the first threshold value vI, when the second threshold value v2 is small, or when the second threshold value v2 is small, the vehicle height control mode can be set to overlap with the attitude control mode, and can be set so that they are continuous or have a contradictory relationship. . Next, the third comparator 62
is connected to a second AND'D circuit 64, and the other input terminal of the second AND circuit 64 is connected to the first comparator 52 of the vehicle speed signal path, similarly to the IAND circuit 56. 2nd AN
The output signal of the D circuit 64 is inputted to the input/output device 58 as a vehicle height control start signal to start the processing device 60.

Next, in the processing device 60, based on the skort control start signal,
Control is read from the ROM 62 and executed for the target suspension, which is the rear double suspension or all-wheel suspension, by setting the switching valve 30 to mode 1, setting the pressure reducing valve 42 to the low pressure setting, and setting the relief valve 44 to the high pressure setting. . Although vehicle height control is enabled by the vehicle height control start signal, the processing device 60 selects the target suspension and calculates the adjustment value in accordance with the raising and lowering commands from another control system. For example, in response to a rise command, the accumulator cut valve 48 is closed, and the pressure reducing valve 42 and the relief valve 44 are set to high pressure. On the other hand, in response to the lowering command, the accumulator cut valve 48 is opened, and the pressure reduction and relief valves 42 and 44 are set to low pressure. At this time, the vehicle height sensor 64, A, /
It is equipped with DR converter 66 and RAM 6s, and the processing scenery is adjusted by detecting the vehicle height. This processed signal is sent from the processing device 60 via the input/output device 70 to each target device as a control command.

According to such an embodiment, the start region of the height/posture control can be set freely depending on how the first and second threshold values v1+v2 are set. First, both threshold values V1. V2 is different, vl:)
In the case of v2, a non-control mode exists between the vehicle height adjustment mode and the attitude control mode, and vehicle height adjustment can be prohibited before attitude control.

In addition, when both threshold values vI+v2 are the same value, attitude control and vehicle height adjustment can be made to conflict with each other and attitude control can be prioritized. Furthermore, when both threshold values vI+v2 are different from vl (v2), there is an electric image section for both control modes, and the vehicle height can be adjusted during attitude control.

As a result, it is possible to select an overlapping mode of vehicle height and posture, and the ride quality of the vehicle can be greatly changed depending on the range in which the vehicle height is adjusted during posture control.
This means that you can freely choose from so-called passive suspension to active suspension.

In the above embodiment, the acceleration signal of the skort control is included in the vehicle height control start condition, but this also applies as a vehicle speed signal. Further, the attitude control can include rolling control and nose dive control, and it is also possible to incorporate any of these attitude control determination signals such as vehicle speed and lateral acceleration into the vehicle height start condition. Furthermore, if the attitude control determination signal is based on one type of signal trap, only this signal can be taken in.

[Effects of the Invention] As described above, according to the present invention, an excellent effect is exhibited in that not only an independent mode of vehicle height and attitude control but also an overlapping mode can be set.

[Brief explanation of drawings]

Figure 1 is a conventional air shock system configuration diagram, Figure 2 is a conventional vehicle height/attitude control block diagram, Figure 3 is a hydraulic pneumatic suspension hydraulic circuit diagram, and Figure 4 is an example monocylinder/attitude control. It is a block diagram. 20...Viston cylinder machine +1 yen, 24...Damping force generation part, 30...Switching valve, 42...Proportional electromagnetic pressure reducing valve, 44...Proportional electromagnetic relief valve, 52, 54.6
2...Comparator, 56.64...AND circuit, 60.
...Processing unit (CPU). Agent Tatsuyuki Unuma

Claims (1)

[Claims] (1) The first control signal is used for attitude control determination signals such as vehicle longitudinal acceleration, etc.
A threshold value is set for the attitude control determination signal, and a second threshold value is set for inputting the determination signal to start vehicle height control φ.
Vehicle height/attitude control characterized in that each control mode is defined as a segmented area in which both threshold values conflict with each other, and at least the second threshold value is variable so that overlapping modes of vehicle height and attitude control can be set. How to set the mode.