JPS601009A - Control unit of oil hydraulic damper - Google Patents

Abstract

PURPOSE:To perform the stable control without largely changing the crew attitude during the whole braking period by feeding voltage pulses with fixed time width based on the brake sensor output and the preset car speed arrival time respectively to a damping force switching actuator in sequence in the said control unit for a car. CONSTITUTION:When a quick brake is applied during the high speed run, a brake sensor 1 detects, its signal is made a pulse signal with a preset time width via a converter 2 and a capacitor 3, and it is inputted to an actuator via an inverter 5, an NAND gate 6, time constant circuits 8, 9, an NAND gate 7, and an OR gate 10. On the other hand, when a car speed is decreased to a predetermined value, a signal based on the output of a car speed sensor 11 is inputted to the OR gate 10 likewise via time constant circuits 14, 15, an NAND gate 17, and a switching circuit 21. Thereby, both pulse signals are inputted to the actuator only when the brake sensor is operated, thus the crew attitude can be stabilized.

Description

DETAILED DESCRIPTION OF THE INVENTION The unexploded IJJ relates to a control device VC for a hydraulic shock absorber used in both 1F.

Vehicle a) When a braking operation is performed while the vehicle is running, a phenomenon occurs in which the front part of the heavy body bends (nose down) in response to the deceleration request. The reason for this is that the braking force acts backwards on the tire ground contact surface that is lower than the center position of the vehicle, and a head-down moment is generated.

In addition, due to this phenomenon, the load on the front wheel increases and the load on the rear wheel decreases by that amount.If the deceleration is large, the rear wheel may lock and driving becomes unstable. Not only that, but the shock to the human body becomes greater, and the driver...
There was a problem that the handle operation became unstable.

The present invention solves these drawbacks and controls the shock absorber to be stiffer in the time range where the pitch angle becomes large during the braking time of the vehicle, so that the occupant can maintain a stable posture during the entire braking time range. The purpose is to provide a hydraulic shock absorber that can be maintained.

In order to achieve this object, the present invention includes a brake sensor that detects the start point of braking, and a time constant circuit that forms a voltage pulse with a predetermined time width based on the output of the dynamic sensor. , a vehicle speed sensor that detects the vehicle speed that changes due to the braking, a time constant circuit that outputs a voltage pulse with a predetermined time width based on the time when the set vehicle speed is reached, and the voltage of both of the time constant circuits. 414 from a circuit that sequentially supplies Buff Nu to a damping force switching actuator.
It was accomplished.

Embodiments of the present invention will be described below with reference to the drawings.

8F4. ' Figure 1 (a) shows the vehicle ili! which is the basis for explaining this embodiment. The pinch angle characteristics due to I motion are shown. According to this? At the beginning and end of the l1lJ movement,
It can be seen that the pitch angle rises significantly and has a great effect on the posture of the human body1.Based on these characteristics, this invention sets the total braking time of a DJ vehicle as shown in Figure 1 (b), and the car floor due to that braking In the case where the deceleration state is 7 as shown in Fig. 1(C), there is a time region 'I + t2 period in which the pitch angle increases significantly as described above (for example, 1. = 2iφ, t2 = 1 second). In K, if the hydraulic shock absorber is properly used, it is possible to minimize the effects of sudden nose-down of the vehicle and deterioration of human body posture due to f+.

Therefore, in this invention, as shown in FIG. The damping force switching actuator of the device, for example, the valve opening degree and orifice diameter adjustment member, is controlled and operated.

FIG. 2 shows an electrical control circuit for performing such control operations. In the figure, / is a braking sensor that detects the braking start point, 2 is an inverter, 3 is a time constant circuit capacitor and resistor that forms a pulse with a predetermined short time width based on the braking start point, and 3 is inverter, Otsu, 7 is NAN
The D gate and the resistor are connected between the NAND gates B and 7, and are a capacitor and a resistor of a time constant circuit that forms a pulse with a time width t1 based on the above pulse, and 10 is a zero gate.

On the other hand, // is a vehicle speed sensor that detects the vehicle speed, /-2 is a comparator that detects whether the vehicle speed has decreased to the set vehicle speed, /3 is an inverter, /'l, /,! i is a time constant circuit capacitor and resistor that forms a pulse based on the time when the set vehicle speed is reached; /l is an inverter; /7. /, l- is NAN I) gate, /9. ．． 20 is a t4 constant circuit capacitor and a resistor connected between both Nant gates/') and 1g, forming a pulse with a time width t2 based on the 11α pulse. ,,2/ is N A N J) gate /7 and OR gate /.

In the switching circuit that connects the seven rooms, :In
, l motion-'! It acts to close only during the period when a signal is output from the sensor/.

? 9(K) Explain the operation of this circuit.

First, apply 411 brakes when the vehicle is running, especially at high speeds.
In this case, the brake sensor detects this and...
Outputs a level signal. This signal (I inverts capacitor 3 after being inverted, 71T: L
, and its output 6 outputs a pulse having a predetermined interplane width. This pulse is inverted in the positive direction when the inverter is dirty, and the high-level positive pulse is input to one input terminal of the NA and ND gates a)11. In addition, the human power at the other input terminal is at a high level' (there is, therefore, IN A N
The output of D gate B is a low level pulse;'z l
), a time constant circuit consisting of capacitors g and 2 generates a negative pulse with a time width of tl, which is input to the NAND gate 7 to obtain a positive pulse with a time width of tl. This is output to the actuator via the OR gate 10. on the other hand,
At the falling edge of the positive pulse with time width t, the other input of the NAND gate hJ becomes low level, so the output of this NANI) gate name becomes high level, and as a result, the NAND The output of gate 7 becomes low level.

In this way, a positive pulse with a time width t1 is obtained at the output of the zero gate 10.

On the other hand, when the vehicle speed decreases by υIK as shown in FIG. Outputs a level signal.

Is this signal inverted? is inverted at the capacitor/4. In a time constant circuit made up of a resistor/6, it is converted into a high level pulse with a predetermined time width. This positive pulse is again inverted by the inverter/B and applied as a negative pulse to one input terminal of the i'JAND gate/7.

Therefore, regardless of the human power level at the other input terminal, the output of the IN AN D gate/7 is at a high level, and the I
The i'i constant circuit shapes the pulse into a positive pulse with a time width t2. This positive pulse is supplied to each of the switching circuits 11 and 2/, and is further inverted at the NAND gate/g and inputted at the other input terminal of the NAND gate/7 (this NANl) gate/g. When the two human powers at 7 become high level -, 14 Te, the switching circuit outputs a positive pulse with the above-mentioned time width t2 to 2/. As mentioned above, the positive pulse of time width t2 supplied to the switching circuit 2/ expands to 1 when the output of the fli11 moving hinoza/ is at the level, that is, during the time when the brake is depressed. 01(, is supplied to the gate 10, and therefore, when viewed at the same time width, the output side of the OR gate 70 ((iln) where two positive pulses with time widths t and t2 are output in succession. This signal is '-1' damping car of hydraulic shock absorber]
The change j [J is input to the actuator, and the hydraulic shock absorber is applied so as to suppress the rise of the pitch angle mentioned above.

Adjust the hardness within 2 hours as shown in Figure 1(d).

As explained in detail above, according to the present invention, by suppressing the pitch at the beginning and end of braking of the vehicle, stable braking can be performed without significantly changing the driving posture of the driver or the driving posture of the passenger. At the same time, it is possible to prevent the occurrence of situations that impair steering stability, such as locking of the rear wheels.

[Brief explanation of the drawing]

FIG. 1 is a graph showing the relationship between the pitch angle of a vehicle and its pitch angle improvement characteristic, and FIG. 2 is an electric circuit diagram of the control device of the present invention. /...Brake sensor! , 9... Time constant circuit capacitor and resistor, //... Vehicle speed sensor, /9°, 20
...Capacitors and resistors for time constant circuits. Procedural amendment (spontaneous) August f, 1980 l [Mr. Kazuo Wakasugi, Director General of the Public Permit Office 1 Display of case 1988 Patent Application No. 109487 2 Name of invention 3 Case of person who amends control device for hydraulic shock absorber IMI Section Patent Applicant Address I9τ (092) Vba Kogyo Co., Ltd. Name 4th Director Address Yaesu Building, 2-10-8 Yaesu, Chuo-ku, Tokyo Name (Aq3t, ) Patent Attorney Izumi Amano 5 (2. Claims (11k) (, 3. Detailed description of the invention (4) Drawings 1. i (1. The title of the invention is corrected as follows: ``Vehicle attitude control method'' (2. The scope of the claim is corrected as follows. ``At the beginning of braking i and near the end of braking, A method for controlling the attitude of a vehicle, characterized in that the damping force of a hydraulic shock absorber that suspends the front part is further increased to prevent the front part of the vehicle body from lowering and the rear part from rising." (3) Specification, page 1, 15- Correct line 16, “Hydraulic shock absorber control device” to “Vehicle attitude control method.” (4) On page 2, lines 13-14, “Hydraulic shock absorber” should be changed to “Vehicle attitude control method.” (5) From line 15 of page 2 to line 4 of page 3, "control...
It is 1°. "At the beginning and near the end of braking, the damping force of the hydraulic shock absorber that suspends the front of the vehicle is further increased to prevent the front of the vehicle from falling and the rear from rising. Yes,” he corrected. (6) Lines 813-14 of the same 1 tlJ
ti11 device".

Claims (1)

[Claims] A brake sensor that detects the start point of braking, a time constant circuit that forms a voltage pulse with a predetermined time width based on the output 1 of the brake sensor, and a vehicle speed sensor that detects the vehicle speed that changes due to the 1111 movement. , a 21 number circuit that outputs a voltage pulse with a predetermined time width based on the time when the set vehicle speed is reached, and a circuit that sequentially supplies the two time constant circuits to the damping force switching actuator. Control device for Nari/ζ Yuo shock absorber.