JPS5881811A - Car inclination adjusting system - Google Patents

Abstract

PURPOSE:To improve both running stability and comfortableness of riding, by determining the functional degree of a shock absorber in accordance with a virtual inclination. CONSTITUTION:A car inclination adjusting system computes linear acceleration and centripetal acceleration in accordance with a car speed signal from a car speed sensor 12 and a steering cut angle signal from a cut angle sensor 13 and discriminates whether the linear acceleration or the centripetal acceleration given exceeds each predetermined reference value or not. As a result, during a period of time the measured linear acceleration or centripetal acceleration remains beyond each reference value, the degree of a shock absorber 3 is so kept up as to stay in a low level. That is, these linear acceleration and centripetal acceleration are regarded as a virtual car inclination whereby this system causes the degree of the shock absorber 3 to be decreased upon judgement of what the virtural inclination is beyond the predetermined setting level.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides vehicle tilt adjustment 1! S/stem, in particular, select the degree of buffering of the lock absorber depending on the slope of the vehicle while driving.2. The present invention relates to a vehicle tilt adjustment system that can sufficiently suppress rolling during turning and pitching during acceleration or braking.

As is well known, various measures have been taken to minimize the rolling of vehicles, such as automobiles, and the pitching that occurs during acceleration or braking, and to improve running stability, maneuverability, ride comfort, etc. There is.

Conventionally, as a countermeasure against this problem, one known method is to install a stabilizer and increase the spring constant of the suspension scene, thereby increasing both the roll rigidity and the pitch rigidity. Although running stability can be improved by increasing the pitch rigidity, there are drawbacks such as poor riding comfort.

The present invention aims to solve the above problem.

The objective is to improve both running stability and ride comfort without contradicting each other. Therefore, the vehicle inclination adjustment system of the present invention includes a running state get output means for detecting the running state of the vehicle, and an arithmetic control means for performing arithmetic processing based on the detection signal from the running state detecting means and outputting a control signal. , a shock absorber that is controlled according to a control signal from the arithmetic and control means, and the shock absorber of the foot absorber is controlled according to the virtual slope of the vehicle calculated by the arithmetic and control means. The present invention will be described below with reference to the drawings.

FIG. 1 shows the configuration of an embodiment of a vehicle inclination adjustment system according to the present invention.

In FIG. 1, (1) is a control device, (2) is a running state detection means according to the present invention, and (3) is a VW hook absorber disposed between an axle and a chassis. 3, 4 or 5, (4) is a key switch, (5) is a microcomputer which is an example of the arithmetic control means according to the present invention, (6)
) is the input buffer, (7) is the analog/? Digital conversion circuit, (8) is an output buffer, (9) is a constant voltage circuit, 1 is a crystal oscillator, and I is a reset circuit.

I is a vehicle speed sensor, which is disposed on an output shaft (not shown) and outputs a vehicle speed signal, such as a vehicle speed pulse signal, proportional to the vehicle speed.

l is a steering angle sensor that outputs a steering angle signal proportional to the steering angle, such as an analog voltage signal; 6◆ is a flow control valve drive unit, such as a solenoid, which is a component of the shock absorber (3); , which is energized and deenergized by the control signal from the control device @(1), and a9 is a flow rate control valve which is another component, and as described later in FIG. The valve drive unit (14) selects the amount of oil flowing between the first oil chamber and the second oil chamber.

When the key switch (4) is turned on, the constant voltage circuit (
9) The constant voltage by the microcomputer (+s) L
2, the microcomputer (5) is reset by the reset circuit 11 and starts a series of processes as shown in FIG. 2 in synchronization with the clock signal from the crystal oscillator a.

(101) represents the step of initializing various registers in the CPU of the microcomputer (5), the memory contents of the RAM, etc.

(102) represents a state that calculates the vehicle speed. That is, in this step (102), the clock number 1 calculated by executing a vehicle speed interrupt routine (not shown), for example, the first vehicle speed pulse from the vehicle speed sensor α field and the
Using the i+4)th vehicle speed pulse and the number of clocks counted during the interval as parameters, vehicle speed data corresponding to the magnitude of the vehicle speed is calculated.

(103) represents the step of calculating the steering angle. That is, in this step (103).

Based on the output signal of the analog/digital conversion circuit (7), that is, the steering angle digital information, steering angle data corresponding to the magnitude of the steering angle of the steering wheel is calculated. This steering angle digital information is taken into the microcomputer (5) at a predetermined timing in an input signal taking step (not shown) and is subjected to calculation in this step (103).

(104) represents a step of calculating acceleration.

That is, in this step (104), step (1
02) The vehicle speed data calculated in #r-, the vehicle speed data calculated in step (102) during the previous program execution, that is, the previous vehicle speed data, and the vehicle speed data calculated in step (102) in the current step (102)
) The acceleration V is calculated based on the time width data corresponding to the time difference between the execution time point and the previous step (102) execution time point. .

(tOS) represents the step of calculating centripetal acceleration.

That is, in this step (10ii), the steering angle is set to θ, and the caster angle is set to β, where β is constant. ), and as shown in FIG.

If R is the vehicle turning radius, φ is the front wheel deflection angle, and L is the axial distance between the front wheels and the rear wheels, then the tangent tanφ of the vehicle rotation radius R and the front wheel deflection angle φ is expressed by the following formula % Formula % (2) Since it is given by and replace it with the following formula % formula % (4), and use this formula (4) to calculate the centripetal acceleration a. Here, in this equation (4), f(0) is the following equation f
(#) ”・5in(tan-”(tanlcos
#)) (5)-Give by ri.

(106) represents a step of determining whether 1 out of 1 absolute values in the acceleration calculated in step (104) is greater than or equal to a predetermined reference value ito.

(107) represents a step of determining whether or not the centripetal acceleration - calculated in step (105) above is greater than or equal to a predetermined reference value a6.

(108) has the ν lock absorber drive display flag set to “
1".

(109) represents the step of setting the flag to "1".

(110) represents a step of performing output processing to turn on a solenoid, which is an example of a flow control valve driving member of the shock absorber (3). And this step (110
) is executed, as will be described later in FIG.
3) The buffering degree becomes a low level value.

(111) represents a step of determining whether or not the flag is "1".

(112) represents the step of resetting the flag to "0".

(113) represents a step of turning off the solenoid. When this step (113) is executed, as will be described later in FIG.
19 returns to its original state, and the buffering degree of the filter absorber (3) returns to its original level, that is, the high level value.

Next, the processing operation will be explained with reference to the flowchart configured as described above.

First, is the absolute value of acceleration +? + and centripetal acceleration g are both their respective reference values? In running state 11 (hereinafter referred to as normal running state) which is less than 0 and g6, the determination results of step (106) and step (107) are rNOJ, and the determination result of step (111) is "NO ”, so step (102) and X? 7 de (103) and step (104) and step (105)
A closed loop consisting of step (106'), step (107), and step (111) is repeatedly executed. Therefore, in this normal running state, the microcomputer (5) does not output a solenoid-on signal, and the lock absorber (3) performs the V-rack absorption operation at the normal buffering level, that is, the high-level buffering level.

On the other hand, when the absolute value of acceleration +++ and/or centripetal acceleration a becomes equal to or greater than the reference value to and/or α0 during vehicle turning, vehicle braking, or vehicle acceleration, step (1
06) and/or the determination result of step (107) is reversed to "YES", and the determination result of step (108) is rNOJ.

Set the clock absorber drive display flag to "1" in step (109), then step (11G)
Performs solenoid on signal output processing.

For this reason, the flow control valve drive unit I of the lock absorber (3) is energized via the output buffer (8), and the flow control valve (2) is actuated to connect the first oil chamber and the second oil chamber. The oil flow line of the filter is reduced, and the damping degree of the shield absorber (3) is reduced to a low level value.

The lock absorber (3) performs a lock absorbing operation with a buffering degree of 5/1 at a low level value until a solenoid off signal output process is performed as described later.

After that, are the absolute value of acceleration 1?1 and the centripetal acceleration g both reference values? 0 and less than α0, step (10
6) and step (107) are rNOJ
and the determination result of step (111) is rYE
sJ, the flag is reset to "0" in step (112), and then solenoid off signal output processing is performed in step (113). For this reason, the flow rate control valve drive section a4, which had been in the energized state, is deenergized,
The flow control valve Ql returns to the original state II. Therefore, the seek absorber (3) performs the seek absorbing operation with the buffering degree of the highest level value.

In this way, the vehicle tilt adjustment according to this embodiment! ! The IV stem is also used to receive the vehicle speed signal from the vehicle speed sensor A and the steering angle signal from the steering angle sensor I.

Calculates acceleration and centripetal acceleration, determines whether the acceleration or centripetal acceleration is greater than the respective predetermined reference value, and if the acceleration or centripetal acceleration is determined, considers the acceleration and centripetal acceleration as virtual vehicle inclination. If it is determined that this virtual slope is higher than a predetermined setting level, the buffering degree of the lock absorber (3) is reduced.

FIG. 4 shows a longitudinal cross-sectional view of the first embodiment of the S'wyri absorber (3).

In FIG. 4, the shock absorber (3) consists of an upper movable part (300)' and a lower movable part (400).

The upper movable part (300) has an upper mount at its upper end (5
00) by welding etc., while the lower movable part (4
00) is similarly secured at its lower end to the lower mound) (600). Then, the upper movable part <300) and the lower movable part (400) move in opposite vertical directions in response to changes in the load applied between the upper mount part (500) and the lower mount part (600) due to vibrations generated by the vehicle. It moves reciprocally and performs the action of absorbing $/,,.

The upper movable part (300) covers the dust cover (301) and the upper opening of the dust cover (301).

upper mound) (500) fixed to upper d (302
), and a piston loft (303) is fixed to the upper inner peripheral surface of the dust cover (301) by welding or the like.

A recess (3) provided at the upper end of the piston rod (303)
04) is equipped with the flow control valve drive unit (n shown in Fig. 1), and a contact body (306) can slide in the central vertical hole (305) of the piston rod (303). Furthermore, a piston part (307) is attached to the lower end E of the piston loft (303).The flow control valve drive part α◆ is connected to the outer peripheral stepped part (308) of the connecting rod (306). A ring-shaped core (310) fixed to the connecting rod (306) by a screw (309), and a piston rod (30
3) A non-magnetic and insulating ring-shaped coil that is fixed to the inner circumferential surface of the recess (304'') by substantially contacting or the like and that allows the ring-shaped core (310) to slide upward and downward. Embedded in the guide (311) and the coil guide (311),
A coil (312) is attached to the dust cover (301) with a hermetic seal and electrically connected to the output buffer (8) shown in FIG. 303) recess (
The spring (313) inserted between the lower surface of the spring (304)
) and a non-magnetic stopper (314) that limits the downward movement of the core (310).

Also, a piston (318) is located at the bottom of the connecting rod (306).
A valve body, ie, a flow control valve (315) according to the present invention, is integrally formed so as to be slidable on the inner circumferential surface of the valve body.

In addition, an oil bow (316) is passed through the central portion of the connecting rod (306) in the longitudinal direction.
(316) is the upper cover (302) and the coil guide (311).
) and the core (310).
17) and the first oil chamber (40
6), and the conduction hole (610) communicates with the oil bow (316) and the fourth oil chamber (611).

Also, the piston part (307) is a piston (307) that slides in the vertical direction inside the cylinder (401) of the lower part
318) and piston (318) with piston loft (3
03), a screw (319), a washer (32G), a washer (321), and a piston ring (322). Piston (31
8) is the first oil chamber (406) of the lower movable part (40G).
) and the valve chamber (323).
) and an oil conduction hole (325) that communicates the second oil chamber (408) and the valve chamber (323). Further, a spring (326) is inserted in the valve chamber (323), and the spring (326) is in a state where the flow control valve drive unit (14) is not energized.

That is, in the normal state, the valve body (315) is pressed downward to maintain communication between the oil passage hole (324) and the valve chamber (323). Further, the valve body (315) is provided with a communication hole (620) that connects the valve chamber (323) and the first oil chamber (406). Note that the recess (30) of the piston loft (303)
4) Insert the shoe sheen (327) between the lower dust cover (301) and connect the recess (304) and the lower movable part (
400) and 5/Linda (401) are prevented from directly colliding with each other.

On the other hand, the lower movable part (400) is covered with a dust cover (301).
A cylinder (401) into which the upper part is inserted, and a lower mound that covers the lower end opening of the cylinder (401).
(600) E A fixed lower cover (402), a loft guide (404) having a piston rod guide hole (403) in the center and fixed to the inner peripheral surface of the upper end of the cylinder (401), It has a free piston (405) inserted into the lower inner peripheral surface of the cylinder (401).

Then, the inner peripheral surface of the cylinder (401) and the piston part (3
A first oil chamber (406) is formed by the lower surface of the cylinder (40) and the upper surface of the free piston (405).
The second oil chamber ( 408) is formed, and a lower lid (402) is formed.
), the inner peripheral surface of the V cylinder (401), and the free piston (4
05) to form a high pressure gas chamber (409).

The other symbols (410) are rings, and (411) are V
−Represents a rule.

Below is the replacement hook absorber (3) configured as above.
Explain the operation.

Under normal running conditions, the spring (326) in the valve chamber (323) continues to press the valve body (315) of the connecting rod (306) downward, and the piston portion (307) is maintained in the state shown in the figure. , the valve chamber (323) and the first oil chamber (
406) are maintained in communication via the oil conducting hole (324). Therefore, the first oil chamber (406) and the second oil chamber (408) are connected to each other through the oil communication hole (324),
It is maintained in communication Q via the valve chamber (323) and four oil holes (325).

Therefore, by photographing the occurrence of the vehicle, the shock absorber (
3), when compressive force is applied to the first oil chamber (406)
receives a pressing force from the piston part (307).

The oil in the first oil chamber (406) is
24), valve chamber (323) and oil conduction hole (325)
) into the second oil chamber (408), while
When tensile force is applied to the V-rack absorber (3).

Now the second oil chamber (408) is the piston part (307)
Under pressure from the IC, the oil in the second oil chamber (408) flows through the oil conduction hole (325), the valve chamber (323), and the oil conduction hole (324) to the first oil chamber (408).
06). For this reason, the V-tsuku Φ absorber (
3) operates with a relatively large degree of buffering.

On the other hand, when the slope of the vehicle exceeds a predetermined level.

A current is supplied to the coil (312) of the flow control valve drive unit ◆ to generate magnetic force, and the core (310) receives this magnetic force, causing the core (310) and the connecting rod (306) to move upward.

The valve body (315) comes to close the oil passage hole (324). For this reason, the oil conduction hole (324) and the valve chamber (323)
), the first oil chamber (406)
and the second oil chamber (40B), only the passage (620) having a small area compared to the conduction hole communicates with each other, reducing the flow of oil, and the pressure in the first oil chamber (406) increases rapidly. . This state is maintained until the current supply to the coil (312) is cut off, and during this time the first oil chamber (
406) is maintained at a high level value. In other words, the degree of buffering of the lock absorber (3) is at a lower level than in the normal running condition as described above.

After that, when the power supply to the coil (312) is stopped.

Due to the disappearance of the magnetic force, the recoa (310) and the connecting rod (306)
moves downward relative to the piston loft (303),
The handle returns to its original state as shown in FIG. Therefore, the looseness of the Sietske absorber (3) returns to its original high level value.

FIG. 5 shows a longitudinal cross-sectional view of the main parts of a shift absorber (3) in a second embodiment of the present invention.

The control device [(1) in this embodiment sets each reference value of acceleration and/or centripetal acceleration to two levels, performs the above-mentioned judgment process, and outputs two levels of output current from the output buffer (8). configured so that Specifically, if the acceleration and/or centripetal acceleration is an intermediate value between a reference value of the low level value and another reference value of the high level value.

An output current having a low level value is output, while an output current having a high level value is output when the acceleration and centripetal acceleration are equal to or higher than the reference value of the high level value.

s/! in this example The hook absorber (3) has an oil conduction hole (324 m) drilled in the screw ton (318).
).

(324b) has a two-stage configuration at a predetermined interval in the longitudinal direction, as shown in the figure, and the other components are the fourth
The structure is similar to that of the V-lock absorber (3) shown in the figure. Then, the valve body (3
15) closes only the oil conduction hole (324a).

On the other hand, the valve body (315) is configured to close both the oil conducting holes (324m) and (324b) when a high level current is supplied to the coil (312).

Therefore, according to this embodiment, (a) in the M normal running state, the piston part (307) and the valve body (315) are maintained in the state shown in FIG. 2
In a state Tc in which the oil chamber (408) is maintained in communication and (b) acceleration and/or centripetal acceleration are on the plane of a low-level reference value and another high-level reference value, the lower side Since the oil conduction hole (324m) is disabled, the oil flow rate between the first oil chamber (406) and the second oil chamber (408) becomes a lower level value than in the case (a) above. (c) In a state where the acceleration and/or centripetal acceleration is higher than the high level reference value, both the oil conduction holes (314m) and (314b) become invalid, so the first oil chamber (406) and the second Oil chamber (
408) is cut off. Therefore, the looseness of the Sietske absorber (3) is in three stages as a whole.

FIG. 6 shows a longitudinal sectional view of a VII hook absorber (3) in a third embodiment of the present invention.

In this example, the vehicle height is changed to
The buffering degree of the absorber (3) can be adjusted, and its control device f1) performs the same processing operations as those described above in FIG.

The V-lock absorber (3) also has a vehicle height adjustment function, and as shown in FIG. 6, it includes a dust cover (301), a cylinder (401), the dust cover (301), The air chamber (7
04) is provided, and the air chamber (704) and the dust cover (301) are attached to the air chamber (705).
The dust cover (301) is configured to communicate with the inner hole (706) through a hole (707) provided in the upper part of the dust cover (301). When the vehicle height lowers, high pressure air is introduced into the air chamber (704) through the hole (707), while when the vehicle height increases, the air in the air chamber (704) is passed through the hole (707) and the vehicle height is increased. Make adjustments. Further, the other configuration is similar to the configuration of the VW hook absorber (3) in FIG. 4.

Therefore, according to this embodiment, it is possible to select the degree of damping of the shock absorber (3) while adjusting the vehicle height.

As explained above, the vehicle inclination adjustment system according to the present invention includes a driving condition detecting means for detecting the driving condition of the vehicle, and performs arithmetic processing based on the detection signal from the driving condition detecting means and outputs a control signal. the above-mentioned system w according to the virtual inclination of the vehicle calculated by the above-mentioned calculation control means; It was configured to determine the degree of buffering of the Tsuku absorber.

Therefore, according to the present invention, the degree of buffering of the V-tsuk absorber can be selected depending on the degree of inclination of both sides.
During normal driving, it absorbs vibrations with a relatively high degree of damping, and on the other hand, when the vehicle is turning, braking, or accelerating, it can reduce the degree of sluggishness and increase roll and pitch rigidity, improving driving stability.

It becomes possible to satisfy both longitudinal stability and riding comfort.

In addition, in the above-mentioned embodiment, -
Although the case where the vehicle speed sensor a is used as a component is shown, the present invention is not limited to this, and an acceleration sensor may be used instead. In this case, it goes without saying that the acceleration calculation process in the calculation control means (field) is omitted.

Similarly, the flow control valve drive unit (14) is not limited to a solenoid, but may be a motor.

Similarly, the Sietske absorber (3) is not limited to one that utilizes hydraulic pressure, but may be one that utilizes pneumatic pressure.

Furthermore, in the same way, the piston (
Oil conduction hole (324) kl drilled in 318)
The structure is not limited to 28, but may be a three-stage structure or more, or may be one in which the flow rate can be adjusted steplessly.

[Brief explanation of the drawing]

FIG. 1 shows the configuration of an embodiment of the vehicle inclination adjustment system according to the present invention, FIG. 2 is a flowchart for explaining an example of its processing operation, FIG. 3 is an explanatory diagram for explaining a method for calculating centripetal acceleration, and FIG. The figure is a vertical cross-sectional view of a V-lock absorber according to a first embodiment of the present invention, FIG. FIG. 3 shows longitudinal cross-sectional views of the lock absorber in three embodiments. 1...Control device 2...Running state detection means 3...-
V-yoke absorber 5... Arithmetic control means 12... Vehicle speed sensor (acceleration sensor) 13... Turn angle sensor 14... Distribution control valve drive unit 15... Distribution control valve 406... 1 Oil room 408・1 2nd oil room □ Agent Patent attorney Tsutomu Tsutomu Figure 2 Figure 3

Claims (1)

[Scope of Claims] 1. A driving state detecting means for detecting the traveling state of the vehicle, and a control signal by performing calculation processing on the acceleration and/or centripetal acceleration of the vehicle based on the detection signal from the driving state detecting means. It is equipped with an arithmetic control means for outputting an output, and a V switching absorber that is controlled in response to a control signal from the arithmetic and control means. A vehicle inclination adjustment V7-tem characterized in that the damping degree of the S/Fukuken absorber is determined based on a comparison with a predetermined reference value. 2. The driving state detection means includes a vehicle speed sensor that generates a vehicle speed signal proportional to the vehicle speed and/or a steering angle sensor that outputs a steering angle signal proportional to the steering angle; Calculate acceleration and/or centripetal acceleration based on the signal and/or the steering angle signal, and compare the acceleration and/or centripetal acceleration with a predetermined reference value. A process is performed to output a control signal according to the comparison result, and v
! The above-mentioned cylinder absorber is connected to a first oil chamber,
a second oil chamber, a flow rate Mj control valve drive section that is energized and deenergized by the control signal, and a flow rate control valve that is driven by the flow rate control valve drive section and selects the flow rate of oil passing between the two oil chambers. A vehicle tilt adjustment system as set forth in claim 1, comprising: 3. The driving state detection means includes an acceleration sensor that generates an acceleration signal proportional to vehicle acceleration and a steering angle sensor that outputs a steering angle signal proportional to the steering angle, and the calculation control means detects the acceleration signal. and the queen steering angle signal, calculate the centripetal acceleration, compare the acceleration and centripetal acceleration with a predetermined reference value, and perform control (processing to output No. 1) according to the comparison result. 1!, the above-mentioned VII+tsuk absorber is driven by the first oil chamber, the second oil chamber, the flow control valve driving section which is energized and deenergized by the above control signal, and the above-mentioned flow control valve driving section. 4. The vehicle inclination adjustment system according to claim 1, further comprising a flow control unit for selecting the flow rate of oil passing between both oil chambers.4. Claim 2 or 3, wherein the oil flow rate is configured to perform a comparison process based on the reference value, and the oil flow rate is configured to classify the oil flow rate into the same number of levels as the reference value.
Vehicle tilt adjustment system as described in section.