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
  • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
• • 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
  • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
  • F16F15/002—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion characterised by the control method or circuitry
• • 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
  • B60G17/016—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
• • 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
  • B60G2300/00—Indexing codes relating to the type of vehicle
  • B60G2300/07—Off-road vehicles
• • 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
• • 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
  • B60G2600/18—Automatic control means
  • B60G2600/182—Active control means
• • 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
  • B60G2800/90—System Controller type
  • B60G2800/91—Suspension Control
• • 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
  • F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
  • F16F9/512—Means responsive to load action, i.e. static load on the damper or dynamic fluid pressure changes in the damper, e.g. due to changes in velocity

Definitions

• the present invention relates to a control device for controlling the damping force of a damping force adjusting shock absorber mounted on a vehicle, a vehicle equipped with the control device, and a damping force mounted on the vehicle. Regarding the control method of the damping force of the adjustable shock absorber.
• Patent Document 1 Japanese Patent Application Laid-Open No. 7-1 7 9 1 1 3 [Summary of the invention]
• the present invention has been made in the background of the above-mentioned problems, and is mounted on a vehicle equipped with a damping force-adjustable shock absorber provided between a vehicle body and wheels.
• the first purpose is to obtain a control device that controls the damping force of the shock absorber and can improve the riding center of the occupant when the jumping vehicle lands.
• a second object of the present invention is to obtain a vehicle equipped with such a control device.
• this announcement is a control method for controlling the damping force of the shock absorber used in a vehicle equipped with a damping force adjusting shock absorber provided between the vehicle body and the wheels.
• the third purpose is to obtain a control method that can improve the ride comfort of the occupant when the jumped vehicle lands.
• the control device is mounted on a vehicle provided with a damping force adjusting shock absorber provided between the vehicle body and the wheels, and controls the damping force of the shock absorber.
• the control device has a jump detection unit that detects that the vehicle has jumped, and a shock absorber when the shock absorber contracts when the jump detection unit detects the jump of the vehicle. It is equipped with a control unit that controls the damping force during landing to limit the damping force to the specified damping force or less.
• the vehicle according to the present invention includes a vehicle body, wheels, and a shock absorber with adjustable damping force provided between the vehicle body and the wheels.
• the control device according to the present invention is provided.
• the control method according to the present invention is used for a vehicle provided with a damping force adjusting type shock absorber provided between the vehicle body and the wheels, and the damping of the shock absorber. It is a control method that controls the force, and the jump detection step for detecting that the vehicle has jumped, and the damping force at the time of contraction of the shock absorber when the jump of the vehicle is detected in the jump detection step. It is equipped with a damping force control step during landing that limits the damping force to the specified damping force or less.
• the present invention is adopted in a vehicle equipped with a shock absorber with an adjustable damping force. Therefore, in the vehicle in which the present invention is adopted, the damping force of the shock absorber can be increased to a damping force in which the shock absorber does not bottom out when the jumping vehicle lands. Further, the present invention limits the damping force at the time of contraction of the shock absorber to the specified damping force or less when the jump of the vehicle is detected. Therefore, in the vehicle in which the present invention is adopted, it is possible to prevent the shock absorber from becoming too stiff when the jumping vehicle lands. Therefore, according to the present invention, it is possible to suppress the momentary impact from being transmitted to the occupant when the jumped vehicle lands, and to improve the ride comfort of the occupant when the vehicle lands. Can be done.
• FIG. 1 is a side view of a vehicle according to an embodiment of the present invention.
• FIG. 2 is a plan view of a vehicle according to an embodiment of the present invention.
• FIG. 3 is a block diagram showing a control device according to an embodiment of the present invention.
• FIG. 4 is a diagram for explaining movement from a jumping state to after landing in the vehicle according to the embodiment of the present invention.
• FIG. 5 is a diagram showing the behavior of the shock absorber when the vehicle according to the embodiment of the present invention performs the operation shown in FIG. 4 and does not change the damping force characteristics of the shock absorber. ..
• FIG. 6 is a diagram showing the contraction speed of the shock absorber when the shock absorber operates as shown in FIG.
• FIG. 7 is a diagram showing a damping force at the time of contraction of the shock absorber when the shock absorber operates as shown in FIG.
• FIG. 8 is a shock absorber when the control device mounted on the vehicle performs the operation shown in FIG. 4 and the control device mounted on the vehicle controls the damping force at the time of landing when the vehicle according to the embodiment of the present invention performs the operation shown in FIG. It is a figure which shows the damping force at the time of contraction of.
• FIG. 9 is a flowchart showing the operation of the control device according to the embodiment of the present invention.
• a motor vehicle will be described as an example of the vehicle according to the present invention, but the vehicle according to the present invention may be a vehicle other than the motor vehicle.
• Vehicles other than motorcycles are, for example, bicycles, motorcycles and tricycles that are driven by at least one of the engine and electric motors.
• Bicycle means all vehicles that can be propelled on the road by the pedaling force applied to the pedals. That is, bicycles include ordinary bicycles, electric assist bicycles, and electric bicycles.
• a motorcycle or a motorcycle means a so-called motorcycle, and the motorcycle includes an auto-buy, a scooter, an electric scooter, and the like.
• control device 1 according to the embodiment, the vehicle 100 equipped with the control device 1, and the control method performed by the control device 1 will be described.
• FIG. 1 is a side view of the vehicle according to the embodiment of the present invention.
• FIG. 2 is a plan view of the vehicle according to the embodiment of the present invention.
• the left side of the page is the front side of the vehicle 100.
• Vehicle 100 is an off-road vehicle, equipped with a body 100 1 and wheels 103.
• the vehicle 100 according to the present embodiment is a four-wheeled vehicle and is equipped with four wheels 103.
• the vehicle 1 0 0 is the wheel 1 0 3 and the left front wheel 1 0 3 F B, the right front wheel 1 0 3 F shaku, the left rear wheel 1 0 3 shaku B, and the right rear wheel 10 0. It has 3 shaku.
• the vehicle 100 is equipped with a spring 110 and a shock absorber 1 1 1.
• the spring 110 1 and the shock absorber 1 1 1 are provided between the vehicle body 110 1 and each wheel 103.
• vehicle 100 is equipped with four springs 1 1 0 and four shock absorbers 1 1 1.
• the vehicle 1 0 0 is called the spring 1 1 0, and the spring 1 1 0 FL, the spring 1 1 0 FR, the spring 1 1 0 shaku B, and the spring 1 1 0 shaku. It is equipped with.
• the vehicle 100 is the shock absorber 1 1 1 FL, the shock absorber 1 1 1 FR, the shock absorber 1 1 1 shaku B, and the shock absorber. Quabsorber 1 1 1 Equipped with a scale.
• Spring 1 1 0 F B and shock absorber 1 1 1 F B are provided between the vehicle body 1 0 1 and the left front wheel 1 0 3 F B.
• the spring 1 1 0 F scale and shock absorber 1 1 1 F R are installed between the vehicle body 110 1 and the right front wheel 1 0 3 F R.
• the spring 1 1 ⁇ shaku B and the shock absorber 1 1 1 shaku B are installed between the car body 1 0 1 and the left rear wheel 1 0 3 shaku B.
• the spring 1 1 ⁇ scale and shock absorber 1 1 1 scale are installed between the vehicle body 110 1 and the right rear wheel 103 scale.
• the shock absorber 1 1 1 is a damping force adjusting type shock absorber. That is, the shock absorber 1 1 1 is a shock absorber whose damping force characteristics can be changed. For this reason, the vehicle 100 is equipped with an actuator 1 1 2 that adjusts the damping force of the shock absorber 1 1 1. Actuators 1 1 2 are provided for each shock absorber 1 1 1. Specifically, the vehicle 100 is equipped with four actuators 1 1 2. More specifically, the vehicle 110 is equipped with actuator 1 1 2 FL, actuator 1 1 2 FR, actuator 1 1 2 scale B, and actuator 1 1 2 scale as actuator 1 1 2. ing. Actuator 1 1 2 FL adjusts the damping force of shock absorber 1 1 1 F.
• the actuator 1 1 2 F scale adjusts the damping force of the shock absorber 1 1 1 F scale.
• Actuator 1 1 2 Shaku B adjusts the damping force of Shock Absorber 1 1 1 1 Shaku B.
• the actuator 1 1 2 shaku adjusts the damping force of the shock absorber 1 1 1 shaku. If it is a shock absorber with adjustable damping force, various known shock absorbers can be used as the shock absorber 1 1 1.
• the control device 1 is electrically connected to the actuator 1 1 2. And control device 1 ⁇ 0 2021/240276 ⁇ (: 17132021/053935 outputs a command signal corresponding to the damping force of the shock absorber 1 1 1 to the actuator 1 1 2. That is, the control device 1 outputs the command signal to the actuator 1 1 2.
• the structure is such that the damping force of the shock absorber 1 1 1 is controlled via 1 1 2.
• the control device 1 is sent to the actuator 1 1 2 F B.
• the command signal corresponding to the damping force of the shock absorber 1 1 1 F is output.
• control device 1 sends a command corresponding to the damping force of the shock absorber 1 1 1 F scale to the actuator 1 1 2 F scale.
• control device 1 outputs a command signal corresponding to the damping force of the shock absorber 1 1 1 scale B to the actuator 1 1 2 scale B.
• the control device 1 outputs a command signal corresponding to the damping force of the shock absorber 1 1 1 scale B.
• 1 2 Outputs the command signal corresponding to the damping force of the scale to the shock absorber 1 1 1 scale.
• the damping force of the shock absorbers 1 1 1 is the damping force of the shock absorbers 1 1 1. It depends on the characteristics. For example, when comparing the states where the contraction speeds of the shock absorbers 1 1 1 are the same, if the damping force characteristics of the shock absorbers 1 1 1 are changed in the hard direction, the damping force of the shock absorbers 1 1 1 1 is increased. growing. Also, for example, when comparing the states where the contraction speeds of the shock absorbers 1 1 are the same, if the damping force characteristics of the shock absorbers 1 1 1 are changed in a soft direction, the shock absorbers 1 1 1 The damping force becomes smaller.
• the control device 1 outputs a command signal corresponding to the damping force characteristic of the shock absorber 1 1 1 to the actuator 1 1 2. That is, the control device 1 is configured to control the damping force characteristics of the shock absorber 1 1 1 via the actuator 1 1 2.
• the control device 1 controls the flow path cross-sectional area of the flow path through which the hydraulic oil of the shock absorber 1 1 1 passes.
• 1 1 1 Controls the damping force characteristics.
• the shock absorber 1 1 1 is a magnetic fluid shock absorber
• the control device 1 controls the magnetic field or electric field acting on the magnetic fluid of the shock absorber 1 1 1 to control the magnetic fluid. By controlling the kinematic viscosity, the damping force characteristics of the shock absorber 1 1 1 are controlled.
• the command signal output by the control device 1 to the actuator 1 1 2 differs depending on the type of the shock absorber — 1 1 1 and the actuator 1 1 2. For example, if the damping force characteristics of the shock absorber 1 1 1 are changed according to the value of the current input to the actuator 1 1 2, the command signal output by the controller 1 is the current. That is, the controller 1 outputs a current having a value corresponding to the damping force characteristic of the shock absorber 1 1 1 to the actuator 1 1 2. Also, for example, if the damping force characteristics of the shock absorber 1 1 are changed according to the value of the voltage input to the actuator 1 1 2, the command signal output by the control device 1 is a voltage. That is, the controller 1 outputs a voltage having a value corresponding to the damping force characteristic of the shock absorber 1 1 1 to the actuator 1 1 2.
• the vehicle 100 is electrically connected to the control device 1 in the front-rear direction acceleration sensor 1 1 3, the left-right direction acceleration sensor 1 1 4, and the signal output device. It is equipped with 1 1 5 and a panel lower accelerometer 1 1 6.
• the front-rear direction acceleration sensor 1 1 3 is provided on the vehicle body 110 1 and detects the front-rear acceleration of the vehicle body 101.
• the left-right acceleration sensor 1 1 4 is provided on the vehicle body 101 and detects the left-right acceleration of the vehicle body 101.
• the signal output device 1 1 5 outputs a signal corresponding to the speed of the vehicle 100.
• the speed of a vehicle is required by various configurations. Therefore, as the signal corresponding to the speed of the vehicle 100, various signals conventionally used when determining the speed of the vehicle can be used.
• the signal output device 1 1 5 is a signal output device that outputs various conventionally known signals as described above. For example, traditionally based on transmission gears and engine speed. ⁇ 0 2021/240276 ⁇ (: 17132021/053935, the configuration to find the speed of the vehicle is known. When such a configuration is used for the vehicle 100, the signal output device 1 1 5 is a transmission.
• the signal output device 1 1 5 is a wheel speed sensor.
• the under-panel acceleration sensor 1 1 6 detects the vertical acceleration under the panel of the vehicle 100.
• the area under the panel of the vehicle 100 is the part of the vehicle 100 that is on the wheel 103 side with respect to the shock absorber 1 1 1.
• wheels 103, hubs not shown, axles not shown, etc. are under the panel of vehicle 100.
• the vehicle 100 is the panel lower accelerometer 1 1 6 and the panel lower accelerometer 1 1 6 FL, the panel lower accelerometer — 1 1 6 FR, the panel lower accelerometer 1 1 6 scale. It is equipped with B and the panel lower accelerometer 1 1 6 scale.
• Accelerometer under panel 1 1 6 F B is installed in the area around the shock absorber -1 1 ⁇ B under the panel of vehicle 100. Then, the lower panel acceleration sensor 1 1 6 F B detects the vertical acceleration generated in the lower part of the panel around the shock absorber 1 1 1 F B.
• the under-panel acceleration sensor 1 1 6 F scale is installed under the panel of the vehicle 100 around the shock absorber 1 1 1 ⁇ scale. Then, the under panel acceleration sensor 1 1 6 F scale detects the vertical acceleration generated in the lower part of the panel around the shock absorber 1 1 1 F scale.
• the under-panel acceleration sensor 1 1 6 Shaku Otsu is installed in the area around the shock absorber 1 1 1 Shaku Otsu under the panel of the vehicle 100.
• the panel lower acceleration sensor 1 1 6 shaku B detects the upward and downward acceleration generated in the lower part of the panel around the shock absorber 1 1 1 shaku B.
• the under-panel accelerometer 1 1 6 scale is installed under the panel of the vehicle 100 and around the shock absorber 1 1 1 scale.
• the panel lower accelerometer 1 1 6 scale is a shock absorber 1 1 Detects the vertical acceleration generated in the lower part of the panel around the scale.
• the number and placement position of the panel lower acceleration sensor 1 1 6 is just an example.
• the number and placement of the under-panel acceleration sensors 1 1 6 are arbitrary as long as the vertical acceleration generated under the panel around each shock absorber 1 1 1 can be obtained by detection or estimation.
• the anteroposterior accelerometer 1 1 3, the lateral accelerometer 1 1 4, the signal output device 1 1 5, and the panel lower accelerometer 1 1 6 may be separate, or at least 2 One may be configured as one unit.
• the so-called inertial measurement unit may be used as the front-back accelerometer 1 1 3 and the left-right accelerometer 1 1 4.
• the control device 1 is used when the jumped vehicle 100 lands. ⁇ 0 2021/240276 ⁇ (: 17132021/053935 Shock absorber 1 1 1 Shock absorber 1 1 1 While suppressing the bottoming of the shock absorber 1 1 1 so that the damping force of the shock absorber 1 1 1 does not become too large. Controlling the damping force of 1.
• the detailed configuration of an example of the control device 1 that controls the damping force of the shock absorber 1 1 1 is described below.
• FIG. 3 is a block diagram showing a control device according to an embodiment of the present invention.
• the control device 1 includes a receiving unit 2, a jump detecting unit 3, and a control unit 4.
• the receiver 2 is a functional unit that receives the detected values of the front-back acceleration sensor 1 1 3, the left-right acceleration sensor 1 1 4, the signal output device 1 1 5, and the panel lower acceleration sensor 1 1 6.
• the jump detection unit 3 is a functional unit that detects that the vehicle 100 has jumped.
• the jump detection unit 3 detects that the vehicle 100 has jumped based on the detection values of the front-rear direction acceleration sensor 1 1 3 and the left-right direction acceleration sensor 1 1 4. Specifically, when the vehicle 100 is jumping, the tires of all the wheels 103 are off the road surface. Therefore, when the vehicle 100 is jumping, the propulsion force does not act on the vehicle 100. Therefore, when the vehicle 100 is jumping, the acceleration in the front-rear direction of the vehicle body 110 detected by the front-rear acceleration sensor 1 1 3 becomes small.
• the detection value of the longitudinal acceleration sensor 1 1 3 is smaller than the specified threshold value, and the detection value of the left-right direction acceleration sensor 1 1 4 is the specified threshold value.
• the threshold value of the front-back direction acceleration sensor 1 1 3 and the threshold value of the left-right direction acceleration sensor 1 1 4 do not have to be the same value.
• the above-mentioned jump detection method for the vehicle 100 by the jump detection unit 3 is an example.
• the jump detection unit 3 will use the detection value of the vertical acceleration sensor for the vehicle 10 0. It may be detected that 0 has jumped.
• the jump detection unit 3 may determine that the vehicle 100 has jumped when the detection value of the vertical acceleration sensor becomes smaller than the specified threshold value.
• the jump detection unit 3 uses the detection value of the strok sensor as the detection value. Based on this, it may be detected that the vehicle 100 has jumped. Specifically, when the vehicle 100 is running on the road surface, the weight of the vehicle body 110 is applied to the spring 110 and the shock absorber 1 1 1. On the other hand, when the vehicle 100 is jumping, the weight of the vehicle body 110 1 is not applied to the spring 110 and the shock absorber 1 1 1. Therefore, when the vehicle 100 is jumping, the distance between the vehicle body 110 and the bottom of the panel is larger than when the vehicle 100 is running on the road surface.
• the jump detection unit 3 can detect that the vehicle 100 has jumped based on the detection value of the straw sensor. It should be noted that a method of obtaining the relative distance between the vehicle body and the bottom of the panel based on the acceleration in the upward / downward direction of the vehicle body and the acceleration in the vertical direction under the panel has been conventionally known. Therefore, if the vehicle 100 is equipped with a vertical acceleration sensor that detects the vertical acceleration of the vehicle body 110, the jump detection unit 3 will use the detection value of the vertical acceleration sensor and the panel lower acceleration sensor 1 1 Based on the detection value of 6, the relative distance between the vehicle body 110 and the bottom of the panel may be obtained, and it may be detected that the vehicle 100 has jumped.
• the strok sensor is equipped with a long arm. For this reason, this kind of storo ⁇ 0 2021/240276 ⁇ (: 17132021/053935 When the hook sensor is used in an off-road vehicle, the arm of the strok sensor may come into contact with rocks and branches, and there is a concern that the straw sensor may break down. By configuring the vehicle 100 without using a stroke sensor, the durability of the vehicle 100 can be improved.
• the control unit 4 is a functional unit that controls the damping force at the time of landing.
• the damping force control during landing is a control that limits the damping force at the time of contraction of the shock absorber 1 1 1 to the specified damping force or less when the jump detection unit 3 detects the jump of the vehicle 100.
• the control device 1 configured in this way is mounted on a vehicle 100 equipped with a damping force adjusting shock absorber 1 1 1. Therefore, the vehicle 100 can increase the damping force of the shock absorber 1 1 1 to the damping force that the shock absorber 1 1 1 does not bottom out when the jumping vehicle 100 0 lands. can. Further, in the control device 1 according to the present embodiment, when the jump detection unit 3 detects the jump of the vehicle 100, the control unit 4 controls the damping force at the time of landing to control the shock absorber. Limit the damping force during contraction of 1 1 1 to the specified damping force or less. Therefore, in the vehicle 100 equipped with the control device 1, it is possible to prevent the shock absorber 1 1 1 from becoming too stiff when the jumping vehicle 100 lands. Therefore, the control device 1 according to the present embodiment can suppress the momentary impact from being transmitted to the passenger when the jumped vehicle 100 lands, and when the vehicle 100 lands. It is possible to improve the passenger's riding position more than before.
• the shock absorber 1 1 1 in the landing damping force control, is shocked by the limitation of the damping force at the time of contraction. It suppresses the increase of the troak of the quat absorber 1 1 1 and further improves the ride comfort of the passenger when the vehicle 100 lands.
• an example of such landing damping force control will be described.
• the bottom of the shock absorber 1 1 1 is not changed without changing the damping force characteristics of the shock absorber 1 1 1. This section describes the behavior of the vehicle 100 when the attachment is suppressed. Then, after that, the behavior of the vehicle 100 when the damping force control at the time of landing according to the present embodiment will be described.
• FIG. 4 is a diagram for explaining the behavior from the jump state to after landing in the vehicle according to the embodiment of the present invention.
• the horizontal axis shown in Fig. 4 represents time.
• the vehicle 100 jumping at timebook 1 will land on the road surface 120 at timebook 2.
• the kinetic energy when the vehicle 100 lands is converted into heat energy when the shock absorber 1 1 1 contracts, and is absorbed by the shock absorber 1 1 1.
• the shock absorber 1 1 1 of the vehicle 100 is in the most contracted state.
• the control unit 4 of the control device 1 controls the damping force during landing in the first contraction step of the shock absorber 1 1 1 after the jump detection unit 3 detects the jump of the vehicle 100. That is, the control unit 4 controls the damping force at the time of landing in the time from the time code 2 to the time code 3 in Fig. 4.
• Fig. 5 shows the shock absorber when the damping force characteristic of the shock absorber is not changed when the vehicle according to the embodiment of the present invention performs the operation shown in FIG. It is a figure which shows the behavior.
• the horizontal axis shown in Fig. 5 represents time.
• the vertical axis £ Ding shown in Fig. 5 is the troque of the shock absorber 1 1 1.
• this vertical axis the state where the vehicle 100 is stopped on the road surface 120 is set as the reference state 0.
• this vertical axis has a positive value in the direction in which the shock absorber 1 1 1 contracts from the base and state, and a negative value in the direction in which the shock absorber 1 1 extends from the reference state.
• the damping force of the shock absorber 1 1 1 whose behavior is shown in Fig. 5 is large enough to suppress the bottoming of the shock absorber 1 1.
• FIG. 6 is a diagram showing the contraction speed of the shock absorber when the shock absorber operates as shown in FIG.
• the horizontal axis shown in Fig. 6 represents time.
• the vertical axis ⁇ shown in Fig. 6 is the shrinkage rate of the shock absorber 1 1 1.
• the contraction speed of the shock absorber 1 1 1 increases.
• the kinetic energy when the vehicle 100 landed is converted into thermal energy and absorbed by the shock absorber 1 1 1. .. Therefore, while the shock absorber 1 1 1 is contracting, the contraction speed of the shock absorber 1 1 1 decreases. Then, at the time when the shock absorber 1 1 1 of the vehicle 100 contracts most, the contraction speed of the shock absorber 1 1 becomes 0.
• FIG. 7 is a diagram showing a damping force at the time of contraction of the shock absorber when the shock absorber operates as shown in FIG.
• the horizontal axis shown in Fig. 7 represents time.
• the vertical axis D F shown in Fig. 7 is the damping force of the shock absorber 1 11 during contraction.
• the damping force of the shock absorber 1 1 1 is the relation of the expansion / contraction speed of the shock absorber 1 1 1. Therefore, if the damping force characteristics of the shock absorber 1 1 1 are not changed, the waveform showing the damping force during contraction of the shock absorber 1 1 1 is the waveform showing the contraction speed of the shock absorber 1 1 1. The same applies.
• the damping force during contraction of the shock absorber 1 1 1 also increases. go.
• the contraction rate of the shock absorber 1 1 1 starts to decrease a little
• the damping force during contraction of the shock absorber 1 1 1 also decreases. Then, at the time when the shock absorber 1 1 1 of the vehicle 100 contracts most, the damping force at the time of contraction of the shock absorber 1 1 1 becomes 0.
• the control unit 4 of the control device 1 performs the shock absorber 1 1 in the damping force control at the time of landing after the landing of the vehicle 100. Limit the damping force during contraction of 1 to the specified damping force ⁇ F 1 or less. Then, when the jumped vehicle 100 lands, the shock absorber 1 1 1 is suppressed from becoming too stiff, the momentary impact is suppressed from being transmitted to the occupant, and the occupant's ride comfort is suppressed. Is improved more than before.
• the control unit 4 of the control device 1 controls the damping force during landing by limiting the damping force during contraction of the shock absorber 1 1 1. It suppresses the increase of the strok and further improves the ride comfort of the occupants when the vehicle 100 lands.
• FIG. 8 is mounted on the vehicle according to the embodiment of the present invention when the vehicle performs the operation shown in FIG. ⁇ 0 2021/240276 ⁇ (: 17132021/053935 It is a figure showing the damping force at the time of contraction of the shock absorber when the control device controls the damping force at the time of landing.
• the horizontal axis shown indicates time.
• the vertical axis DF shown in Fig. 8 is the damping force during contraction of the shock absorber 1 1 1.
• the shock absorber 1 is shown in Fig. 8.
• the damping force during contraction of the shock absorber 1 1 1 1 when the damping force characteristics of 1 1 are not changed, that is, the waveform shown in Fig. 7 is also shown by the two-point chain line.
• the control unit 4 of the control device 1 performs the shock absorber 1 1 in the damping force control at the time of landing performed after the landing of the vehicle 100.
• the damping force at the time of contraction of 1 is the specified damping force.
• the damping force is less than or equal to F 1.
• the damping force characteristic of the shock absorber 1 1 1 1 is controlled so as to approach the target damping force ⁇ F 2.
• the specified damping force can be limited to ⁇ F 1 or less, and it is possible to suppress the transmission of a momentary impact to the passenger.
• the contraction of the shock absorber 1 1 1 is shown in FIG. In the region where the damping force at the time is relatively small, the damping force during contraction of the shock absorber 1 1 1 can be increased as compared with the case where the damping force characteristics of the shock absorber 1 1 1 are not changed.
• the damping force during contraction of the shock absorber 1 1 1 is as shown in Fig. 8. In a relatively large region, the damping force during contraction of the shock absorber 1 1 1 can be reduced as compared with the case where the damping force characteristics of the shock absorber 1 1 are not changed.
• the energy absorbed by the shock absorber 1 1 1 is increased by the amount shown in the area 3 1 and the area 3 2 as compared with the case where the damping force characteristics of the shock absorber 1 1 1 are not changed. be able to. Therefore, by controlling the damping force characteristics of the shock absorber 1 1 1 as in the present embodiment, the shock absorber 1 1 1 is limited by the damping force during contraction of the shock absorber 1 1 1. The increase of 1 1 strok can be suppressed, and the ride comfort of the occupant when the vehicle 100 lands can be further improved.
• the method of changing the damping force characteristics of the shock absorber 1 1 1 in multiple stages is compared with the method of changing the damping force characteristics of the shock absorber 1 1 1 steplessly. The number of times the damping force characteristics of the shock absorber 1 1 1 are changed can be suppressed, and the damping force of the shock absorber 1 1 1 can be easily controlled.
• the contraction speed of the shock absorber 1 1 1 is the specified speed in the landing damping force control performed after the landing of the vehicle 100.
• the damping force characteristic of the shock absorber 1 1 1 is the second damping force characteristic 0 2, which is harder than the first damping force characteristic 0 1. That is, when the contraction speeds of the shock absorbers 1 1 1 are the same, the damping force of the shock absorber 1 1 1 which is the second damping force characteristic 0 2 is the first damping force characteristic 0 1. It is also larger than the damping force of the shock absorber 1 1.
• the shrinkage speed of the shock absorber 1 1 1 becomes smaller than the specified speed in the time from timebook 2 to timebook 4 and the time from timebook 5 to timebook 3.
• the damping force characteristic of the shock absorber 1 1 1 is the second in all the times when the contraction speed of the shock absorber 1 1 1 is smaller than the specified speed. It has a decaying power characteristic of 0 2.
• the damping force characteristic of the shock absorber 1 1 1 is the second damping force characteristic 0 at least for a part of the time when the contraction speed of the shock absorber 1 1 is smaller than the specified speed. If it is 2, the increase in the stretch of the shock absorber 1 1 1 due to the limitation of the damping force at the time of contraction of the shock absorber 1 1 1 can be suppressed.
• the contraction speed of the shock absorber 1 1 1 is specified in the damping force control at the time of landing performed after the landing of the vehicle 100.
• the damping force characteristic of the shock absorber 1 1 1 is defined as the soft third damping force characteristic 0 3 rather than the second damping force characteristic 0 2. That is, when the contraction speeds of the shock absorbers 1 1 1 are the same, the damping force of the shock absorber 1 1 1 which is the third damping force characteristic 0 3 is the second damping force characteristic 0 2. It is also smaller than the damping force of the shock absorber 1 1.
• the shrinkage speed of the shock absorber 1 1 1 is higher than the specified speed in the time from the time guide 4 to the time guide 5. That is, in Fig. 8, the damping force characteristic of the shock absorber 1 1 1 is the third damping force characteristic 0 3 in the time from the time guide 4 to the time guide 5.
• the timing of setting the damping force characteristic of the shock absorber 1 1 1 to the third damping force characteristic 0 3 may be before the contraction speed of the shock absorber 1 1 exceeds the specified speed.
• the contraction speed of the shock absorber 1 1 is higher than the specified speed. May be after it becomes smaller.
• the shock absorber 1 1 1 approaches the target damping force ⁇ F 2 It is possible to control the damping force characteristics of.
• the control unit 4 may change the damping force characteristic that becomes the second damping force characteristic 0 2 with time.
• the control unit 4 may change the damping force characteristic that becomes the third damping force characteristic 0 3 with time.
• the control unit 4 uses one damping force characteristic as the second damping force characteristic 0 2, and the third damping force characteristic 0 3 and so on. Therefore, one damping force characteristic is used.
• the control unit 4 outputs a command signal of a constant value when the second damping force characteristic 0 2 is set during the damping force control at the time of one landing.
• the control unit 4 is configured to output a constant value command signal when the third damping force characteristic 0 3 is set.
• the control device 1 is the speed of the vehicle 100 from the signal output device 1 1 5.
• ⁇ 0 2021/240276 ⁇ (: 17132021/0539 35 degrees can receive a signal. That is, the control device 1 according to the present embodiment can grasp the speed of the vehicle 100.
• the control unit 4 uses the damping force characteristic 0 2 as the second damping force characteristic 0 2 and the third damping force characteristic at least for each landing damping force control according to the speed of the vehicle 100. It is preferable to make the damping force characteristics used as the characteristics 0 3 different. This is because the kinetic energy when the vehicle 100 is landed differs depending on the speed of the vehicle 100.
• the vehicle 1 Depending on the speed of 0 0, at least for each landing damping force control, the damping force characteristic used as the second damping force characteristic 0 2 and the damping force used as the third damping force characteristic 0 3 By making the characteristics different, it is possible to use more suitable damping force characteristics than the second damping force characteristic 0 2 and the third damping force characteristic 0 3, and boarding when the vehicle 100 landed. The ride quality of the person can be further improved.
• the shrinkage rate of the shock absorber 1 1 1 can be obtained by various methods.
• the control device 1 includes a panel lower acceleration sensor 1 1 6 that detects the vertical acceleration under the spring of the vehicle 100. After landing the vehicle 100, when comparing the vertical movement of the vehicle body 100 1 on the panel of the vehicle 100 with the vertical movement under the panel, the vertical movement of the vehicle body 100 1 is the vertical movement under the panel. It's slower than it moves. Therefore, it is possible to obtain a rough relative distance between the vehicle body 101 and the bottom of the panel from the detected value of the under panel acceleration sensor 1 1 6. In other words, the rough stroke of the shock absorber 1 1 1 can be obtained from the detected value of the under-bane accelerometer 1 1 6, and the rough contraction speed of the shock absorber 1 1 1 can be obtained. can.
• the control unit 4 contracts the shock absorber 1 1 1 as follows based on the detected value of the spring-loaded acceleration sensor 1 1 6. I'm looking for speed. As explained in Fig. 6, in the contraction process of the shock absorber 1 1 1 after the vehicle 100 has landed, the contraction speed of the shock absorber 1 1 1 increases, and then the shock absorber 1 1 1 is shocked. The contraction rate of the quat absorber 1 1 1 decreases. That is, in the contraction process of the shock absorber 1 1 1 after the vehicle 100 has landed, the shock absorber 1 1 1 is in the process of increasing the contraction speed of the shock absorber 1 1 1. There is a state where the contraction acceleration is maximized. In this implementation, the state in which the contraction acceleration of the shock absorber 1 1 is maximized is obtained from the detected value of the under panel acceleration sensor 1 1 6.
• the control unit 4 differentiates the detected value of the under panel acceleration sensor 1 1 6 and changes the jerk sign from positive to negative. It is being detected. In this state, the contraction acceleration of the shock absorber 1 1 1 is maximized. In the contraction process of the shock absorber 1 1 1 after the vehicle 100 has landed, if a certain state before the contraction speed of the shock absorber 1 1 1 becomes the specified speed can be detected, the first regulation from that state. It can be estimated that the contraction rate of the shock absorber 1 1 1 will exceed the specified rate after an hour.
• the contraction speed of the shock absorber 1 1 1 1 will be after the second specified time, which is slower than the first specified time from that state. Can be estimated to be smaller than the specified speed.
• the control unit 4 makes the above-mentioned first specified time and second specified time different according to the speed of the vehicle 100. Since the driving energy when the vehicle 100 landed differs depending on the speed of the vehicle 100, the shock absorber 1 1 1 obtained from the detected value of the under panel accelerometer 1 1 6 is used. This is because the degree of change in the contraction rate of the chuck absorber 1 1 1 is different. Therefore, it is possible to more accurately estimate the contraction speed of the shock absorber 1 1 1 by making the above-mentioned 1st specified time and 2nd specified time different according to the speed of the vehicle 100. can. ⁇ 0 2021/240276 ⁇ (: 17132021/053935)
• the vehicle 1 0 0 is equipped with a vertical acceleration sensor that detects the vertical acceleration of the vehicle body 110, the detection value of the vertical acceleration sensor and the panel lower acceleration sensor 1 1 6
• the relative distance between the vehicle body 101 and the bottom of the panel can be calculated based on the index value of. That is, the strok of the shock absorber 1 1 1 can be obtained based on the detected value of the vertical accelerometer and the detected value of the under panel accelerometer 1 1 6, and the contraction of the shock absorber 1 1 1 can be obtained. You can find the speed. In this case, for example, the control unit 4 may directly obtain the contraction speed of the shock absorber 1 1 1 by differentiating the strok of the shock absorber 1 1.
• the shock absorber by finding the contraction speed of the shock absorber 1 1 1 based on the detected value of the vertical accelerometer and the detected value of the panel lower accelerometer 1 1 6.
• the contraction rate of 1 1 1 can be calculated more accurately.
• the control configuration can be simplified by finding the contraction speed of the shock absorber 1 1 1 only from the detected value of the under panel acceleration sensor 1 1 6.
• the shock absorber is based on the detection value of the strok sensor.
• the strok of 1 1 1 can be obtained, and the contraction rate of the shock absorber 1 1 1 can be obtained.
• the control unit 4 may directly obtain the contraction speed of the shock absorber 1 1 1 by differentiating the strike of the shock absorber 1 1 1.
• the stroak sensor may break down. Therefore, it is possible to improve the durability of the vehicle 100 by adopting a configuration in which the vehicle 100 does not use the strok sensor.
• FIG. 9 is a flowchart showing the operation of the control device according to the embodiment of the present invention.
• the controller 1 starts the control shown in FIG.
• the control start condition is when the engine of the vehicle 100 is started.
• Step 3 20 is the jump detection step.
• the jump detector 3 of controller 1 determines if vehicle 100 has jumped.
• the jump detector 3 repeats the jump detection step of step £ 2 0 until it determines that the vehicle 100 has jumped, in other words, it detects that the vehicle 100 has jumped.
• the controller 1 proceeds to step £ 30.
• Step £ 30 is a landing damping force control step.
• the control unit 4 of the control device 1 controls to limit the damping force of the shock absorber 1 1 1 during contraction to the specified damping force ⁇ F 1 or less. That is, at step £ 30, control unit 4 controls the damping force during landing.
• the control unit 4 performs step £ 3 1 to step £ 3 6 in the landing damping force control step of step £ 30, and the shock absorber 1 1 1 is damped during contraction.
• the damping force characteristic of the shock absorber 1 1 1 is controlled in multiple stages so that the force approaches the target damping force ⁇ F 2, which is the damping force of the specified damping force ⁇ F 1 or less.
• the steps from £ 3 1 to step £ 3 6 will be explained in detail below.
• Step £ 3 1 is a step of changing the damping force characteristic hard direction.
• the control unit 4 changes the damping force characteristic of the shock absorber 1 1 1 from the first damping force characteristic ⁇ 1 to the second damping force characteristic that is harder than the first damping force characteristic 0 1. Change to force characteristic 0 2.
• Step £ 3 2 after step £ 3 1 is the damping force characteristic change determination step. Control at step £ 3 2 ⁇ 0 2021/240276 ⁇ (: 17132021/053935 The timing to change the damping force characteristic of the shock absorber 1 1 1 from the 2nd damping force characteristic 0 2 to the 3rd damping force characteristic 0 3 The control unit 4 determines whether or not the shock absorber 1 1 1 has arrived.
• step £ 3 Until the timing for changing the damping force characteristic of the shock absorber 1 1 1 from the second damping force characteristic 0 2 to the third damping force characteristic 0 3 arrives. Repeat step £ 3 2. Also, the control unit 4 has come to the timing to change the damping force characteristic of the shock absorber -1 1 1 from the second damping force characteristic 0 2 to the third damping force characteristic 0 3. At that time, proceed to step £ 3 3.
• Step £ 3 3 is a step of changing the damping force characteristic soft direction.
• the control unit 4 changes the damping force characteristic of the shock absorber 1 1 1 from the second damping force characteristic 0 2 to the third damping force characteristic 0 2 which is softer than the second damping force characteristic 0 2. Change to force characteristics 0 3.
• Step £ 3 4 after step £ 3 3 is the damping force characteristic change determination step.
• control 4 determines whether the timing has come to change the damping force characteristic of the shock absorber 1 1 1 from the 3rd damping force characteristic 0 3 to the 2nd damping force characteristic 0 2. judge.
• Control 4 repeats step £ 3 4 until a timing is reached to change the damping force characteristic of the shock absorber 1 1 1 from the third damping force characteristic 0 3 to the second damping force characteristic 0 2.
• the control unit 4 takes step £ 3 5 when the timing to change the damping force characteristic of the shock absorber -1 1 1 from the third damping force characteristic 0 3 to the second damping force characteristic 0 2 comes. move on.
• Step £ 35 is a step of changing the damping force characteristic hard direction.
• the control unit 4 changes the damping force characteristic of the shock absorber 1 1 1 from the third damping force characteristic 0 3 to the second damping force characteristic that is harder than the third damping force characteristic 0 3. Change to force characteristic 0 2.
• Step £ 3 6 after step £ 3 5 is the end determination step.
• control unit 4 determines whether to end landing damping force control. Control 4 repeats step £ 3 6 until it determines that it will end landing damping force control. When the control unit 4 determines that the landing damping force control is finished, the process proceeds to step £ 40 and the control shown in FIG. 9 is finished.
• the condition for determining that the control unit 4 ends the damping force control during landing is, for example, the first contraction step of the shock absorber 1 1 1 after the jump detection unit 3 detects the jump of the vehicle 100. Is the end of.
• the control device 1 is a vehicle 1 equipped with a damping force adjustable shock absorber 1 1 1 provided between the vehicle body 110 1 and the wheels 103. It is mounted on 0 0 and controls the damping force of the shock absorber 1 1 1.
• the control device 1 includes a jump detection unit 3 and a control unit 4.
• the jump detection unit 3 detects that the vehicle 100 has jumped.
• the control unit 4 limits the damping force during contraction of the shock absorber 1 1 1 1 to the specified damping force ⁇ F 1 or less. I do.
• the shock absorber 1 1 1 causes a momentary impact due to the bottoming out. It can be suppressed, and the momentary impact caused by the shock absorber 1 1 1 becoming too hard can also be suppressed. Therefore, in the control device 1 configured in this way, the ride quality of the occupant when the vehicle 100 lands can be improved more than before.
• the damping force at the time of contraction of the shock absorber 1 1 1 is the specified damping force ⁇ F 1 or less in the damping force control at the time of landing. It is a configuration that controls the damping force characteristics of the shock absorber 1 1 1 so as to approach the target damping force ⁇ F 2. In the control device 1 configured in this way, it is possible to suppress the increase in the straw of the shock absorber 1 1 1 due to the limitation of the damping force at the time of contraction of the shock absorber 1 1 1 and the vehicle 100 to land. It is possible to further improve the ride comfort of the passenger when the vehicle is used.
• the control unit of the control device 1 4 is a configuration that controls the damping force characteristics of the shock absorber-1 1 1 as follows.
• the shock absorber 1 1 1 in the state before the jump detector 3 detects the jump of the vehicle 100 0.
• the damping force characteristic is the first damping force characteristic ⁇ 1.
• the control unit 4 is in a state where the contraction speed of the shock absorber 1 1 1 is smaller than the specified speed in the damping force control during landing.
• the damping force characteristic of the shock absorber 1 1 1 is the second damping force characteristic 0 2, which is harder than the first damping force characteristic 0 1.
• the control unit 4 In the landing damping force control, when the contraction speed of the shock absorber 1 1 1 is higher than the specified speed, the damping force characteristic of the shock absorber -1 1 1 is changed from the second damping force characteristic 0 2.
• the damping force of the shock absorber 1 1 1 is set to the soft third damping force characteristic 0 3.
• the damping force of the shock absorber 1 1 1 can be easily controlled.
• the control unit 4 when the damping force characteristic of the shock absorber 1 1 1 is changed in multiple stages, the control unit 4 is instructed to have a constant value when setting the second damping force characteristic 02. It is configured to output a signal. Further, the control unit 4 is configured to output a command signal of a constant value when the third damping force characteristic 03 is set.
• the control device 1 By configuring the control device 1 in this way, the number of times the damping force characteristic of the shock absorber 1 1 1 is changed can be suppressed, and the damping force of the shock absorber 1 1 1 can be controlled. It can be done easily.
• the vehicle 100 on which the control device 1 is mounted is an off-road vehicle.
• Off-road vehicles are likely to run with jumps.
• the control device 1 that can improve the ride quality of the occupant when the vehicle 100 lands is mounted on the off-road vehicle.
• control device 1 according to the present embodiment has been described above, the control device according to the present invention is not limited to the description of the present embodiment, and is one of the present embodiments. Only the department may be implemented.
• 1 control unit, 2 receiver, 3 jump detector, 4 control unit 100 vehicle, 1 0 1 car body, 1 0 3 wheels, 1 0 3 FL left front wheel, 1 0 3 FR right front wheel, 1 0 3 scale Left rear wheel, 1 0 3 scale Right rear wheel, 1 1 0 (1 1 0 FL, 1 1 0 FR, 1 1 0 scale B, 110 0 scale)
• Spring 1 1 1 (1 1 1 FL, 1 1 1 FR, 1 1 1 scale B, 1 1 1 scale
• Shock absorber 1 1 2 (1 1 2 FL, 1 1 2 FR, 1 1 2 scale B, 1 1 2 scale)
• Actuator 1 1 3 Forward / backward acceleration sensor, 1 1 4 Left / right acceleration sensor, 1 1 5
• 1 1 6 (1 1 6 FL, 1 1 6 FR, 1 1 6 scale B, 1 1 6 scale 1 ⁇ Acceleration sensor under the panel, 1 2 0 Road surface.

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• Engineering & Computer Science (AREA)
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• Physics & Mathematics (AREA)
• Acoustics & Sound (AREA)
• Aviation & Aerospace Engineering (AREA)
• Vehicle Body Suspensions (AREA)

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• 2020
  • 2020-05-29 JP JP2020094408A patent/JP2021187296A/ja active Pending
• 2021
  • 2021-05-10 DE DE112021003027.2T patent/DE112021003027T5/de active Pending
  • 2021-05-10 WO PCT/IB2021/053935 patent/WO2021240276A1/ja not_active Ceased
  • 2021-05-10 US US17/928,036 patent/US12208657B2/en active Active
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