JPS629047B2 - - Google Patents
Info
- Publication number
- JPS629047B2 JPS629047B2 JP11275382A JP11275382A JPS629047B2 JP S629047 B2 JPS629047 B2 JP S629047B2 JP 11275382 A JP11275382 A JP 11275382A JP 11275382 A JP11275382 A JP 11275382A JP S629047 B2 JPS629047 B2 JP S629047B2
- Authority
- JP
- Japan
- Prior art keywords
- damping force
- air
- air suspension
- vehicle
- wheel drive
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000013016 damping Methods 0.000 claims description 34
- 239000000725 suspension Substances 0.000 claims description 24
- 230000001133 acceleration Effects 0.000 claims description 12
- 239000006096 absorbing agent Substances 0.000 claims description 6
- 230000035939 shock Effects 0.000 claims description 6
- 238000010586 diagram Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 2
- 102100029469 WD repeat and HMG-box DNA-binding protein 1 Human genes 0.000 description 1
- 101710097421 WD repeat and HMG-box DNA-binding protein 1 Proteins 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Fluid-Damping Devices (AREA)
Description
【発明の詳細な説明】
本発明は自動車用エアサスペンシヨンの減衰力
可変装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a variable damping force device for an air suspension for an automobile.
自動車用のサスペンシヨンにおいて、ダンパの
減衰力を低くすれば乗心地の向上をはかることが
できるが悪路走行時における車体突上げをさける
ことが困難となる。 In automobile suspensions, it is possible to improve ride comfort by lowering the damping force of the damper, but it becomes difficult to avoid the vehicle body being pushed up when driving on rough roads.
従来より車速が所定値以上のとき及び横方向加
速度が所定値以上のとき、ダンパの減衰力を高く
するようにしたものは開発されているが（特開昭
54−102470号公報、特開昭54−44167号公報等参
照）、車速と横方向加速度でダンパの減衰力を可
変的に制御するだけでは上記のような悪路走行時
の車体突上げを防止することはできない。 Conventionally, dampers have been developed in which the damping force of the damper is increased when the vehicle speed exceeds a predetermined value and when the lateral acceleration exceeds a predetermined value (Japanese Patent Application Laid-open No.
(Refer to Publication No. 54-102470, Japanese Patent Application Laid-open No. 54-44167, etc.), it is not possible to prevent the vehicle from lifting up when driving on rough roads by simply controlling the damping force of the damper variably based on vehicle speed and lateral acceleration. I can't.
本発明は、シリンダと該シリンダに嵌装された
ピストンロツドとの組合せよりなるシヨツクアブ
ソーバの外周部に、内にエアを封入したエアチヤ
ンバを構成したエアサスペンシヨンにおいて、悪
路走行時シヨツクアブソーバの減衰力を高くして
車体突上げを完全に防止し得る装置を提供するも
ので、以下附図実施例につき説明する。 The present invention provides an air suspension in which an air chamber in which air is sealed is formed on the outer periphery of a shock absorber consisting of a combination of a cylinder and a piston rod fitted in the cylinder. The purpose of the present invention is to provide a device that can completely prevent the vehicle body from lifting up by increasing the height of the vehicle body.
第１図は本発明におけるエアサスペンシヨンの
制御系統例を示す図で、第１図において１はコン
プレツサ、２はドライヤ、３はリザーブタンクで
あり、該コンプレツサ１の作動により圧送された
エアはドライヤ２及びソレノイドバルブL1を介
してリザーブタンク３内に貯えられる。４はリザ
ーブタンク３内のエア圧を検出する圧力センサ
で、該圧力センサ４の信号によつてコンプレツサ
１の作動が制御され、リザーブタンク３内のエア
圧を所定値に保つようになつている。 FIG. 1 is a diagram showing an example of a control system for an air suspension according to the present invention. In FIG. 1, 1 is a compressor, 2 is a dryer, and 3 is a reserve tank. 2 and solenoid valve L1 , and is stored in the reserve tank 3. 4 is a pressure sensor that detects the air pressure in the reserve tank 3, and the operation of the compressor 1 is controlled by the signal from the pressure sensor 4, so that the air pressure in the reserve tank 3 is maintained at a predetermined value. .
前後左右の４輪のエアサスペンシヨンＡ，Ｂ，
Ｃ，Ｄの各エアチヤンバに前記リザーブタンク３
よりエアを供給するエア供給路には、それぞれ給
排気用ソレノイドL3，L4，L5及びL6が設けられ
ている。L2は排気用ソレノイドバルブである。 4-wheel air suspension A, B, front, rear, left, and right
The reserve tank 3 is installed in each air chamber C and D.
Air supply and exhaust passages that supply air are provided with supply and exhaust solenoids L 3 , L 4 , L 5 and L 6 , respectively. L2 is an exhaust solenoid valve.
上記エアサスペンシヨンＡ，Ｂ，Ｃ，Ｄにはそ
れぞれ車高センサ１９（第２図参照）が設けら
れ、それぞれの車高センサの信号はコントロール
装置５にインプツトされ、該信号に基づいてコン
トロール装置５が各ソレノイドバルブL1，L2，
L3，L4，L5，L6を開閉制御するようになつてい
る。 The air suspensions A, B, C, and D are each provided with a vehicle height sensor 19 (see FIG. 2), and the signals from each vehicle height sensor are input to the control device 5, and the control device 5 receives the signals based on the signals. 5 is each solenoid valve L 1 , L 2 ,
The opening and closing of L 3 , L 4 , L 5 , and L 6 is controlled.
即ち、例えばＡのエアサスペンシヨンが低くな
るとＡ内の車高センサがアツプ信号を発し、その
アツプ信号に基づいてコントロール装置５がソレ
ノイドバルブL1とL3を開とする出力信号を発
し、リザーブタンク３内のエアをエアサスペンシ
ヨンＡのエアチヤンバ内に供給して車高を上げ、
所定値に達したところで車高センサの信号にて該
ソレノイドバルブL1，L3を閉じる。 That is, for example, when the air suspension in A becomes low, the vehicle height sensor in A issues an up signal, and based on that up signal, the control device 5 issues an output signal to open solenoid valves L1 and L3 , and the reserve The air in tank 3 is supplied to the air chamber of air suspension A to raise the vehicle height.
When a predetermined value is reached, the solenoid valves L 1 and L 3 are closed based on the signal from the vehicle height sensor.
逆に例えばエアサスペンシヨンＡが高くなり過
ぎると、その車高センサがダウン信号を発し、そ
の信号に基づいてコントロール装置５がソレノイ
ドバルブL2とL3を開とする出力信号を発し、Ａ
のエアサスペンシヨンのエアチヤンバ内エアは外
部に排出されて車高を下げ、所定高さのところで
車高センサの信号にてL2とL3が閉じる。 Conversely, if air suspension A becomes too high, for example, its vehicle height sensor will issue a down signal, and based on that signal, control device 5 will issue an output signal to open solenoid valves L2 and L3 , and
The air in the air chamber of the air suspension is discharged to the outside to lower the vehicle height, and at a predetermined height, L2 and L3 close based on the signal from the vehicle height sensor.
上記と同様にＢ，Ｃ，Ｄのエアサスペンシヨン
もそれぞれの車高センサによつて車高を制御さ
れ、各エアサスペンシヨンの車高を常に一定値に
保つようになつている。 Similarly to the above, the vehicle heights of the air suspensions B, C, and D are also controlled by their respective vehicle height sensors, so that the vehicle height of each air suspension is always maintained at a constant value.
６は駆動方式が２輪駆動であるか４輪駆動であ
るかを検出する駆動方式センサ、７は上下加速度
センサであり、これらセンサ６，７の信号はコン
トロール装置５にインプツトされ、コントロール
装置５がこの信号に基づいて悪路走行状態である
と判断したときエアサスペンシヨンＡ，Ｂ，Ｃ，
Ｄの減衰力制御用ソレノイドＳを作動させるべき
出力信号を発し、各エアサスペンシヨンの減衰力
を高くするよう構成されている。 6 is a drive system sensor that detects whether the drive system is 2-wheel drive or 4-wheel drive; 7 is a vertical acceleration sensor; signals from these sensors 6 and 7 are input to the control device 5; determines that the vehicle is traveling on a rough road based on this signal, air suspension A, B, C,
It is configured to generate an output signal to operate the damping force control solenoid S of D, thereby increasing the damping force of each air suspension.
上記エアサスペンシヨンの減衰力制御機構の一
例を第２図を参照して説明する。 An example of the damping force control mechanism of the air suspension will be explained with reference to FIG. 2.
エアサスペンシヨンは第２図に示すように、内
筒１１と外筒１２よりなる２重筒内にオイルを充
填し、その中をロツド１４の先端に設けたピスト
ン１３が往復作動し、該ピストン１３部に設けた
バルブ１３ａと内筒１２下端部に設けたボトムバ
ルブ１２ａにて減衰力を発生させるようにしたツ
インチユーブ式シヨツクアブソーバ１０の外周
に、例えばロアタンク１６、アツパタンク１７及
びダイヤフラム１８等にて気密のエアチヤバ１５
を形成した構造となつている。 As shown in Fig. 2, the air suspension is a double cylinder consisting of an inner cylinder 11 and an outer cylinder 12, which is filled with oil, in which a piston 13 installed at the tip of a rod 14 reciprocates. On the outer periphery of the twin tube type shock absorber 10, which generates a damping force by a valve 13a provided at the 13th part and a bottom valve 12a provided at the lower end of the inner cylinder 12, for example, the lower tank 16, the upper tank 17, the diaphragm 18, etc. Airtight air chamber 15
It has a structure that forms.
エアチヤンバ１５内には、外筒１２側に取付け
られた駆動マグネツト１９ａとロツド１４側に取
付けられた磁気感応スイツチ１９ｂよりなる車高
センサ１９が設けられ、この車高センサ１９の信
号によつてエアチヤンバ１５内へのエアの出し入
れが行われ車高を自動制御するようになつている
ことは前述した通りである。 A vehicle height sensor 19 is provided inside the air chamber 15 and is composed of a drive magnet 19a attached to the outer cylinder 12 side and a magnetically sensitive switch 19b attached to the rod 14 side. As mentioned above, air is taken in and out of the vehicle 15 to automatically control the vehicle height.
上記のようなエアサスペンシヨンにおいて、ツ
インチユーブ式シヨツクアブソーバ１０の内外筒
１１，１２間に形成されるリザーバ２０（上方部
にはエアが封入され下部にはオイルが入つており
ボトムバルブ１２ａを介して内筒１１内と連通し
ている）内のオイルを、オリフイス２１を介して
内筒１１内の上部と連通させる連通路２２を設け
ると共に、上記オリフイス２１を減衰力制御用ソ
レノイドＳにより開閉制御するよう構成してい
る。 In the air suspension as described above, a reservoir 20 (air is sealed in the upper part and oil is contained in the lower part) is formed between the inner and outer cylinders 11 and 12 of the twin inch shock absorber 10 through the bottom valve 12a. A communication passage 22 is provided for communicating the oil in the inner cylinder 11 (which communicates with the inside of the inner cylinder 11) with the upper part of the inner cylinder 11 via an orifice 21, and the opening and closing of the orifice 21 is controlled by a damping force control solenoid S. It is configured to do so.
上記の構成において、ソレノイドＳがオリフイ
ス２１を閉としている状態では、伸び行程（ピス
トン上昇時）の場合は、ピストン１３部のバルブ
１３ａによりオイルの流通を絞りピストン上側の
室を高圧として減衰力を発生させると同時に、内
筒１１内より抜け出たロツド１４の体積分のオイ
ルはリザーバ２０からボトムバルブ１２ａを介し
てピストン下側の室内に流入する。 In the above configuration, when the solenoid S closes the orifice 21, in the case of an extension stroke (when the piston rises), the valve 13a of the piston 13 throttles the oil flow and sets the chamber above the piston at high pressure to increase the damping force. At the same time as the oil is generated, oil corresponding to the volume of the rod 14 that has escaped from the inner cylinder 11 flows from the reservoir 20 into the chamber below the piston via the bottom valve 12a.
縮み行程（ピストン下降時）の場合は、ピスト
ン１３のバルブ１３ａはあまり抵抗なくオイルを
流通させるが、内筒１１内に入つて来るロツド１
４の体積分のオイルのリザーバ２０内への流入を
ボトムバルブ１２ａにて絞ることによりピストン
下側の室を高圧とし、これで減衰力を発生させ
る。 During the retraction stroke (when the piston descends), the valve 13a of the piston 13 allows the oil to flow without much resistance, but the rod 1 entering the inner cylinder 11
The bottom valve 12a restricts the flow of oil into the reservoir 20 by a volume of 4, thereby creating a high pressure in the chamber below the piston, thereby generating a damping force.
このようにしてオリフイス２１が閉じていると
きは高い減衰力を得ることができる。 In this way, a high damping force can be obtained when the orifice 21 is closed.
ソレノイドＳがオリフイス２１を開としている
状態では、伸び行程及び縮み行程において、それ
ぞれ高圧となつて高い減衰力を発生させるべきピ
ストン上側室及び下側室が、それぞれオリフイス
２１及び連通路２２を介して反対側の室と連通す
るので、あまり高圧とはならず減衰力もかなり低
いレベルとなる。 When the solenoid S opens the orifice 21, the upper and lower chambers of the piston, which should be at high pressure and generate a high damping force during the extension stroke and the contraction stroke, are opposed to each other via the orifice 21 and the communication passage 22, respectively. Since it communicates with the side chamber, the pressure is not very high and the damping force is at a fairly low level.
一方２輪駆動（2WDと称す）と４輪駆動
（4WDと称す）とを切換使用するようになつてい
る自動車においては、通常走行時は2WDとし、
悪路とか雨天時、圧雪道、アイスバーン等スリツ
プを防止しなければならないときは4WDに切換
えるのが普通である。 On the other hand, cars that are designed to switch between two-wheel drive (referred to as 2WD) and four-wheel drive (referred to as 4WD) use 2WD during normal driving.
It is normal to switch to 4WD when it is necessary to prevent slips, such as on rough roads, in rainy weather, on compacted snow roads, or on icy roads.
そこで本発明では第１図に示すように駆動方式
センサ６と上下加速度センサ７を用い、駆動方式
が4WDであり且つ車体の上下加速度が所定値以
上であつたとき悪路走行状態にあると判断して、
上記減衰力制御用ソレノイドＳを作動させオリフ
イス２１を閉とする悪路判定回路をコントロール
装置５に設けておくことにより、良路走行時はオ
リフイス２１が開で減衰力を低いレベルに設定し
乗心地を向上させ得ると共に、悪路ではオリフイ
ス２１を閉とし減衰力を高くして車体突上げを防
止し走行安定性及び悪路走破性の著しい向上をは
かり得るものである。 Therefore, in the present invention, as shown in FIG. 1, a drive system sensor 6 and a vertical acceleration sensor 7 are used, and when the drive system is 4WD and the vertical acceleration of the vehicle body is above a predetermined value, it is determined that the vehicle is running on a rough road. do,
By providing a rough road judgment circuit in the control device 5 that operates the damping force control solenoid S and closes the orifice 21, when driving on a good road, the orifice 21 is open and the damping force is set to a low level. In addition to improving comfort, on rough roads, the orifice 21 is closed to increase the damping force to prevent the vehicle body from lifting up, thereby significantly improving running stability and running performance on rough roads.
上記悪路判定回路の一例を示すと第３図の通り
である。 An example of the rough road determining circuit is shown in FIG. 3.
第３図において、上下加速度センサ７の信号は
電圧変換されて基準電圧発生回路８の基準電圧と
比較器COMPにて比較され、上下加速度が所定値
より小なるときは比較器COMPの出力信号が０、
大なるとき出力信号が１となるものとする。又駆
動方式センサ６は4WDのとき１，2WDのとき０
の信号を発するものとする。 In FIG. 3, the signal from the vertical acceleration sensor 7 is voltage-converted and compared with the reference voltage of the reference voltage generation circuit 8 by a comparator COMP, and when the vertical acceleration is smaller than a predetermined value, the output signal from the comparator COMP is 0,
It is assumed that the output signal becomes 1 when the value is greater than 1. Also, the drive system sensor 6 is 1 for 4WD and 0 for 2WD.
The signal shall be emitted.
今4WDでの走行時上下加速度が所定値以下で
あると、比較器COMPの出力信号は０であり、そ
れがノツトＮで反転して１となり、第１のアンド
回路AND1に入力され、駆動方式センサ６の信号
が１であるから該アンド回路AND1の出力は１と
なり双安定マルチバイブレータBMに入力され
る。 If the vertical acceleration is below a predetermined value when driving in 4WD, the output signal of the comparator COMP is 0, which is inverted at note N and becomes 1, which is input to the first AND circuit AND 1 , and the output signal of the comparator COMP is 0. Since the signal from the system sensor 6 is 1, the output of the AND circuit AND1 becomes 1 and is input to the bistable multivibrator BM.
一方比較器COMPの出力信号０は直接双安定マ
ルチバイブレータBMに入力され、この状態で双
安定マルチバイブレータBMの出力は０である。 On the other hand, the output signal 0 of the comparator COMP is directly input to the bistable multivibrator BM, and in this state, the output of the bistable multivibrator BM is 0.
双安定マルチバイブレータBMの出力信号は第
２のアンド回路AND2に入力され前記駆動方式セ
ンサ６の信号とのアンドをとり、そのアンド回路
AND2の出力が減衰力切換回路９にインプツトさ
れるようになつており、上記のように双安定マル
チバイブレータBMの出力が０のときはAND2の
出力は０となり、減衰力制御用ソレノイドＳはオ
リフイス２１を開いた状態を保持している。 The output signal of the bistable multivibrator BM is input to the second AND circuit AND 2 , ANDed with the signal of the drive method sensor 6, and the AND circuit
The output of AND 2 is input to the damping force switching circuit 9, and as mentioned above, when the output of the bistable multivibrator BM is 0, the output of AND 2 becomes 0, and the damping force control solenoid S holds the orifice 21 open.
駆動方式センサ６の信号が０の場合即ち2WD
のときは、双安定マルチバイブレータBMの出力
が０でも１でもAND2の出力は０であり、上記と
同様減衰力制御用ソレノイドＳはオリフイス２１
を開いた状態となつている。 If the signal of the drive system sensor 6 is 0, that is, 2WD
In this case, whether the output of the bistable multivibrator BM is 0 or 1, the output of AND 2 is 0, and as above, the damping force control solenoid S is connected to the orifice 21.
It is in an open state.
4WDの状態で、上下加速度が所定値より大と
なり比較器COMPの出力信号が１となると、双安
定マルチバイブレータBMの入力信号は前記の
１，０から０，１に変わり、その出力は１となり
AND2の出力は１となり、減衰力切換回路９を介
して減衰力制御用ソレノイドＳを作動させ、オリ
フイス２１を閉とし、減衰力を高い値に切換え
る。 In the 4WD state, when the vertical acceleration is larger than a predetermined value and the output signal of the comparator COMP becomes 1, the input signal of the bistable multivibrator BM changes from the above 1, 0 to 0, 1, and its output becomes 1.
The output of AND 2 becomes 1, and the damping force control solenoid S is operated via the damping force switching circuit 9, the orifice 21 is closed, and the damping force is switched to a high value.
以上のように本発明によれば、悪路走行状態を
的確に判定し、悪路以外ではダンパの減衰力を低
いレベルに保持して乗心地の向上をはかると共
に、悪路ではダンパの減衰力を高くし車体突上げ
を防止し走行安定性及び悪路走破性の著しい向上
をはかり得るもので、構造簡単なることと相俟つ
て実用上多大の効果をもたらし得るものである。 As described above, according to the present invention, it is possible to accurately determine the driving condition on a rough road, maintain the damping force of the damper at a low level on roads other than rough roads, and improve riding comfort, and also improve the damping force of the damper on rough roads. It is possible to raise the height of the vehicle body, prevent the vehicle body from lifting up, and significantly improve running stability and ability to travel on rough roads.Coupled with the simple structure, it can bring about great practical effects.
第１図は本考案の実施例を示すエアサスペンシ
ヨンの制御系統図、第２図は本発明におけるエア
サスペンシヨンの構造例を示す断面図、第３図は
悪路判定回路の一例を示すブロツク図である。
Ａ，Ｂ，Ｃ，Ｄ……エアサスペンシヨン、Ｓ…
…減衰力制御用ソレノイド、１……コンプレツ
サ、３……リザーブタンク、５……コントロール
装置、６……駆動方式センサ、７……上下加速度
センサ、９……減衰力切換回路、１０……ツイン
チユーブ式シヨツクアブソーバ、１１……内筒、
１２……外筒、１２ａ……ボトムバルブ、１３…
…ピストン、１３ａ……バルブ、１４……ロツ
ド、１５……エアチヤンバ、１９……車高セン
サ、２０……リザーバ、２１……オリフイス、２
２……連通路。
Fig. 1 is a control system diagram of an air suspension showing an embodiment of the present invention, Fig. 2 is a sectional view showing a structural example of the air suspension according to the invention, and Fig. 3 is a block diagram showing an example of a rough road judgment circuit. It is a diagram. A, B, C, D...Air suspension, S...
... Solenoid for damping force control, 1 ... Compressor, 3 ... Reserve tank, 5 ... Control device, 6 ... Drive method sensor, 7 ... Vertical acceleration sensor, 9 ... Damping force switching circuit, 10 ... Twin Tube type shock absorber, 11...Inner cylinder,
12...Outer cylinder, 12a...Bottom valve, 13...
... Piston, 13a ... Valve, 14 ... Rod, 15 ... Air chamber, 19 ... Vehicle height sensor, 20 ... Reservoir, 21 ... Orifice, 2
2...Communication path.
Claims (1)
部にエアを封入したエアチヤンバを形成したエア
サスペンシヨンを用い、且つ２輪駆動と４輪駆動
を切換え得るようにした自動車において、上記エ
アサスペンシヨンに減衰力制御機構を設けると共
に、２輪駆動と４輪駆動を検出する駆動方式セン
サ及び車体の上下加速度を検出する上下加速度セ
ンサを設け、４輪駆動で上下加速度が所定値以上
のとき悪路走行状態であると判断し、上記減衰力
制御機構を、減衰力が高くなる方に切換作動させ
る悪路判定回路を設けたことを特徴とする自動車
用エアサスペンシヨンの減衰力可変装置。 ２ 減衰力制御機構は、ツインチユーブ式シヨツ
クアブソーバのリザーバ内のオイルをオリフイス
を介して内筒のピストン上側室内に連通させる連
通路と、悪路判定回路の信号により該連通路を開
閉制御する減衰力制御用ソレノイドとにより構成
されていることを特徴とする特許請求の範囲第１
項に記載の自動車用エアサスペンシヨンの減衰力
可変装置。[Scope of Claims] 1. In an automobile that uses an air suspension in which an air chamber in which air is sealed is formed on the outer periphery of a twin-inch shock absorber, and that can switch between two-wheel drive and four-wheel drive, the above-mentioned air suspension is provided. In addition to providing a damping force control mechanism in the vehicle, a drive system sensor that detects two-wheel drive and four-wheel drive and a vertical acceleration sensor that detects the vertical acceleration of the vehicle body are installed. 1. A variable damping force device for an air suspension for an automobile, comprising a rough road determining circuit that determines that the vehicle is traveling on a road and switches the damping force control mechanism to a direction that increases the damping force. 2. The damping force control mechanism includes a communication path that communicates the oil in the reservoir of the twin inch shock absorber with the upper chamber of the piston in the inner cylinder through an orifice, and a damping control mechanism that controls opening and closing of the communication path based on signals from a rough road determination circuit. Claim 1 comprising a force control solenoid.
A variable damping force device for an air suspension for an automobile as described in 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11275382A JPS596108A (en) | 1982-06-30 | 1982-06-30 | Controllable equipment for damping force of air suspension of automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11275382A JPS596108A (en) | 1982-06-30 | 1982-06-30 | Controllable equipment for damping force of air suspension of automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS596108A JPS596108A (en) | 1984-01-13 |
| JPS629047B2 true JPS629047B2 (en) | 1987-02-26 |
Family
ID=14594683
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11275382A Granted JPS596108A (en) | 1982-06-30 | 1982-06-30 | Controllable equipment for damping force of air suspension of automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS596108A (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60171712U (en) * | 1984-04-25 | 1985-11-14 | 三菱自動車工業株式会社 | Electronically controlled suspension device |
| JPS60248417A (en) * | 1984-05-21 | 1985-12-09 | Toyota Central Res & Dev Lab Inc | Active suspension apparatus |
| JPH0645288B2 (en) * | 1984-05-31 | 1994-06-15 | 三菱自動車工業株式会社 | Vehicle suspension system |
| SE447926B (en) * | 1985-05-13 | 1986-12-22 | Jan R Schnittger | HYDRAULIC SHOCK ABSORBER WHICH DUMP FORM MAGNIFICED BY A STEERING BODY |
| DE3518503C1 (en) * | 1985-05-23 | 1986-10-23 | Daimler-Benz Ag, 7000 Stuttgart | Device for computer-aided, road-dependent control of dampers of a vehicle suspension |
| US4802657A (en) * | 1986-06-23 | 1989-02-07 | Monroe Auto Equipment Company | Vehicle leveling shock absorber assembly |
| US5135203A (en) * | 1986-06-23 | 1992-08-04 | Monroe Auto Equipment Company | Vehicle leveling shock absorber assembly |
| JPH0260807A (en) * | 1988-08-25 | 1990-03-01 | Mazda Motor Corp | Suspension control device for vehicle |
-
1982
- 1982-06-30 JP JP11275382A patent/JPS596108A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS596108A (en) | 1984-01-13 |
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