WO1993001947A1 - Dispositif de modulation de la force d'amortissement d'un amortisseur - Google Patents

Dispositif de modulation de la force d'amortissement d'un amortisseur Download PDF

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Publication number
WO1993001947A1
WO1993001947A1 PCT/JP1992/000900 JP9200900W WO9301947A1 WO 1993001947 A1 WO1993001947 A1 WO 1993001947A1 JP 9200900 W JP9200900 W JP 9200900W WO 9301947 A1 WO9301947 A1 WO 9301947A1
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WO
WIPO (PCT)
Prior art keywords
damping force
shock absorber
speed
flow path
control valve
Prior art date
Application number
PCT/JP1992/000900
Other languages
English (en)
Japanese (ja)
Inventor
Shuichi Matsumoto
Eiji Teramura
Masatoshi Kuroyanagi
Kinji Hodaira
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.
Publication of WO1993001947A1 publication Critical patent/WO1993001947A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
    • F16F9/46—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction allowing control from a distance, i.e. location of means for control input being remote from site of valves, e.g. on damper external wall
    • F16F9/466—Throttling control, i.e. regulation of flow passage geometry
    • F16F9/467—Throttling control, i.e. regulation of flow passage geometry using rotary valves
    • F16F9/468—Throttling control, i.e. regulation of flow passage geometry using rotary valves controlling at least one bypass to main flow path
    • 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
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper

Definitions

  • the present invention relates to a shock absorber control device for a vehicle, which can switch a damping force setting.
  • skih hook dampers have been devised that generate a damping force proportional to the absolute speed on a sprung in order to improve the riding comfort and steering stability of a vehicle.
  • This skyhook damper is an ideal damper that suspends a damper from a fixed point in space and suppresses vibration during vehicle suspension to prevent transmission of road irregularities to the vehicle body.
  • Examples of the above-mentioned control include those disclosed in Japanese Patent Application Laid-Open No. Hei 3-4-2319 and Japanese Patent Application Laid-Open No. Sho 62-2396938.
  • a shock absorber with a dedicated flow path and a dedicated flow path on the compression side is used to change the expansion damping force and the compression damping force to obtain characteristics close to those of the sky hook damper.
  • Japanese Patent Application Laid-Open Publication No. 1-502927 describes that the upward and downward speed on the panel is detected, and when the absolute value is equal to or more than a predetermined value, the damping force by the above Kamop P method is used.
  • Japanese Patent Application Laid-Open No. H11-64300 discloses that a control is performed and a low attenuation control is performed when the absolute value is equal to or less than a predetermined value.
  • this structure has a structure that cannot change independently of each other in a mechanism that changes the damping force on the extension side of the shock absorber and a mechanism that changes the damping force on the contraction side of the shock absorber.
  • the low damping force it is necessary to detect the relative speed between the sprung and unsprung portions to perform the low damping force control, and there is a problem that the response at the time of switching the damping force control is poor.
  • the present invention has been made in view of the above-described problem, and achieves the initial object of realizing characteristics close to a skyhook damper, and has a structure in which a vehicle vibration is extremely small and stable.
  • the purpose is to improve the ride comfort by switching to low damping force control even if there is a sudden input of, and to improve the switching response of the damping control. Disclosure of the invention
  • the present invention achieves the above object,
  • the extension side decay variation means for changing the extension side decay power of the shock absorber and the compression side decay variation means for changing the contraction side decay rate of the shock absorber are configured separately and independently.
  • the magnitude of the vertical speed on the spring is square
  • the damping force of the expansion-side damping force changing means is controlled in the large direction
  • the damping force of the compression-side damping force changing means is controlled in the small direction.
  • the damping force of the contraction-side damping force changing means is controlled in the large direction
  • the decay of the expansion-side damping force changing means is reduced in the small direction.
  • the expansion-side damping force changing means and the compression-side damping force It is characterized in that both the decay power of the change means are controlled in a small direction.
  • FIG. 1 is a block diagram showing the configuration of the first embodiment
  • FIGS. 2 to 6 are cross-sectional views according to each damping force state of the shock absorber
  • FIG. 5 is a flow chart showing processing executed by the control unit 5.
  • Fig. 8 shows the relationship between the absolute speed on the panel and the relative speed between the upper and lower panels in the first embodiment ⁇
  • Fig. 9, Fig. 10 and Figs. 12 to 15 show the second embodiment.
  • FIG. 11 is a sectional view showing the relationship between the angle of the control valve and the communication area of the valve section
  • FIG. 16 is a process executed by the control section 5.
  • FIG. 17 is a diagram showing signal processing in the flow chart of FIG. 16, and FIG.
  • FIG. 18 is an absolute speed on the spring and a relative speed between the panel and the unsprung in the second embodiment.
  • FIG. 19 is a block diagram showing a configuration of the third embodiment, and FIGS. 20 to 22 show processing executed by the control unit 5.
  • FIG. 23 is a diagram showing the absolute speed and the damping force setting on the spring in the third embodiment
  • FIG. 24 is an explanatory diagram of the fourth embodiment
  • FIG. 25 is a show in the fourth embodiment.
  • 26 to 28 are explanatory views of the fourth embodiment
  • FIG. 29 is an explanatory view showing a method for controlling the damping force of Karnopp
  • FIG. 30 is an absolute view of the spring in the control of Karnopp.
  • Speed and sprungness It is a figure which shows the relationship between relative speed between unsprung and ⁇ decay force.
  • FIG. 1 is a block diagram showing the overall configuration of the first embodiment.
  • Reference numeral 1 denotes a well-known strain gauge type acceleration sensor, which is attached to a vehicle body near a suspension webber support (not shown) of each wheel.
  • the acceleration sensor 1 detects the vertical acceleration on the spring, and the detection signal is input to the harvesting circuit 2 and the high-pass filter 3.
  • a ⁇ frequency vibration level F h which is a ⁇ ⁇ frequency component higher than the resonance frequency on the panel by a predetermined frequency or more, is extracted.
  • the control unit 5 receives signals from the edge dividing circuit 2 and the high-pass filter 3 and outputs a control signal to the actuator 6, and is configured as a JT logic circuit.
  • Reference numeral 7 denotes a shock absorber
  • reference numeral 6 denotes an actuator for driving the control valve 10 provided by the shock absorber 7.
  • FIGS. (A) shows a longitudinal sectional view of the shock absorber.
  • the hollow space in the cylinder 101 of the shock absorber 7 is divided vertically by the main piston 102 into an upper liquid chamber 1a and a lower liquid chamber 1b, respectively. I have.
  • the main piston 102 is fixed to a piston rod 103 passing through the center.
  • a main flow path 13 through which the main piston 102 passes through the outer periphery is formed in the main piston 102, and a plate check valve 1 provided on the upper and lower surfaces of the main piston 102, respectively. Opened and closed by 07, 108. Hydraulic oil is allowed to flow through piston rod 103 through upper liquid chamber 1a and lower liquid chamber 1bB.
  • the sub flow path 14 is formed.
  • the spring 1 1 1 and the plate 1 1 3 are provided in the housing 1 1 1 ⁇ .
  • This plate 113 has an expansion-side damping hole on the inner periphery and a contraction-side damping hole on the outer periphery.When the flow direction of hydraulic oil changes, it moves up and down inside the housing 111 Moving.
  • the housing 111, spring 112, and plate 113 are means for simply and easily changing the flow area of the sub flow path 14 on the expansion side and the contraction side. Can be realized by the contraction-side exclusive hole 15 and the extension-side exclusive hole 16 described later, and may be omitted.
  • FIG. 4 shows a schematic cross-sectional view of an extension-side flow path obtained by cutting a member in a BB direction.
  • the arrows shown by solid lines in the figure indicate the flow of hydraulic oil.
  • the lower end of the screw rod 103 is formed in a cylindrical shape, and a control valve 10, a contraction-side exclusive flow path 11, and an extension-side exclusive flow path 12 are provided in the cylinder.
  • the passage 11 and the extension-side dedicated passage 12 are opened and closed by the check valves 1109 and 110 provided in the screw rod 103, respectively, and communicate with the upper liquid chamber.
  • the control valve 10 is connected to an actuator (not shown), and is rotatable with respect to the center axis of the screw rod 103 by driving the actuator.
  • the control valve 10 is formed with a hole 15 for exclusive use in contraction and a hole 16 for exclusive use on the extension side. As shown in FIGS. 2 (b) and 2 (c), the control valve 10 is turned over.
  • the auxiliary flow path 1 A in the control valve 10 can be connected to or blocked from the contraction-side dedicated flow path 11 and the extension-side dedicated flow path 12.
  • the channel for exclusive use of the contraction side, the channel for exclusive use of the extension side, the exclusive hole for the contraction side 15 and the exclusive hole for the extension side 16 are formed to face each other, and the exclusive channel for the contraction side 11 and the exclusive use for the extension side
  • the flow path 1 2 is formed at the position of the relative flatness angle 0 ′, but only the contraction side hole 15 and the extension side hole 1 6 is formed at a relative tillage angle of 45 °.
  • the auxiliary flow path 1 in the control valve 10 communicates with the compression-side exclusive flow path 11 via the compression-side exclusive hole 15, and the control valve 10 in the control valve 10 via the extension-side exclusive hole 16.
  • the hydraulic oil flows through the main flow path 13 and the auxiliary flow path 14 as shown in FIG. Both have small ⁇ weakness (state of 1).
  • the auxiliary flow path 14 in the control valve 10 communicates with the compression flow path 11 in the compression valve 10 via the compression side exclusive hole 15, and the control valve 10 extends to the sub flow path 14 in the control valve 10.
  • the side dedicated flow path 12 is blocked, as shown in Fig.
  • the control valve 10 blocks the sub flow path 14 in the control valve 10 and the contraction side dedicated flow path 11, and the control valve 10 through the expansion side dedicated hole 16.
  • the flow path 4 and the dedicated flow path 1 2 communicate with each other, the flow path from the lower liquid chamber 1 b to the upper liquid chamber 1 a is It becomes smaller than the flow path from a to the lower liquid chamber 1b, the expansion side ⁇ decay power is small, and the compression side damping force becomes large (state of 3).
  • the control valve 10 shuts off the sub flow path 14 in the control valve 10 and the contraction side exclusive flow path 11, and the control valve 10 connects the sub flow path 14 in the control valve 10 and the extension side exclusive flow path 12.
  • the main flow path 13 is g, and the hydraulic oil flows as shown in Fig. 6, and both the contraction side and the expansion side have a large decrement (Fig. 6).
  • control valve 10 is actuated by an actuator to communicate or shut off the sub flow path 14 in the control valve 10, the contraction-side flow path 11 and the extension-side flow path 12. By doing so, it can be changed.
  • Table 1 shows the relationship between the control valve position 10 and the damping force described above. Position of control valve 10 Extension side ⁇ Decay force Shrink side damping force
  • the actuator is controlled and, for example, the control valve 10 is turned from the state (1) to the state (3), so that the expansion side and the attenuation side are reduced, and the contraction side attenuation is maintained.
  • the force can be controlled arbitrarily. Further, by turning the control valve 10 from the state (1) to the state (2), the extension damping force can be arbitrarily controlled while the compression damping force is increased.
  • each state quantity (displacement, speed, and acceleration of the vehicle body and tire) is positive in the upward direction.
  • the damping force of the shock absorber is large when the damping force exerts a damping action on the movement of the vehicle body, and the damping force is large when the damping force exerts an exciting action on the movement of the vehicle body. Try to make smaller. Specifically, when the sprung speed is positive, it is only necessary to increase the shock-absorber's extension side (decrease force) and reduce the contraction side (decrease force). Turn the control valve 10 to the position where only (State of 2). In addition, when the sprung speed is negative, it is only necessary to reduce the expansion side of the shock absorber and reduce the expansion side, and increase the reduction side of the shock absorber. Therefore, only the expansion side dedicated passage 12 flows as shown in FIG. The control valve 10 is turned to the position.
  • step S10 of FIG. 7 the control unit 5 is initialized.
  • step S30 the high-frequency vibration level Fh from the high-pass filter 3 is acquired.
  • step S40 it is determined whether or not the high-frequency vibration level Fh output in IT in step S30 is larger than the ⁇ -frequency vibration level threshold f1.
  • the process proceeds to step S110, so that the unsprung force is reduced on both the contraction side and the extension side so that the unsprung vibration can be efficiently absorbed by the shock absorber. That is, if it is determined that the answer is YES in step S40, the control unit 5 drives the actuator so that the control valve 10 is at the position shown in FIG.
  • step S40 If NO is determined in step S40, the process proceeds to step S50.
  • step S50 the sprung speed signal V from the ridge branch road 2 is fetched.
  • step S60 it is determined whether or not the sprung speed signal V is greater than a sprung speed threshold vl (vl> 0). If YES is determined here, the routine proceeds to step 100, in which the shrinking side decay power of the shock absorber is reduced and the extension side damping force is increased. That is, the actuator is driven so that the control valve 10 is at the position shown in FIG. If NO is determined in the step S60, the process proceeds to the step S70. In step S70, it is determined whether or not the sprung speed signal V is smaller than a sprung speed threshold value v2 (V2 ⁇ 0).
  • step S90 in which the expansion-side damping force of the shock absorber is reduced and the compression-side damping force is increased. That is, the actuator is SS-moved so that the control valve 10 is at the position indicated by ⁇ 5 (state of (3)). If NO is determined in step S70, the process proceeds to step S80. In step S80, it is possible to determine that the sprung mass is stable when the speed signal V above the honeycomb is close to 0, so that even if a sudden external force is applied, the shrinkage is reduced so that it can be absorbed by the shock absorber. Make the damping force small on both the side and extension side.
  • a hysteresis is provided for the threshold value to prevent divergence of the control system.
  • the attenuation of the shock absorber can be changed only by the signal from the sprung acceleration sensor 1, and the change in the attenuation is determined only by the vertical speed on the spring. Therefore, control close to a skiff damper can be realized without requiring high-speed followability.
  • step S30 in FIG. 7 corresponds to the speed calculation means
  • steps S60 and S70 correspond to the determination means
  • step S80 corresponds to the small attenuation setting means.
  • Vl of step S60 corresponds to the first reference value
  • v2 of step S70 corresponds to the second reference plant
  • step S90 and step S100 are large. ⁇ Corresponds to the decrement setting means.
  • the damping force variable shock absorber of the second embodiment is different in structure from that of the first embodiment, and the second embodiment will be described focusing on the difference of the structure of the shock absorber 7A.
  • FIG. 9 (a) the inner space of the cylinder 10 of the shock absorber 7 A is divided into upper and lower parts by main pistons 20, each of which is an upper liquid. Chamber 2a and lower liquid chamber 2b.
  • the main biston 20 is fixed to a piston rod 30 that passes through the center.
  • the main piston 20 is provided with a main flow path 0 which penetrates the outer periphery of the main piston 20, and has check valves 48, 49 provided on the upper and lower surfaces of the main piston 20, respectively. Is opened and closed by A sub-flow passage 50 that allows the flow of hydraulic oil between the upper liquid chamber 2a and the lower liquid chamber 2b is formed in the piston port hood 30 #.
  • FIG. 9 and Figs. 12 to 15 are schematic cross-sectional views of the contraction-side flow path obtained by cutting the piston member of Fig. 9 (a) in the AA direction, and (c) in each drawing is Fig. 9 (a). 2) shows a cross-sectional view of the elongation-side flow path obtained by cutting the rubber member of FIG.
  • the arrows indicated by solid lines in the figure indicate the flow of hydraulic oil.
  • the lower end of the screw rod 30 is formed in a cylindrical shape, and a control valve 60, a contraction-side exclusive flow path 56, and an extension-side exclusive flow path 57 are provided in the cylinder.
  • the passage 56 and the extension-side dedicated passage 57 are opened and closed by plate check valves 58.59 provided on the screw rod 30, respectively, and communicate with the upper liquid chamber 2a.
  • the control valve 60 is connected to an actuator (not shown), and is rotatable with respect to the center axis of the piston rod 30 by driving the actuator.
  • ⁇ 39 (d) is a longitudinal sectional view of the control valve 60, and the lower end of the control valve 60 has a hollow structure as shown in the figure.
  • the control valve 60 is provided with a compression-side exclusive hole 66 and an extension-side exclusive hole 67.
  • FIGS. 9 (b), 9 (c), and FIG. As shown in FIG. 1, the sub flow path 50 in the control valve 60 can communicate with or be blocked from the contraction-side dedicated flow path 56 and the extension-side dedicated flow path 57.
  • FIG. 10 show other examples of the contraction-side exclusive flow path 56, the extension-side exclusive flow path 57, the compression-side exclusive hole 66, and the extension-side exclusive hole 67. Shown in 10 (c).
  • the maximum communication surface on the compression side in Fig. 11
  • the ST and the maximum communication area SN on the extension side determine the minimum damping force on the flow path side, and the relationship between ST and SN is arbitrary.
  • Points a and b, points c and d, points e and ⁇ , and points g and h in the figure may be connected by a straight line or a curve.
  • FIGS. 11 (a) and 11 (b) it is possible to change the flow path surface of one communication path while keeping the flow path area of one communication path at a maximum. Also, in Fig. 11 (a), when the valve rotation angle is less than g or more than e, the flow path surface of the rainy communication path can be set to 0.
  • the auxiliary flow path 50 in the control valve 60 communicates with the compression-side exclusive flow path 56 via the compression-side exclusive hole 66, and the control valve 60 through the extension-side exclusive hole 67.
  • the damping force on both the contraction side and the expansion side becomes small through this state (state of 1).
  • the auxiliary flow path 50 inside the control valve 60 communicates with the compression flow path 56 inside the control valve 60 via the compression side exclusive hole 66, and the control valve 60 extends to the sub flow path 50 of the control valve 60 °.
  • the extension-side damping force is smaller, and the contraction-side damping force is larger (state (3)).
  • the control valve 60 shuts off the sub flow path 50 inside the control valve 60 and the contraction side exclusive flow path 56, and also shuts off the sub flow path 50 inside the control valve 60 and the extension side exclusive flow path 57. If it is turned off (Fig. 15), the hydraulic oil flows through the main flow path 0. Only the contraction side and the extension side have large ⁇ weakness. In addition, by moving the valve to any intermediate value between these four states, one of the compression side and the expansion side is kept at the maximum or minimum, while the other is controlled. , It can be arbitrarily selected from the maximum and the minimum of possible.
  • control valve 60 is operated by an actuator to communicate or shut off the sub flow path 50 inside the control valve 60, the contraction side dedicated flow path 56, and the extension side dedicated flow path 57. By doing so, it can be changed.
  • Table 2 shows the relationship between the position of the control valve 60 and the damping force described above.
  • each state quantity (displacement, speed, and acceleration of the vehicle body and the tire) is positive in the upward direction
  • each state quantity is positive in the upward direction
  • the shock absorber has a large damping force when the damping force has a damping effect on the movement of the vehicle body, and a damping force has a large damping force when the damping force has a damping effect on the movement of the car body.
  • the point of reducing the damping is the same as in the first embodiment, but in the present embodiment, the magnitude of the damping at the time of performing the above-described damping action is further selected according to the situation. Specifically, when the sprung speed is positive, it is only necessary to increase the expansion side of the shock absorber and reduce the reduction side, so that the control valve 60 in FIG.
  • the extension side which suppresses vibration, has a slightly reduced damping force, and achieves compatibility with sprung mass damping while weakening the transmission of low frequency vibration.
  • the speed on the panel is negative, it is sufficient to increase the compression side damping force of the shock absorber and decrease the extension side damping force.
  • step S300 of FIG. 16 the control unit 5 is initialized.
  • step S310 the sprung vertical acceleration / frequency component G from the high-pass filter 3 is fetched.
  • step S370 the contraction-side damping force is selected to be one of the maximum to the minimum which can take the expansion-side damping force and the surface turning angle + , Reducing the extension side damping force
  • the surface turning angle ⁇ -of the control valve 60 which selects one from the maximum to the minimum that can take the attenuation is determined.
  • counter C and 5+ have a negative correlation
  • step S380 the sprung speed signal V from the harvesting circuit 2 is fetched.
  • step S390 it is determined whether or not the sprung speed signal V is larger than a sprung speed threshold V1 (1> 0). If YES is determined here, the process proceeds to step S430 to rotate the control valve 60 by the flatness angle + determined in step S370.
  • step S400 it is determined whether or not the panel speed signal V is smaller than the panel speed threshold V2 (v2 ⁇ 0). If YES is determined here, the process proceeds to step S420, and the control valve 60 is turned over by the rotation angle 5_ determined in step S370.
  • step S410 since the on-panel speed signal V is near 0 and it can be determined that the sprung mass is stable, the contraction side and elongation so that the shock absorber can absorb even a sudden external force is applied. Make sure that both sides have less weakness. That is, the face turning angle of the control valve 60 is set to 0 ⁇ .
  • the S relationship between the sprung absolute speed and the relative speed between the sprung and the panel bottom is as shown in Fig. 18.
  • the damping force of the vibration damping part is sprung. Can be changed according to the magnitude of the high frequency vibration.
  • the state of 1 is realized by the flatness angle of the control valve 60
  • the state of 2 is realized by the flatness angle of the control valve 60
  • the state of 3 is controlled by the control angle. This is realized at a rotation angle of 5- of the valve 60.
  • Step S380 in FIG. 16 the speed calculation in step S380 in FIG. 16 is performed.
  • Steps 390 and S400 correspond to the determination means, and Step S400 corresponds to the small attenuation setting means, and Step S310 corresponds to the traveling state detecting means.
  • Step S320 to step S320, step S420, and step S430 correspond to the second decay power setting means.
  • FIG. 19 is a block diagram showing the entire configuration of the third embodiment.
  • a known vehicle speed sensor 8 as a running state detecting means and an input device 9 for inputting the preference of the driver to be hard or soft are provided.
  • the other features are almost the same as those of the second embodiment.
  • the control unit 5 which is configured as a logic circuit, receives signals from the integration surface 2, the high-pass filter 3, the vehicle speed sensor 8, and the favorite input device 9. Then, a control signal is output to the actuator 6.
  • the control valve 60 is rotated to the negative side of the rotation angle. At this time, the control valve 60 is rotated according to the value of the speed on the panel. For example, when the degree is large, the damping force is increased to increase the damping effect, and when the degree of sprung vibration is small, the damping force is made relatively small to reduce the transmission of high-frequency vibration and to reduce the transmission of high-frequency vibration. To realize the raindrop.
  • ⁇ Lll (a) indicates that the vehicle speed is higher than a predetermined value or the driver's preference.
  • harder J it is possible to increase the extension side extinction and the contraction side extinction to increase the steering stability by setting the valve plane turning angle to d or or.
  • the basic position of the valve may be set to 56+, and the expansion side or the contraction side may be reduced according to the value of the high frequency vibration level.
  • control by the control unit 5 in the case where the attenuation switching is performed in 13 stages will be described in detail with reference to the flowcharts of FIGS. 20, 21, and 22 and the attenuation setting diagram of FIG. 23. .
  • step S500 of FIG. 20 the control unit 5 is initialized.
  • step S510 it is fetched whether the driver's preference is "Norma lj" or "Hardj.”
  • "Norma lj is the above-mentioned” Parakame J. "
  • r H ardj is that of the of the "firm j.
  • step S520 it is determined whether the preference taken in step S510 is "Normalj" or "Hard". Here, if “Hardj is determined, the process proceeds to step S800. Step S800 is further subdivided, and its internal flowchart is shown in FIGS. 21 and 22. 1, and FIG. 22 will be described later.
  • step S530 the signal from the vehicle speed sensor 8 is The vehicle speed V car.
  • step S540 it is determined whether the vehicle speed Vcar taken in step S530 is higher or lower than a vehicle speed threshold Tear. Here, when it is determined that the vehicle speed Vcar is higher than the vehicle speed threshold Tear, the process proceeds to step S800.
  • step S550 the sprung speed signal V from the integration circuit 2 is acquired.
  • step S560 it is determined whether the sprung speed signal V is greater than the sprung speed threshold Vref3 +. If it is determined to be YESS, the process proceeds to step S710, in which the contraction-side damping force of the shock absorber is set to soft, and the extension-side damping force is set to hard 3. That is, the actuator is driven so that the control valve 60 is at the 3+ position shown in FIG.
  • step S570 it is determined whether or not the sprung speed signal V is larger than the on-panel speed threshold value Vref2 +. If YES is determined here, the process proceeds to step S720, in which the shock absorber's contraction-side damping force is set to soft, and the extension-side damping force is set to hardware 2. That is, the actuator is driven such that the control valve 60 is at the 2+ position shown in FIG. If it is determined in step S570 that it is N0, the process proceeds to step S ⁇ 80. In step S580, it is determined whether or not the sprung speed signal V is larger than a sprung speed threshold VrefH.
  • step S730 in which the compression-side damping force of the shock absorber is set to soft, and the expansion-side damping force is set to hardware 1. That is, the actuator is driven such that the control valve 60 is at the 1+ position shown in FIG.
  • step S590 it is determined whether or not the on-panel speed signal V is greater than a sprung speed threshold Vrefl-. If the determination is YES here, the process proceeds to step S740, in which both the compression side and the expansion side of the shock absorber are softened. That is, the actuator is driven such that the control valve 60 is at the position indicated by 0 ⁇ in FIG. If N ⁇ is determined in step S590, the process proceeds to step S600. ⁇ In step S600, it is determined whether the sprung speed signal V is greater than the sprung speed threshold Vref2-. I do.
  • step S750 in which the contraction-side damping force of the shock absorber is set to Hard 1 and the extension-side damping force is set to Soft. That is, the actuator is driven so that the control valve 60 is at the 1-position shown in FIG.
  • step S610 it is determined whether the sprung speed signal V is greater than a sprung speed threshold Vref3- . If YES is determined here, the process proceeds to step S760, in which the shrinking / decreasing force of the shock absorber is set to Hard 2, and the extending / decreasing force is set to soft. That is, the actuator is driven so that the control valve 60 is at the position 2- shown in FIG.
  • step S610 If “NO” is determined in step S610, the process proceeds to step S770, in which the shrinkage side decay side of the shock absorber is set to hard 3, and the extension side decay side is set to soft. That is, the actuator is moved so that the control valve 60 is at the position 3 shown in FIG.
  • the extension-side damping force and the contraction-labile damping force are switched according to the magnitude of the sprung speed signal V. Specifically, as the sprung speed signal V increases, the compression-side damping force increases while the extension-side damping force increases while maintaining the minimum hindrance. (The greater the distance to the side of the eclipse), the more the elongation-side decay power keeps the minimum state and the more the contraction-side damping force increases. Therefore, fine damping force control can be realized in accordance with the magnitude of the sprung speed signal V.
  • step S800 will be described with reference to FIG.
  • the damping force is set hard, and the extension side damping force and the contraction side damping force are set according to the high frequency vibration level Fh. It is characterized by switching. If YES is determined in step S520 or step S540, the flow advances to step S810 to acquire the high-frequency vibration level Fh. Then, the process proceeds to step S810. In step S810, it is determined whether or not the low frequency vibration level Fh is greater than the high frequency vibration level threshold Tf2. If YES is determined here, the process proceeds to step S830, where it is determined whether the speed signal V is higher than the sprung speed threshold Vrefl +. Here, if the determination is YES, the process proceeds to step S11010, and the actuator is driven so that the control valve 60 is at the 4+ position shown in FIG. 11 (b).
  • step S830 If “NO” is determined in the step S830, the process proceeds to a step S840, and it is determined whether or not the sprung speed signal V is smaller than a panel speed threshold Vrefl ⁇ . If YES is determined, the flow advances to step S130 to drive the actuator so that the control valve 60 is at the position e8 + shown in FIG. 11 (b).
  • step S840 If NO is determined in step S840, the process proceeds to step S1000, and the actuator is driven so that control valve 60 is at the 6+ position shown in FIG. 11 (b). Let it.
  • step S810 If NO is determined in step S810, the process proceeds to step S820.
  • step S820 it is determined whether or not the high-frequency vibration level Fh is larger than a high-frequency vibration level threshold value ⁇ (Tfl ⁇ Tf2). If YES is determined here, the flow advances to step S850 to determine whether or not the on-panel speed signal V is larger than the on-pane speed threshold Vrefl +.
  • step S102 the actuator is driven so that the control valve 60 is at the 55+ position shown in FIG. 11 (b).
  • step S850 If “NO” is determined in the step S850, the process proceeds to a step S860, and it is determined whether or not the on-panel speed signal V is smaller than a sprung speed threshold Vrefl ⁇ .
  • step S 1 0 4 Operate the actuator so that the control valve 60 is at the 7+ position shown in Fig. 11 (b).
  • step S860 If NO is determined in step S860, the process proceeds to step S1000, and the actuator is driven so that the control valve 60 is at the 6+ position shown in FIG. 11 (b).
  • step S820 If NO is determined in the step S820, the process proceeds to a step S100 to drive the actuator so that the control valve 60 is at the position 66+ shown in FIG. 11 (b).
  • the high-frequency vibration reflecting the unevenness of the road surface Switch between the expansion side and the reduction side according to the level Fh.
  • the speed signal V on the panel is constant, the higher the high frequency vibration level Fh, the smaller the compression-side damping force or the extension-side damping force. Therefore, it is possible to suppress the transmission of the ⁇ -frequency vibration due to the unevenness of the road surface while performing the vibration damping action on the movement of the vehicle body.
  • step S810 and step S820 after the judgment of Y es in step S810 and step S820, the cases are classified into three stages according to the speed on the panel, but as shown in Fig. 22, there are five stages.
  • the case may be divided, or the valve may be switched continuously according to the sprung speed. Needless to say, finer control can be realized by these.
  • the high-frequency vibration level Fh is taken in, but this need not be the case.
  • step S520 or step S540 the process jumps to step S100.
  • the shock absorber having the above structure, for example, if the face rotation angle e of the valve is set to three positions of 3+, 0, and 3-, the first embodiment Needless to say, the same control as in FIG. 7 can be realized.
  • step S530 in FIG. 20 corresponds to the speed detecting means
  • steps S580 and S590 correspond to the determining means
  • step S740 corresponds to the determining means.
  • V ref l + corresponds to the first reference value
  • V ref l- corresponds to the second reference value
  • step S 710 and step S 770 correspond to the first reference value.
  • Step S720 and step S750 correspond to the first medium attenuation setting means.
  • the hollow space of the cylinder 201 of the shock absorber 7B is divided up and down by the main piston 202 similarly to the first embodiment, and the upper liquid chamber 4a and the upper liquid chamber 4a, respectively.
  • the main biston 202 has two extension-side dedicated channels 22a and 22b and two contraction-side dedicated channels 21a and 2lb that allow the outer periphery to pass through it.
  • the plate is closed and opened by a plate check valve 208 provided on the lower surface of the main piston 202 and a plate check valve (not shown) provided on the upper surface.
  • the two dedicated flow paths have different cross-sectional areas, and if hydraulic oil flows through the larger flow path new area, the flow path will flow through the smaller flow path cross-sectional area.
  • the generated damping force is smaller than in the case. For example, when the hydraulic oil flows through the expansion-side dedicated flow path 22a, the amount of heat generated is greater than when the hydraulic oil flows through the expansion-side dedicated flow path 22b.
  • a control valve 200 is provided in the main piston 202.
  • the control valve 200 is connected to an unillustrated actuator, and is driven by the actuator so that the control valve 200 can face the center axis of the main body 202.
  • Fig. 25 shows a new horizontal view of control valve 200 cut in the CC direction.
  • the control valve 20 has a crescent-shaped flow hole 30 that can rotate and communicate with the expansion-side dedicated flow path 22 and the contraction-side dedicated flow path 21 by rotating. 0 is provided.
  • the hydraulic fluid flows through the expansion-side exclusive flow path 22a and the contraction-side exclusive flow path 21a as shown in Fig. 24, and the expansion and contraction sides have large damping force.
  • the hydraulic fluid flows through the expansion-side dedicated flow path 22a and the contraction-side dedicated flow path 21b as shown in Fig. 26 (b), and the expansion-side damping force is large.
  • the shrinkage side becomes smaller.
  • the hydraulic fluid flows through the expansion-side dedicated flow path 22b and the contraction-side dedicated flow path 21a as shown in Fig. 27 (b), and the expansion-side decay power is small
  • the shrinkage side becomes larger.
  • the hydraulic oil flows through the expansion-side vehicle flow path 22b and the contraction-side exclusive flow path 21b as shown in Fig. 28 (b), and the hydraulic oil expands and contracts. Both sides have small weakness.
  • the actuator is controlled, for example, by turning the control valve 200 from the state shown in FIG. 27 to the state shown in FIG. It is possible to arbitrarily control the compression side decay power while keeping it small. Further, by turning the control valve 200 from the state shown in FIG. 25 to the state shown in FIG. 26, the contraction side decay power can be arbitrarily controlled while the extension side decay power is increased. .
  • the shock absorber has a large damping force when the damping force exerts a damping action on the vehicle body. Try to make the mosquito smaller.
  • the control valve 200 is rotated to a position where the hydraulic oil flows only through the contraction-side dedicated flow path 21b and the extension-side dedicated flow path 22a.
  • the sprung speed is negative, it is only necessary to reduce the shock-absorber's expansion-side decay power and to reduce the contraction-side decay power.
  • the control valve 200 is turned to a position where only the flow path 1 a and the flow path 2 2 b dedicated to the extension side are circulated.
  • control valve 200 may be rotated to a state as shown in FIG. 25 or FIG. 28 according to the traveling state of the vehicle.
  • variable damping shock absorber of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.
  • a high-pass filter is provided to extract a frequency component higher than the resonance frequency on the panel from the sprung acceleration signal detected by the acceleration sensor 1, which is higher than a certain value.
  • control may be performed so that the valve rotation angle does not become 3+ or 5 3- (so that the attenuation does not increase), and the transmission of high-frequency vibration is suppressed.
  • the absolute value of the switching threshold value is increased according to the magnitude, and the threshold value is adjusted so that the damping force does not easily increase. good.
  • a low-pass filter that extracts components near the resonance frequency on the panel out of the acceleration signal on the panel detected by the acceleration sensor 1 is provided, and according to the output signal from the ⁇ -bass filter, for example, as shown in (1) Control may be performed.
  • a high-pass filter that extracts a frequency component higher than the sprung resonance frequency by a certain degree or more and a D-pass filter that extracts the components near the sprung resonance frequency are provided.
  • a D-pass filter that extracts the components near the sprung resonance frequency is provided.
  • the control based on the sprung vertical speed signal alone may be performed without performing the control based on the vibration frequency.
  • the cultivator's favorite input device shall be a continuous input system instead of the two-stage system described in the embodiment.
  • the absolute value of the switching threshold may be reduced, and the threshold may be adjusted so that the damping force tends to increase.
  • (6) Detects the amount of hindsight that indicates the turning state of the vehicle body, such as the lateral acceleration of the vehicle body, the steering angular velocity, and the vehicle speed. For example, at the beginning of a right turn, the negative threshold value of the left wheel (in the above embodiment, , Vrefl- to Vref3-), so that the contraction-side damping force tends to increase, and the positive threshold value of the right wheel (Vref to Vref3 + in the above embodiment) is reduced. Control may be performed so that the extension-side damping force is likely to be large and the roll amount of the vehicle body is suppressed.
  • Vrefl ⁇ to Vref3- is increased so that the compression side ⁇ attenuation is likely to be large, and the positive threshold value of the rear wheel (Vrefl + to Vref3 + in the above embodiment) is reduced. In this way, control may be performed so that the extension side dynamism is likely to increase and the vehicle body dive amount is suppressed.
  • the road surface condition may be estimated from the switching frequency of the event, and the magnitude of the damping force that exerts a damping effect on the vehicle may be switched based on the estimated road surface condition.
  • the damping shock absorber of the present invention may perform control independently for each wheel, and may set an absolute speed on a spring and a threshold value according to the magnitude of the rolling and pitching motion of the vehicle. A supplement may be added to the signal processing in the comparison of.
  • the absolute speed on the sprung is the absolute speed in the vertical direction of the vehicle body near the suspension upper support of each wheel.
  • the relative speed between the sprung spring and the lower portion may be considered as a shock absorber expansion / contraction speed.
  • the damping force of the shock absorber depends on the expansion / contraction speed of the shock absorber. However, in the present specification, “damping force is increased”, “ ⁇ decreased damping force”, “change of damping force”, etc.
  • the expression means changing the setting of the damping force in the control.
  • the damping force variable shock absorber control device suppresses the vibration of the vehicle body by making the damping force variable according to the vertical speed on the spring, thereby improving the riding comfort of the vehicle. Driving stability can be improved.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

La sollicitation soudaine résultant d'une aspérité ou d'un facteur analogue peut être traitée lorsque les mouvements de la caisse du véhicule sont très petits et limités en réalisant les caractéristiques proches de celles d'un amortisseur travaillant en tension, en faisant en sorte que l'amortissement en tension soit plus important que l'amortissement en contraction lorsque le signal V de vitesse de débattement est supérieur au seuil de débattement V1 (> 0), en faisant en sorte que l'amortissement en contraction soit supérieur à l'amortissement en tension lorsque le signal V1 de vitesse de débattement est inférieur au seuil V2 (< 0), et en faisant en sorte que l'amortissement aussi bien en tension qu'en compression soit faible lorsque le signal V se situe entre les seuils de vitesse de débattement V1 et V2.
PCT/JP1992/000900 1991-07-19 1992-07-15 Dispositif de modulation de la force d'amortissement d'un amortisseur WO1993001947A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP17965591 1991-07-19
JP3/179655 1991-07-19
JP14440892A JPH05169958A (ja) 1991-07-19 1992-06-04 減衰力可変ショックアブソーバ及びその制御装置
JP4/144408 1992-06-04

Publications (1)

Publication Number Publication Date
WO1993001947A1 true WO1993001947A1 (fr) 1993-02-04

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Application Number Title Priority Date Filing Date
PCT/JP1992/000900 WO1993001947A1 (fr) 1991-07-19 1992-07-15 Dispositif de modulation de la force d'amortissement d'un amortisseur

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WO (1) WO1993001947A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2287769B (en) * 1994-03-21 1998-04-29 Monroe Auto Equipment Co Automatic damper system

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57182506A (en) * 1981-05-01 1982-11-10 Kayaba Ind Co Ltd Damping force controller of hydraulic pressure buffer
JPS61163011A (ja) * 1985-01-14 1986-07-23 Nissan Motor Co Ltd 電子制御ショックアブソ−バ装置
JPS62120008U (fr) * 1986-01-22 1987-07-30
JPS62253507A (ja) * 1986-04-28 1987-11-05 Kayaba Ind Co Ltd 減衰力調整装置
JPH02141320A (ja) * 1988-11-24 1990-05-30 Mitsubishi Electric Corp ショックアブソーバ制御装置
JPH0342319A (ja) * 1989-07-10 1991-02-22 Atsugi Unisia Corp ショックアブソーバ

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57182506A (en) * 1981-05-01 1982-11-10 Kayaba Ind Co Ltd Damping force controller of hydraulic pressure buffer
JPS61163011A (ja) * 1985-01-14 1986-07-23 Nissan Motor Co Ltd 電子制御ショックアブソ−バ装置
JPS62120008U (fr) * 1986-01-22 1987-07-30
JPS62253507A (ja) * 1986-04-28 1987-11-05 Kayaba Ind Co Ltd 減衰力調整装置
JPH02141320A (ja) * 1988-11-24 1990-05-30 Mitsubishi Electric Corp ショックアブソーバ制御装置
JPH0342319A (ja) * 1989-07-10 1991-02-22 Atsugi Unisia Corp ショックアブソーバ

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Microfilm of the Specification and Drawings Annexed to the Written Application No. 136141/1985, (Laid/Open No. 43909/1987), (NISSAN MOTOR CO., LTD.), 17 March 1987. *

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