WO1991012973A1 - Dispositif de controle de la force d'amortissement d'un vehicule - Google Patents

Dispositif de controle de la force d'amortissement d'un vehicule Download PDF

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Publication number
WO1991012973A1
WO1991012973A1 PCT/JP1991/000222 JP9100222W WO9112973A1 WO 1991012973 A1 WO1991012973 A1 WO 1991012973A1 JP 9100222 W JP9100222 W JP 9100222W WO 9112973 A1 WO9112973 A1 WO 9112973A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
damping force
vibration state
vibration
detecting
Prior art date
Application number
PCT/JP1991/000222
Other languages
English (en)
Japanese (ja)
Inventor
Hiroshi Ishikawa
Toshiharu Naito
Fumihito Asano
Original Assignee
Nippondenso Co., Ltd.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nippondenso Co., Ltd. filed Critical Nippondenso Co., Ltd.
Priority to JP3504284A priority Critical patent/JP2993121B2/ja
Publication of WO1991012973A1 publication Critical patent/WO1991012973A1/fr

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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
    • B60G17/018—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 characterised by the use of a specific signal treatment or control method
    • 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
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B60G17/08—Characteristics of fluid dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/106—Acceleration; Deceleration longitudinal with regard to vehicle, e.g. braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/206—Body oscillation speed; Body vibration frequency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/30—Propulsion unit conditions
    • B60G2400/33—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/14—Differentiating means, i.e. differential control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/16—Integrating means, i.e. integral control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/22—Braking, stopping

Definitions

  • the present invention relates to a vehicle damping force control device that controls a damping force of a shock absorber of a vehicle.
  • the shock absorber was set to a low level during normal driving, and the posture of the squat, dive, roll, etc., changed.
  • the damping force is switched to a higher level when driving.This means that when traveling on a good road such as a paved road, the lower the damping force of the shock absorber, the better the riding comfort. This is because the shock absorber should have a high damping force from the viewpoint of ensuring running stability when the vehicle's posture changes.-
  • the driving conditions under which the above-described posture change occurs When the shock is released, the shock absorber is switched from the high damping force to the low damping force again-and the shock absorber is set to the high damping force according to the judgment of the vehicle driver. Or anything that can be changed to a lower state That (for example, JP 6 0 - 2 3 4 0 1 5 JP).
  • the shock absorbing force of the shock absorber is merely set to a low state, and any aggressive measures are taken to improve the riding comfort. No control is performed. For example, even when driving on a good road, if there are relatively large protrusions and undulations, the vibration of the vehicle increases, so the damping force should be controlled to suppress this vibration. .
  • the damping force of the shock absorber is switched to a higher level, so that it may be caused by turning the vehicle in front of the vehicle or lowering its back.
  • the swaying is suppressed and the maneuverability is stabilized, but there is a problem that the ride comfort is not considered at all.
  • the present invention controls the damping force of the shock absorber in order to improve the ride comfort and the maneuverability, and in particular, emphasizes the ride comfort during normal driving while taking a shot. It controls the damping force of the vehicle and, when the vehicle's attitude changes, controls the damping force related to ride comfort while emphasizing maneuverability. It is an object of the present invention to provide a vehicle damping force control device that can be achieved over the entire operation. Disclosure of the invention
  • a vehicle damping control device that controls the damping force of a shock absorber so as to suppress the vibration of the vehicle and changes in posture.
  • a shock absorber installed between the vehicle body and the wheels and capable of varying the damping force
  • a vibration detecting a vertical vibration state of the vehicle a dog state detecting means; a posture change detecting means detecting a posture change of the vehicle caused by a driving operation of a driver;
  • Setting means for setting the damping force of the shock absorber in accordance with these detection results in order to suppress the vibration state of the vehicle or the posture change, and setting the damping force by the setting means to the vehicle.
  • a catching means for reducing the degree of influence of the vibration state as the change in posture increases.
  • the vibration state affects the riding comfort of the vehicle
  • the change in the posture changes the operation of the vehicle. It affects the verticality. Therefore, by controlling the damping force of the shock absorber in accordance with these detection results in order to suppress the vibration state and posture change, the damping force considering both ride comfort and maneuverability is obtained. You can take control.
  • the damping force of the shock absorber in the above-described damping force control, the influence of the vibration state when setting the damping force is reduced as the change in the attitude of the vehicle increases.
  • the damping force of the shock absorber is basically set according to this posture change, and the vehicle's maneuverability can be reliably ensured. You.
  • the damping force of the shock absorber is finally set in consideration of the vibration state, so that the control is performed in consideration of the riding comfort of the vehicle while ensuring the maneuverability of the vehicle. Can be performed.
  • FIG. 1 is a block diagram showing the configuration of one embodiment of the present invention
  • FIG. 2 is a block diagram for explaining the operation of the electronic control unit shown in FIG. 1
  • FIG. 3 is a block diagram shown in FIG. Fig. 4 is a cross-sectional view of the accumulator shown in Fig. 1
  • Fig. 5 is a cross-sectional view of the variable throttle valve 7 shown in Fig. 1
  • Fig. 6 is an index.
  • Fig. 7 shows the index V G /
  • FIG. 10 is a block diagram for explaining the operation of the second embodiment of the present invention.
  • FIG. 1 is a configuration diagram of a flat type suspension system showing one embodiment of the present invention.
  • the vibration of the oil spring 6 and the coil spring 6 between the vehicle body 1 and the spring member 3 connected to the wheels acts so as to soften the impact from the road surface and not transmit it directly to the vehicle body.
  • a cylinder device as a shock absorber that attenuates is arranged.
  • Fig. 3 shows a cross-sectional view of this cylinder device.
  • the coil spring 6 is disposed between an upper support 33 provided at a lower portion of the vehicle body 1 and a spring receiving member 38 connected to the cylinder 5.
  • the piston 31 is supported by the support 33 and the cushion 32.
  • a piston rod 31 is connected to one end of the piston rod 31, and the piston 31 a is slidably disposed inside the cylinder 5.
  • the cylinder 5 is divided into an upper chamber 35 and a lower chamber 34 by the piston 31a.
  • the upper chamber 35 and the lower chamber 34 communicate with each other via a tight connection port 37a provided in the piston 31a.
  • the hydraulic oil flows through the communication port 37a.
  • FIG. 4 shows a cross-sectional view of the accumulator 8.
  • a left cap 41 is screwed to the left end of the cylinder 40, and a right cap 42 is screwed to the right end.
  • a free piston 44 is slidably disposed. For this reason, the interior of the cylinder 40 is partitioned by the free piston 44 into a hydraulic chamber 45a and a gas chamber 45b.
  • the storage angle 43 is fixed to the left end of the cylinder 40 by the left cap 41, and the free piston 44 slides in the direction of the hydraulic chamber 45a. Is regulated. So As a result, hydraulic oil from the cylinder 5 is introduced into the hydraulic chamber 45a through the pipe 36 and the oil path 39, and gas is sealed in the gas chamber 45b. You.
  • the accumulator 8 stores the hydraulic oil discharged from the upper and lower chambers 34, 35 of the cylinder 5 and operates on the upper and lower chambers 34, 35 of the cylinder 5. It supplies oil. In other words, when the piston 31 a slides inside the cylinder 5, the capacitance in the cylinder 5 changes only by the volume of the piston rod 31 entering and exiting the cylinder 5. I do. When this capacity decreases, the surplus hydraulic oil is discharged to the accumulator 8. On the other hand, when the capacity increases, the insufficient hydraulic oil is supplied from the accumulator 8 to the upper and lower chambers 34, 35.
  • the accumulator 8 is sealed in the gas chamber 45b when hydraulic oil flows into the hydraulic chamber 45a or hydraulic oil flows out of the hydraulic chamber 4 ⁇ a. It also functions as a gas spring due to the compression elasticity of the gas. Therefore, it is possible to alleviate the hydraulic shock caused by the opening and closing of the variable throttle valve 7, and also to alleviate the shock at the time when the wheel runs over the protrusion.
  • a variable throttle valve 7 is provided in an oil passage 39 connecting the accumulator 8 and the upper and lower chambers 34 and 35 of the cylinder 5.
  • the damping force can be varied by adjusting the opening area of the oil passage 39 with the variable throttle valve 7.
  • Fig. 5 shows a cross-sectional view of the variable throttle valve 7.
  • a bush 51 is press-fitted into the right end of the nozzle 50, and the outside of the bush 51 is bolted 5 'through a stopper 52. Screws are tightened.
  • a hollow shaft 54 supported by a bush 51 and a rotor 55 integrated with the shaft 54 are rotatable. It is arranged in.
  • the shaft 54 and the rotor 55 are rotated by the rotating magnetic field generated by the coil 60.
  • Move. in order to take out a wire 61 for supplying a current to the coil 60 to the outside, it is attached to a connector block 63 and a power housing 50 by a screw 64.
  • the connector block 63 is provided with a terminal 62 that is in contact with the wire 61 so that an external current can be supplied. Seal material is injected into the inside 65a and outside 65b of the connector block 63.
  • a plate 56 is press-fitted into the left end of the nozing, and is fixed with a screw.
  • a bush 57 is press-fitted into the plate 56, and one end of the shaft 54 is rotatably supported by the bush 57. .
  • the plate 56 is provided with a port 59 a communicating with the upper and lower chambers 34 and 35 of the cylinder 5 and a port 59 b communicating with the accumulator 8.
  • the port 59a communicates with the triangular hole 58 and the round hole 67 formed in a part of the shaft 54 through the oil ports 66a and 66b.
  • the port 59b is connected to the triangular hole 58 and the circular hole 67 formed in the shaft 54 through the hollow portion of the shaft 54.
  • both ports 59a and 59b are in communication with each other through a triangular hole 58 and a circular hole 6-a triangular hole 58 on the side.
  • the outer diameter of the shaft 54 at the portion where the rounded hole 67 is provided on the side is set smaller than the outer diameter of the portion where the triangular hole 58 is provided at the side. ing.
  • the oil port 66 a communicating with the port 59 a is formed on a part of the surface of the shaft 54 having a triangular hole 58 on the side surface, and also on the oil port 6 a. 6b is configured to communicate with the surface of a shaft 54 having a round hole 67 on the side surface.
  • the shaft 54 is rotated together with the rotor 55 in the same manner:
  • the opening area of the hydraulic oil flow path can be adjusted. That is, for example, when the hydraulic oil flows from the port 59a to the port 59b, first, the hydraulic oil flows to the oil ports 66a and 66b.
  • the hydraulic oil flowing into the oil port 66b flows to the surface of the shaft 54 having a circular hole 67 on the side surface. Further, the hydraulic oil flows into the hollow shaft 54 through the circular hole 67 and reaches the port 59b.
  • the oil flowing into the oil port 66a is confined in the hollow shaft 54 from the triangular hole 58 if the triangular hole 58 is in contact with the oil port 66a. Flow to port 59b. However, if the triangular hole 58 is not in contact with the oil port 66a, the hydraulic oil does not flow through the triangular hole 58. In this way, the opening of the variable throttle valve 7 is determined according to the area of the triangular hole 58 opening to the oil port 66a. However, since the circular hole 67 is normally open, even if the triangular hole 58 is fully closed, the hydraulic oil flows to the port 59b little by little.
  • the vehicle height sensor 4 is disposed between the vehicle body 1 and the unsprung member 3, detects a relative displacement amount between the vehicle body 1 and the unsprung member 3, and outputs it to an electronic control unit (ECU) 9. .
  • ECU electronice control unit
  • the acceleration sensor 2 is disposed in the lower part of the vehicle body 1, detects the vertical acceleration acting on the vehicle, and outputs the detected acceleration to the EC 9.
  • the EC unit 9 is a known unit composed of a CPU, a ROM, a RAM, and the like.
  • the EC unit 9 opens the variable throttle valve 7 based on detection signals from the acceleration sensor 2, the vehicle height sensor 4, and other sensor groups. Adjust the degree.
  • FIG. 2 is a block diagram illustrating the operation of the ECU 9.
  • a vehicle speed sensor 10 and 11 for detecting the traveling speed of the vehicle
  • a steering angle sensor for detecting the steering angle of the front wheels
  • 12 is a brake switch for detecting whether the brake is on or off.
  • 13 is a slot for detecting the throttle opening. This is a sensor.
  • the ECU 9 receives the detection signals of these sensors and switches and the detection signals of the acceleration sensor 2 and the vehicle height sensor 4 and executes the processing described below.
  • block 1 0 based on a detection signal of the vehicle speed sensor 1 0 and the steering angle Sekusa 1 1 calculates the acceleration G s in the lateral direction applied to the vehicle body. Since this calculation is known, the description is omitted.
  • block 1 0 1 determines the absolute value of the lateral acceleration G s calculated in block 1 0 0 whether squid small Ri goodness predetermined value epsilon i. That is, it is determined whether or not the G acceleration G s that actually causes the vehicle to change its posture is acting on the vehicle.
  • the flag C is set at block 104! Is set to zero, and if it is determined to be larger, flag Ci is set to '1' in block 102.
  • Flag C! It is determined whether or not C 2 is set to zero. At this time, Flag C! , C 2 are both determined to be zero, it is predicted that the vehicle will not change its attitude, so the opening A! Setting the maximum opening degree A i m. Meanwhile, since the Flag C i, C 2 when it is determined not to be Gath monitor zero, and the this posture change of the vehicle I by the lateral acceleration G s or longitudinal acceleration G F occurs is predicted, The opening Ai according to the vehicle posture change predicted in block 103 is calculated. 215 o That is, first blow Tsu longitudinal computed click 1 0 0 the lateral acceleration G s and block 1 0 6 calculated in on the basis of the acceleration G F, and calculates the run line acceleration G SF according to the following equation.
  • the sprung speed V G determined in block 110 is divided by the relative speed VH determined in block 111, and the sprung speed V G is used to calculate the relative speed.
  • the value obtained by multiplying the absolute value of the difference obtained by subtracting VH is calculated as the judgment value F. That is, the judgment value F is
  • VV is the displacement of the unsprung member. It indicates the dynamic speed and corresponds to the vibration state of the wheels. A detailed description of the judgment value F will be described later.
  • the absolute value of the determination value F obtained in block 1 1 2 is equal to or squid small Ri predetermined value epsilon 3.
  • Yo This a tree, and small when the yarn is determined, the vibration of the extent to which the driver does not feel, that is, the blanking lock 1 1 4 previous opening at ⁇ 2 and the current degree of opening ⁇ 2 and dead zone and all To set.
  • the opening Alpha 2 is maximum opening A 2 mex is set as the initial value.
  • flag C is set at block 116! , C 2 are both set to zero. Its to, flag C!, Only if it is set to C 2 Gath monitor zero, to set the coefficient K 2 to 1 in block 1 1 7.
  • block 1 1 in 8 pro-click 1 0 3 obtained traveling acceleration G s coefficient Ri by the Seima-up capturing control attitude control and ride comfort, depending on the value of F K 2 To determine.
  • This attitude control, in the ride control capturing Seima-up the value of the running acceleration GS F number of the engagement of the higher the value Naru is rather large K 2 must be configured so that by Naru rather small.
  • the opening AF set in block 120 or block 121 is added to the opening AF set in block 117 or block 118.
  • the value obtained by multiplying by the coefficient K 2 obtained in step 2 is set as the opening ⁇ 2. However, if the opening A 2 in block 1 1 4 is set to the last opening A 2 opening A 2 is the previous opening A 2.
  • A A! -A2 ...
  • the optimal opening A is converted to a voltage V and output to the variable throttle valve 7, and the voltage V is used to supply a current to the coil 60 of the variable throttle valve 7. Turn on electricity.
  • the ECU 9 executes the above-described control, for example, when the cylinder 5 is in the neutral position and the wheel runs on the convex portion, the acceleration sensor 2 and the vehicle height sensor 4
  • the sign of the judgment value F calculated based on the signals G and H is negative, and the maximum correlation A2 is set as the vibration correlation AF.
  • the absolute value respectively it predetermined value of the lateral acceleration G s and longitudinal acceleration G F £ 1, is less than epsilon 2
  • the voltage corresponding to, is output. With this voltage, a current flows through the coil 60 of the variable throttle valve 7, and the rotor 55 rotates.
  • the vibration opening AF When the judgment value F is positive, the vibration opening AF according to the absolute value of the judgment value F is set by the ride comfort detection map. This and can, lateral acceleration G s and the absolute value of each predetermined value epsilon i of the longitudinal acceleration G F, is less than epsilon 2, the voltage corresponding to the vibration angle A F is output to the variable Zururi valve 7 '. 0 The voltage causes the rotor 55 of the variable throttle valve 7 to rotate, and the triangular hole 58 opening in the oil port 66 a is adjusted to correspond to the vibration opening AF . You. Then, since the flow path is restricted by the variable restrictor valve 7, the flow of oil flowing from the accumulator 8 to the inside of the cylinder 5 is suppressed. As a result, the cylinder 5 is harder to move than the neutral position, and the vibration 5 is attenuated.
  • the vehicle speed sensor 1 0 and the lateral acceleration G s being by Ri calculation of the steering angle sensor 1 1 of the detection signal, the brake sweep rate pitch 1 2 and scan Lock Toruse capacitors 1 3 of the detection signal Longitudinal acceleration G F and force, calculated by the following formula, and the degree of attitude control A! If is set, it works as follows:
  • the opening A! If you are set to have a small opening, the coefficient K 2 Ri by the control capturing Seima-up attitude control 'ride mind destination is set to a small value. For this reason, even if the vibration opening A F determined according to the sign of the judgment value F and its magnitude is the maximum opening A 2 ma * even if the vibration opening A F is the maximum opening A 2 ma *, the finally determined opening A 2 Becomes smaller. Therefore, the optimal opening A is set to a small opening that exerts a high damping force.
  • the opening degree of the variable throttle valve 7 is The opening A is adjusted to the optimum opening A by adding the opening A related to vibration and the opening A 2 related to vibration. Therefore, each opening A! , A 2 is the maximum opening A! When m and A 2 x , the opening degree of the variable throttle valve 7 becomes the maximum. Such a state can be set only when the posture change has not occurred. On the other hand, the lateral acceleration G s or longitudinal acceleration G F is detected, when the occurrence of the vehicle attitude change is predicted, position A depending on the posture change is predicted, but the maximum opening degree A i m beta chi Is set to be small. At this time, the opening of the variable throttle valve 7 is A at the maximum. ⁇ K 2-A 2 m .x (K 2
  • the variable amount of the opening degree of the variable throttle valve 7 based on the determination value F representing the vibration state of the vehicle is reduced, and the influence of the vibration state on the glare control is reduced. Then, within the range of the reduced variable amount, the opening degree ⁇ ⁇ ⁇ ⁇ 2 relating to the vibration state is determined according to the determination value F in order to suppress the vibration state of the vehicle.
  • the basic damping force is set according to the change in the attitude of the vehicle, and the basic damping force is corrected in a direction to slightly increase the above-described damping force according to the vibration state of the vehicle.
  • Judgment value F is suitable as shown in equation (3),
  • the positive / negative judgment is performed based on the term VG / VH which aims at suppressing the vibration of the sprung member.
  • the determination value F becomes positive when the coil spring 6 vibrates and the cylinder device moves away from the neutral position, and becomes negative when approaching the neutral position. If the judgment value F is positive, the hydraulic oil is Is narrowed. On the other hand, when the determination value F is negative, the opening area of the variable throttle valve 7 is maximized to facilitate the flow of the hydraulic oil. For this reason, the cylinder device is difficult to move from the neutral position, and it is easy to approach the neutral position, so that the cylinder device easily stays at the neutral position.
  • the term IV G -VHI indicates the unsprung speed, and by including this term in the judgment value F, the judgment increases as the vibration state of the unsprung member increases.
  • the value of the value F increases. Therefore, the vibration of the unsprung member can be suppressed by increasing the damping force as the judgment value F increases.
  • the characteristic diagram for judging good riding comfort is the frequency-spring acceleration characteristic graph, and the characteristic for judging good controllability. We will use them here as well.
  • FIG. 8 shows a frequency-spring-up-spring acceleration characteristic diagram based on the determination value F of the above-described embodiment
  • FIG. 9 shows a perimeter-fluid-number-under-sprung-acceleration characteristic diagram.
  • FIG. 10 is a block diagram for explaining the operation of the second embodiment.
  • terms i V c of panel under speed determination value F - was included VHI.
  • V C / VH for damping the sprung member and the damping of the unsprung member are shown in blocks 21 and 23.
  • the term for the purpose of vibration is separated from VC-VH. This is because the peak of the vibration frequency of the spring member is high (8 to 10 Hz), and if the responsiveness of the variable throttle valve 7 is low, control may not be performed satisfactorily. is there.
  • VG / VH as the judgment value F '.
  • the term VG—VH for controlling the vibration of the unsprung member, that is, the unsprung speed, is calculated based on the sprung speed Vc and the relative speed VH.
  • block 2 22 performs the same processing as in the first embodiment using the judgment value F ′ obtained in block 2 12.
  • the maximum opening A 2 ma! C set as the vibration opening A F at the block 220 is the maximum opening A 2 mal ( c) determined at the block 23 1. It is set according to the picture value of the judgment value F 'in block 2 21.
  • the maximum opening of the vibration opening A F is also set as the large opening A 2 max determined in block 23 1.
  • the processing in the blocks 230 and 231 makes the ratio of the number of execution times smaller than the processing of the blocks 221 to 222.
  • the maximum opening A 2 m , ⁇ determined by the block 231 changes slowly. Therefore, high-speed response to the vibration frequency of the lower panel member is not required, and the vibration of the lower spring member can be suppressed.
  • variable throttle valve 7 is used in place of the variable throttle valve 7 in a damping force control device that controls the damping force during normal running to be high and the damping force low only when necessary.
  • a stroke-type piezoelectric actuator (actuator using a piezoelectric element) may be used. When using this piezo actuator, the response speed is fast and the flowing current is small.
  • the damping force control device for a vehicle according to the present invention is applicable to a vehicle including a shock absorber that can vary the damping force, and particularly, the damping force is continuously changed. Suitable for vehicles equipped with a shock absorber that can do this.

Abstract

Les variations d'attitude d'un véhicule sont prédites à partir de l'accélération GF dans la direction arrière et avant et de GS dans la direction latérale et les conditions de vibration du véhicule sont détectées sur la base de la vitesse VG du véhicule au-dessus de la suspension à ressorts et de la vitesse relative VH entre les éléments situés au-dessus et au-dessous de la suspension à ressorts. En réponse à de telles variations d'attitude et de conditions de vibration, la force d'amortissement de l'amortisseur de choc est régulée. A ce stade, en augmentant la variation prédite de l'attitude du véhicule, on réduit le degré de variation de la force d'amortissement dépendant de la condition de vibration. De cette manière, en maintenant une capacité de pilotage satisfaisante par une réduction des variations d'attitude du véhicule telles que le piqué et le tangage en arrière, on peut adapter le confort de conduit du véhicule.
PCT/JP1991/000222 1990-02-26 1991-02-22 Dispositif de controle de la force d'amortissement d'un vehicule WO1991012973A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP3504284A JP2993121B2 (ja) 1990-02-26 1991-02-22 車両の減衰力制御装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP4527290 1990-02-26
JP2/45272 1990-02-26

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Publication Number Publication Date
WO1991012973A1 true WO1991012973A1 (fr) 1991-09-05

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2263674A (en) * 1992-01-24 1993-08-04 Hr Textron Inc Active fluid vehicle suspension system

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6136009A (ja) * 1984-07-30 1986-02-20 Nissan Motor Co Ltd 車両用サスペンション制御装置
JPS61184114A (ja) * 1985-02-13 1986-08-16 Nissan Motor Co Ltd シヨツクアブソ−バ制御装置
JPS63145115A (ja) * 1986-12-09 1988-06-17 Nissan Motor Co Ltd 車両用サスペンシヨン装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6136009A (ja) * 1984-07-30 1986-02-20 Nissan Motor Co Ltd 車両用サスペンション制御装置
JPS61184114A (ja) * 1985-02-13 1986-08-16 Nissan Motor Co Ltd シヨツクアブソ−バ制御装置
JPS63145115A (ja) * 1986-12-09 1988-06-17 Nissan Motor Co Ltd 車両用サスペンシヨン装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2263674A (en) * 1992-01-24 1993-08-04 Hr Textron Inc Active fluid vehicle suspension system
GB2263674B (en) * 1992-01-24 1995-03-01 Hr Textron Inc Passive vehicle suspension system

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