JPS6311411A - Shock absorber controller - Google Patents

Abstract

PURPOSE:To improve drive feeling by varying the damping force of a shock absorber to a large value when down-shift and the rise of the revolution speed of an internal combustion engine are detected, thus suppressing the sharp variation of the car attitude with the simple constitution. CONSTITUTION:A means M1 for detecting the speed change state of a car and a means M2 for detecting the revolution state of an internal combustion engine are installed. Further, a means M3 for varying the damping force of a shock absorber arranged between the car body and wheels according to the instruction supplied from outside is installed. Further, a means M4 which outputs the control instruction for varying the damping force to a large value when down-shift is detected by the means M1 and the rise of the turning speed is detected by the means M2 is installed. The sharp change of the car attitude caused by the change of the steering state is estimated on the basis of the down-shift and the increase of engine revolution, and the damping force of the shock absorber is increased beforehand.

Description

DETAILED DESCRIPTION OF THE INVENTION OBJECTS OF THE INVENTION [Industrial Application Field', 1] The present invention relates to a shock absorber control device that is effective in suppressing sudden changes in vehicle attitude.

[Prior Art] Conventionally, there has been a known technology for controlling the roll, nose die, etc. by changing the damping force of the shock absorber to a large value during sharp turns, sudden braking, etc. There is. Regarding the technology described in -1-, for example, the following has been proposed. That is, (1) a ``vehicle suspension mechanism'' that compares the operating angle of the steering wheel with the vehicle speed and increases the damping force characteristics of the shock absorber when the vehicle is in a state where large rolling occurs (Japanese Patent Laid-Open No. 58-3)
Publication No. 0815).

(2) ``Sea-first absorber control device'' that judges deceleration performance and open/close stop switch based on signals from the vehicle speed sensor and stop switch, and increases damping force when deceleration exceeds a reference value or when the stop switch is closed. (Unexamined 1fj
(Publication No. 58112818).

[Problems to be Solved by the Invention 1 This prior art has the following problems. In other words, (1) In order to detect sudden changes in the vehicle attitude, a large number of sensors such as a steering angle sensor υ, a vehicle speed sensor, a stop lamp switch, or a throttle position sensor are required. Complicated arithmetic processing was also required to determine the posture. Therefore, there was a problem that the device configuration became complicated.

(2) Also, for example, when making a sharp turn, the damping force of the shock absorber was changed based on the detection result from the steering angle sensor. Since it is not possible to switch to a large value, there is a problem that the followability and responsiveness of attitude control are reduced, and ride comfort is also deteriorated.

An object of the present invention is to provide a shock absorber control device that has a simple device configuration and quickly suppresses changes in vehicle posture.

Structure of the Invention ``Means for Solving the Problems'' The present invention, which has been made to solve and overcome the above-mentioned problems, as illustrated in FIG. a rotational state detection means M2 for detecting the rotational state of the internal combustion engine of the vehicle; and a rotational state detection means M2 for changing the reducing Q force of a shock absorber disposed between the center suspension and the center wheel of the vehicle in accordance with an external command. When a downshift is detected by the damping force adjusting means M3 and the shift state detecting means M1, and an increase in rotational speed is detected by the rotating state detecting means M2, the damping force is adjusted to a threshold value. The gist of this is a shock absorber control device characterized by comprising a control means M/l which outputs a command to change the damping force to the damping force changing means M3.

The gear shift state detection means M1 detects the gear shift state of the vehicle. For example, it can be configured by shift 1 to position sensor. Alternatively, it may be a new 1 to ral start switch, etc., for example.

The rotational state detection means M2 detects the rotational state of the internal combustion engine. For example, it can be realized by a rotation speed sensor that detects the rotation speed of an internal combustion engine.

The damping force changing means M3 changes the damping force of the shock absorber. For example, the damping force may be changed in two stages by opening and closing an orifice through which hydraulic oil of the shock absorber flows. Furthermore, for example, by changing the diameter of the orifice, the damping force can be changed in multiple stages or in a continuous manner.

The control means M4 outputs a command to change the damping force to a larger value when a downshift and an increase in rotational speed are detected. The control means M4 can also be realized, for example, as independent discrete logic circuits. For example, starting with the well-known CPU, R
It is configured as a logical operation circuit together with OM, RAM, and other peripheral circuit elements, and implements the control means M4 according to a predetermined processing procedure.

[Function] As illustrated in FIG. 1, in the shock absorber control device of the present invention, the gear shift state detection means M1 detects a downshift, and the rotation state detection means M2 detects a downshift. When detected, the control means M4 operates to output a command to change the damping force to a value larger than J to the damping force changing means M3.

That is, based on the downshift 1 and the increase in the rotational speed of the internal combustion engine, a sudden change in the vehicle attitude due to a change in the steering condition is predicted, and the damping force of the shock absorber is changed in advance to a large extent. .

Therefore, the shock absorber control device of the present invention has a simple device configuration and works to quickly change the damping force to a large value in preparation for a sudden change in the vehicle attitude.

The technical problem of the present invention is solved by each component of the present invention acting as described above.

[Example] Next, a preferred example of the present invention will be described in detail based on the drawings. FIG. 2 shows the system configuration of a shock absorber control device that is an embodiment of the present invention.

The shock absorber control device 1 includes various sensors SEI~
SE5, shock absorber SIL, S1R, S2L,
52R1 damping force change actuator AI L, AIR,
A2L, A2R and the electronic control device that controls them (
Hereinafter, it will be simply referred to as ECU.

) consists of 4.

The shock absorber control device 1 includes a shift sensor SE1 to a position sensor SE1 that detects the gear position based on the position of the shift lever, a rotation speed sensor SE2 that detects the rotation speed of the engine, and a stop sensor that detects the presence or absence of brake operation. The vehicle includes a lamp switch SE3, a vehicle speed sensor SE4 that detects vehicle speed, and a steering sensor SE5 that detects a steering angle.

Shock absorber SIL, SIR, S2L.

Each S2R is installed in parallel with a lease suspension device (not shown) between the left and right front and rear wheel suspension arms and the vehicle body.

Damping force change Akubuko]-ta △11. AIR, A2m, A
2RG;i, each of the above shock absorbers S11, SI
R, 32+, and S2R.

The signals detected by each of the sensors S[■1 to S rE 5 are input to the ECU 4, and the rE CU /l is input to the damping force changing actuator Δ11. AIR, Δ2l-1A
Drives and controls 2R.

Shock absorber SIL, SIR, 82m.

Since the structure of S2R is all the same, shock absorber S
This will be explained using 1L as an example. As shown in FIG. 3 (Δ), the shock absorber S1L has hollow screws 1 to 21 inside the outer cylinder 20 and screws 22 slidably fitted to the outer cylinder 20. It has a piston rod 21.
A control rod 23 is loosely fitted inside, and the control rod 23 is loosely fitted inside.
- The roll rod 23 is supported by a guide 23a fixed to the screw 1 - the roll rod 21. The control rod 23 is a damping force actuator Al, which will be described later.
The rotary valve 24 fixed to the control rod 23 is rotated by the control rod 23, and the orifice 25 is opened and closed. Plate valves 26 and 27 each have nuts 2
8.29 is fixed to the piston 22.

The piston rod 21 and the control rod 23 are the third
If the positional relationship is as shown in Figure (B), that is,
When the control rod 23 is at a position making an angle of 90' with respect to the front direction indicated by arrow F, the above-mentioned orifice 25 is in a communicating state. Also, on the line side, there is a third
As shown in Figure (A>), the plate valve 26 opens and the passage 30a communicates.On the other hand, on the expansion side, as shown in Figure 3(C), the plate valve 27 opens and the passage 30b opens. Therefore, on the line side, the hydraulic oil flows through both the orifice 25 and the passage 30a as shown by the arrow U in FIG. 3(A), and on the extension side, it flows through the orifice 25 and the passage 30a as shown by the arrow 25 and the passage 30b, and the throttling resistance of the hydraulic oil is small, so the damping force of the shock absorber S1L is set to a small fim.

On the other hand, when the piston rod 21 and the control rod 23 are in the positional relationship as shown in FIG. When the l-fluorocarbon 1~ direction and the control 1'' Rad 23 are in a parallel position, the ΔGinois 25 described above is in the cutoff state. Therefore, A1 hydraulic oil is transferred to the line side (as shown by arrow U in Fig. 4(A)).
It flows only through 0a, and on the growth side it flows as shown by the arrow vC in Fig. 4 (C).
The damping force J of the shock absorber 511- is set to a large value because it flows only through the passage 3ob and the throttling resistance of the hydraulic oil is large.

Damping force change actuator ΔIL, A1R, A2L, A
The structure of 2R is completely JL-compliant, so A11- is taken as an example and shown in Figure 5.
It is equipped with a rectifier gear 32 that meshes with the pinion gear 31 and the pinion gear ψ31.In the center of the retractor 1゛＼〕32, the previously mentioned controller 1 to roll 1 23 are fixed. There is.

When the DC motor 30 is rotated forward or reverse under the drive control of the ECU 4, which will be described later, the control rod 23 is rotated forward or reverse to open and close the orifice 25 described above, thereby changing the damping horn of the shock absorber 81m. Note that the lever 34 provided on the central shaft 33 of the sector gear 32 and the
The rotation of the control rod 23 is limited to within 900 degrees by stoppers 35 and 36 arranged at the 0' position.

Next, the configuration of the FCtJ4 will be explained based on FIG. 6. The ECU 4 includes a CPU 4a that inputs and calculates each data detected by each of the sensors described above according to a control program, and performs processing for controlling the various devices described above, and the control program and initial data are stored in advance. The ROM 4b is configured as a logic operation circuit centered around the RAM 4.0, which temporarily stores various data input to the ECU 4 and data necessary for performance control, and is connected to the input section 4f and output section 4q via the common bus 4e. The detection signals of the sensors SF1 to SE5, which are connected and input/output with the outside, are sent to C through the input section 4f.
Manufactured by PU4a. In addition, the FCU4 is the damping force actuator AIL, AIR, △21-2△2 as described above.
R drive circuit 4h.

4i, 4j, and 4k, and the CPIJ 4a outputs a control signal to each of the drive circuits 4h, 4i, 4j, and 4k via an output section 4q. Note that the ECU 4 generates an interrupt to the CPU 4a when a preset predetermined time has elapsed.
A self-propelled timer! It has a length of 1 m.

Next, the shock absorber control process executed by the above-mentioned L:Cu2 will be explained based on the flowchart of FIG. 7. This shock absorber control process is EC
It is executed when U71 starts up.

First, in step 100, it is determined whether the vehicle speed detected by the vehicle speed sensor SE4 is less than or equal to the vehicle speed V1.
If the judgment is affirmative, the process proceeds to step 105, and if the judgment is negative, the process proceeds to step 145.

Step 1 executed when the vehicle speed is equal to or higher than the reference vehicle speed V1
In 05, SE1 to SE3 are closed (
ON>, and if a positive determination is made, the process proceeds to step 130 to perform anti-dive control, whereas if a negative determination is made, the process proceeds to step 110. In step 110, which is executed when the brake is not operated,
A process is performed in which the shift position is detected from the shift position sensor SE1, and the engine rotation speed is detected from the rotation speed sensor SE2. In the following step 115, after waiting until time t1 [SeC] has elapsed, step 1
Proceed to step 20. In step 120, the shift position and engine rotational speed are detected again. Next, the process proceeds to step 125, where it is determined whether the anti-dive control conditions are satisfied. That is, first, it is calculated in which of the areas A to (2) on the steering condition map shown in FIG. 8 the steering condition based on the shift position and engine rotational speed detected in step 110 is included. Next, the time t' detected in step 120 above
l Calculate which area on the above-mentioned control state map the control state after [SeC] has elapsed is included. Here, above 11. ' Find out from which region the control state changed to which region during the elapse of 1 tl [sec]. Next, it is determined whether the change in the maneuvering state corresponds to the J-Una anti-dive control condition shown in FIG. A process of determining whether the area has changed to area A or area B is performed in step 125. If a positive determination is made, it is determined that anti-dive control is necessary and the process proceeds to step 130, whereas if a negative determination is made, the process proceeds to step 145. Step 1 performed when anti-dive control is required
30, the damping force changing actuators AI I , AI
Shock absorber SI by driving R, A2L, and A2R
L,SIR.

Processing is performed to change the damping forces of S2L and S2R to a large value. In the following step 135, time t2 [sec
] After waiting until the elapsed time is over, the process proceeds to step 140. In step 140, the damping force changing actuator Δ11.
By driving AI R, A2L, and A2R, shock absorber S11. S1R.

Processing is performed to change the damping forces of 32L and S2R to smaller values. This ends the anti-dive control.

Next, the process advances to step 145, and processing for detecting the shift position and engine rotational speed is performed. In the following step 150, the process waits until time tl[SeC] has elapsed, and then proceeds to step 155. In step 155, the process of detecting the shift position and engine speed is performed again. Next, the process proceeds to step 160, where it is determined whether the anti-roll control conditions are satisfied. That is, based on the rain detection results in steps 145 and 155, it is determined from which region to which region the steering condition changed on the steering condition map shown in FIG. 8 during time t1 [SeC]. Next, it is determined whether the change in the steering condition corresponds to the anti-roll control conditions shown in FIG.

That is, during the time t1 [sec], the maneuvering state is in the area I.
In step 160, it is determined whether or not there has been a change from area A or B, or from area H to area A. If the decision is made, the process proceeds to step 170 to perform anti-roll control, whereas if the decision is negative, the process proceeds to step 165.

In step 165, it is determined whether or not the anti-roll control condition is satisfied based on the map of vehicle speed and steering angle. If the decision is made in step 165, the process proceeds to Stella/170 to perform anti-roll control; on the other hand, if the decision is negative, the amplifier [1-small control is required. Assuming that there is no data, the process returns to step 100 above.

In step 170, which is executed when the anti-roll control is 'l' JK, the shock absorbers SIL, SIR
, S2L, and S2R are changed to larger values. In the following step 175, time t3 [5
After waiting until the ecl progress is over, the process proceeds to step 180. In step 180, the shock absorber 311.3
1 After changing the damping force of R, S2L, and S2R to a small candy, return to step 100 again. Thereafter, in the present shock absorber control process, steps 100 to 180 described above are repeatedly executed.

Next, an example of the above control will be explained with reference to timing charts shown in FIGS. 10 and 11.

First, anti-dive control will be explained according to FIG. At time T1, the engine speed is low, the shift position is high gear shift position, and the maneuvering state is in region I of the maneuvering state map shown in FIG.
10). At time T2 after time t1 [SeC] has elapsed from time T1, the engine rotational speed is high, the shift position is low gear shift position, and the maneuvering state is in region A of the maneuvering state map shown in FIG. 1
15.120>. In this way, from time T1 to time - "2
During this period, the maneuvering state has shifted from region I to region A, which corresponds to the anti-dive control conditions shown in FIG. 9 (step 125). Therefore, at time T2, the damping force is changed to a large value, and at time T3 after time t2 [SeC] has elapsed.
In step 130, the damping force is returned to a small value.
, 135°140).

Next, the -C amplifier 1''-small control according to FIG. 11 will be explained. At time T11, -1 carrot rotation speed is low;
The shift position is the high gear shift position, and the maneuvering state is in region I of the maneuvering state map shown in FIG.
145). From the time T11 to the time tl [S
eC] At time T12 after elapse of time, the engine rotational speed is i! 'j speed, the shift position is the low gear shift position, and the maneuvering state is in the region of the J maneuvering state map shown in FIG. The maneuvering state is region I.
to region A, which corresponds to the anti-roll control conditions shown in FIG. 9 (slide 160). Therefore, at time TI2, the damping force is changed to a large value (step 170), the steering angle is increased, and at time t3 [5e
The damping force is returned to a small value at the 11.1 mark 13 after cl has elapsed (steps 175 and 180). Thereafter, the anti-dive control and the anti-1"-small control such as the child series are repeated.

In this embodiment, the shift position ZEN υSE1 is used as the speed change state detection means M1, the rotational speed sensor SF2 is used as the rotational state detection means M2, and the shock absorber 311. S1
R, S2L, S2R and damping force change actuator△
11. AIR, A2L, and A2R each correspond to the damping force changing means M3.

Further, the processing executed by the ECU 4 and the E CLJ 4 (steps 110, 115, 120, 125, 130 .
115, 150, 155, 160, 170) function as control means M4.

As explained above, in this embodiment, the time tl [se
If the change in the maneuvering state during [c] corresponds to an anti-dive control condition or an anti-roll control condition, that is, if the engine rotation speed increases due to a downshift operation, the damping force is changed to a larger value. It is configured like this.

For this reason, a simple device configuration including shift 1 to position sensor SE1 and rotational speed sensor SE2 is adopted.
Anti-dive control and anti-roll control can be achieved.

Moreover, since the above-mentioned effect suppresses a sudden change in the vehicle posture, the riding comfort is greatly improved.

Furthermore, Bragey operation 11. It is possible to use anti-dive control to prevent the vehicle from tilting forward even when a sudden downshift is performed.In addition, when making a sharp turn, the downshift is activated before the actual turn is made by steering. 1-Operation J: Since turning is predicted based on the increase in engine rotational speed and the damping force of the shock absorber is changed to a larger vessel, anti-roll control can be quickly achieved.

Furthermore, stop lamp switch SE3, vehicle speed sensor S
Amplifier dive control and anti-roll control based on the detection results of E4 and steering sensor SE5 (jf
T! Since the system is executed at Therefore, the accuracy of anti-roll control and anti-dive control is improved, and reliability is also increased.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments in any way, and can be implemented in various ways without departing from the gist of the present invention. Of course.

Effects of the Invention As detailed above, the shock absorber control device of the present invention is configured to change the damping force of the shock absorber to a larger value when a downshift or an increase in the rotational speed of the internal combustion engine is detected. ing. Therefore, with a simple device configuration, it is possible to suppress sudden changes in the vehicle posture and improve riding comfort, which is an excellent effect.

In addition, based on downshifts and increases in internal combustion engine rotational speed, sudden gear changes to low gears, sharp turns, etc. are detected in advance and the damping force is changed to a large value, resulting in improved followability and responsiveness. It is possible to achieve high vehicle attitude control.

Furthermore, since the device configuration and control processing are simplified, the reliability of the device and control is also improved.

[Brief explanation of the drawing]

Fig. 1 is a basic configuration diagram conceptually illustrating the content of the present invention, Fig. 2 is a system configuration diagram of an embodiment of the present invention, and Fig. 3 (
A>, (B), and (C) are explanatory diagrams in which the damping force of the shock absorber is similarly set to a small value, and FIGS. 4 (A) and (B). (C) is an explanatory diagram when the damping force of the shock absorber is set to a large value, FIG. 5 is a perspective view of the damping force changing actuator of the shock absorber, and FIG. 6 is the same electronic control device. (FCLJ). Figure 7 is a flowchart that does not show its control. Figure 8 is a graph showing the actual control status map of the 1III. Figure 9 is a flowchart that does not show the control. The explanatory diagrams, FIGS. 10 and 11, are timing charts of the control. Ml... Gear shift state detection means M2... Rotation state detection lower stage M3... Damping force changing means M4... Control means 1... Shock absorber control device SE1... Shift 1 position: 1-lenser-22 = SF2...Rotational speed sensor 4...Electronic control unit (ECU) 4a...CPU 5'lL, SIR, S2L, S2R...Shock absorber

Claims (1)

[Scope of Claims] 1. Gear shift state detection means for detecting the gear shift state of the vehicle; rotation state detection means for detecting the rotation state of the internal combustion engine of the vehicle; A downshift is detected by the damping force changing means for changing the damping force of the shock absorber according to an external command, and the shift state detecting means,
and control means for outputting a command to change the damping force to a larger value to the damping force changing means when an increase in rotational speed is detected by the rotational state detecting means. Shock absorber control device.