JPS6047713A - Suspension control unit of car - Google Patents

Abstract

PURPOSE:To reduce the contact capacity of a transfer switch by providing a main switch being turned on at a delay after the suspension characteristic direction signal is changed on a current feed path to multiple transfer switch means in a variable-characteristic suspension device. CONSTITUTION:When the suspension characteristic is changed to ''hard'' in response to the travel condition or by a manual operation, etc., suspension characteristic direction signals E, F of the judgment circuit 41 of a control unit 6 are transferred to ''hard'', and individual switches 42a-43b of transfer relays 42, 43 are transferred to ''hard'' side contacts b1-b4 via the operation of coils 50, 51 of transistors 48, 49. However, a main relay 45 is in an open state at this step, and no current is fed. On the other hand, a current feed signal G is outputted from the control circuit 6 at a fixed time delay after the signals E, F are changed, the main relay 45 is closed, a current is fed through the transfer relays 42, 43 to drive individual motors 5...5. Accordingly, the contact capacity can be reduced by transferring under a non-conductive condition.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a suspension control device that changes suspension characteristics in accordance with the driving conditions of an automobile or in accordance with manual operation.

(Prior art) The spring constant of the springs and the damping rate of the damper that make up the suspension of an automobile, in other words, the suspension characteristics, significantly affect the ride comfort and body posture of the automobile. For example, if the suspension characteristics are hard, the normal driving If the tires are too soft, the vehicle body will pitch or roll when braking or turning, making the vehicle's posture extremely unstable.

For this related problem, for example, Japanese Patent Application Laid-Open No. 58-308
Publication No. 18 discloses an invention related to "an anti-roll device for a vehicle". This operates the orifice control solenoid of the shock absorber according to the vehicle speed and steering angle to increase the damping rate of the shock absorber during turning. According to this,
During cross-country driving, the suspension characteristics are set to soft to provide a good ride, and when cornering, the suspension characteristics are set to hard to prevent rolling of the vehicle body.

By the way, as mentioned above, variable control of the suspension characteristics of the suspension, especially the damping rate of the damper, is usually performed by controlling the opening and closing of the orifice, as shown in the above publication, and the actuator is a reversible A motor or a rotary solenoid is used, and by switching the direction of energization to these electromagnetic means, the orifice is opened and closed, and the suspension characteristic is switched between a soft state and a hard state. Therefore, this type of suspension control device is equipped with a changeover switch that switches the current supply path to the electromagnetic means.

However, in the past, the switching operation of the change-over switch described above also supplied drive current to the electromagnetic means and also controlled the operation, and therefore, this type of change-over switch has a contact point that does not respond to the repeated power supply and disconnection operations. Relatively large and therefore expensive transfer switches with sufficient capacity were required. In particular, this changeover switch
If you want to control the front suspension and rear suspension independently, or if you want to control the four suspensions on the front, rear, left, and right sides independently, you will need more than one.
C, the cost will be extremely high.

(Object of the Invention) The present invention deals with the above-mentioned actual situation in suspension control devices, and uses low-cost switches with small contact capacity, such as a plurality of changeover switches that change the current path to the electromagnetic means. The present invention aims to reduce the cost of this type of suspension control device.

(Structure of the Invention) A suspension control tall device according to the present invention is configured as follows to achieve the above object.

That is, a suspension device with variable suspension characteristics, a plurality of electromagnetic means that change the suspension characteristics of the suspension device, and a plurality of switching devices that switch the energization path to each of the electromagnetic means in response to a suspension characteristic designation signal issued from a controller. The main switch means is configured to switch from OFF to ON after a certain delay time from the change of the suspension characteristic designation signal, which is applied to the power supply circuit to each changeover switch means. According to such a configuration, the switching operation of each of the changeover switch means is performed with the main switch means in an OFF state, that is, in a non-energized state, and the main switch means is turned ON as soon as the changeover operation of the changeover switch is completed. Then, a driving current in a predetermined direction is supplied to the electromagnetic means via the changeover switch. Therefore, by providing one main switch means with a relatively large contact capacity, it is possible to reduce the size and capacity of a plurality of changeover switch means, which are required.

(Example) Hereinafter, the present invention will be explained based on embodiments shown in the drawings.

As shown in FIG. 1, the suspension devices 2...2 that suspend the front left and right wheels 1...1 around the vehicle body each include a coil spring 3, a damper 4 with a variable damping rate, and a damper 4 with a variable damping rate. 4
411S includes a motor 5 that changes the damping rate of the motor 5. On the other hand, a control device 6 that sends a drive signal A to the motors 5...5 of each suspension device 2...2 (li
? However, the control device 6 receives a signal B from the mode selection switch 7 instructing the control mode, and a signal C from the driving state detection sensor 8 indicating the driving state of the vehicle.
is now entered. Here, the mode selection switch 7 has a function of switching the damper 4 between an automatic control mode and a manual control mode, and a function of switching the damper damping rate in the manual control mode. For example, a vehicle speed sensor, a steering angle sensor, a brake sensor, etc. are provided.

Next, the specific structure of each of the above suspension devices 2 will be explained with reference to FIG. The piston rod 13 has a piston case 15 to which wheels are attached via pins 1 to 14, and the piston rod 13 is inserted therethrough so as to be able to slide vertically. 4J16.17 is fixedly installed, and the above-mentioned coil spring 3 is attached to both spring holders.

The piston case 15 is composed of an outer cylinder 18 and an inner cylinder 19, and the piston rod 13 is inserted into the inner cylinder 19.
A stepped main valve 20 is fitted to the lower end, and the interior of the inner cylinder 19 is partitioned into a lower chamber 21 and a lower chamber 22. The space is used as a reservoir seedling 23. The upper end of this reservoir chamber 23 communicates with an upper chamber 21 in the inner cylinder 19, and the lower end communicates with a lower chamber 22 via a bottom valve 24 having an orifice. has been done.

On the other hand, the main valve 20IL, as shown in an enlarged view in FIG.
A contraction side orifice 26 is configured to allow working fluid to pass only from the lower chamber 22 to the upper chamber 21 side of the check valve 27. and further includes a sleeve 2
9 and a valve body 30 rotatable within the sleeve 29. This orifice valve 31 is operated as shown in FIG. 4 (a) by rotating the valve body 30 via the control rod 32 inserted into the piston rod 13 by the motor 5 shown in FIG. 1.2.
The state in which the through hole 29a in the sleeve 29 and the through hole 30a in the valve body 30 are in communication as shown in > and the state in which the reversing holes 29a and 3Qa are blocked as shown in FIG. ing. As a result, the damper 4 constituted by the lower chamber 21, the lower chamber 22, and the main valve 20 is 1. A state in which the upper chamber 21 and the lower chamber 22 are communicated only through the orifice 26 or 28 with a large attenuation rate, that is, a hard state, and in addition to these, a rainy sky 21.2.
2 is also communicated by the orifice valve 31, and the damping rate is switched to a small state, that is, a soft state.

Further, to explain the configuration of the control device 6 with reference to FIG. 5, the control device 6 includes a determination circuit 41, two switching relays 42 and 43 for front suspension and ψ suspension, and a switching relay for these. One main relay 45 is provided on the power supply circuit 44 of the relays 42 and 43. The determination circuit 41 receives signals B and C from the mode selection switch 7 and the driving state detection sensor 8, and selects an I corresponding to the instructed mode or the detected driving state of the vehicle.
The suspension characteristics of the CFC 1 to A7 suspensions are determined, and suspension characteristic designation signals @E and F are output that respectively indicate the determined suspension characteristics, and at least one of these signals E and F changes. After a predetermined delay time of 1+ (see Figure 7), the energization signal G is output.Here, when the energization QG is turned on, the transistor 46 is turned on and the coil 47 is turned on. By energizing the main relay 45, the main relay 45 is actuated by I'Jl.

The suspension characteristic designation signals E and F are, for example, the suspension characteristic)
When specifying ＼-do, set it to high level, and specify soft J-
When the voltage is high, the transistors 48 and 49 are turned on, and the coils 50 and 51 are excited. On the other hand, the switching relays 42 and 43 have power side switches 42a and 43a, respectively, and earth side switches 42b and 43b interlocked with the power side switches 42a and 43a.
1 to de-energize each switch 42a, 4 as shown in the figure.
Soft side contacts a1 and 2b, 43a, and 43b
...A4 is connected, but the above coils 50', 51
When energized, the A-side contacts b1...b4 are connected at t. Then, a power supply side switch 42 in the switching relay 42 (the same applies to the switching relay 43)
Hard side contact b1 (b3) of 8 (43a) and soft side contact a2 (a) of earth side switch 42b (43b)
4) are connected to one input terminal 5' of the two motors 5, 5 for Freon 1 to suspension (for switching relay 43 and 17 for suspension) via die delta 52, 53 and limit switch 54, respectively. is connected to the soft side contact a1 (a
3) and the hard side contact b2 (b4) of the earth side switch 42b (43b') are connected to the two motors 5, 5.
is connected to the other input terminal 5''.

Here, the limit switch 54 is integrated into the motor 5 as shown in FIG. As shown in FIG. Strip contact 5
6a, 56b, for example, a brush-like contactor 55a
, 55b.

55c is provided. And one strip contact 56
b and the corresponding third contact 55C are arranged so as to be in constant contact with each other, and the other glue 1) Jl'i
The point 56a corresponds to the first point. Second contact 55a, 5
5b are arranged so that at both stroke ends of the rotation range of the movable disk 56, either one of the contacts 55a or 55b moves away from the strip contact 56a. still,
The movable disk 56 rotates integrally with the rotor 5b of the motor 5, and the rotor 5b and the valve body 30 of the orifice valve 31 which is connected to the damper 4 are connected via the control rod 32. Movable disk 56 and valve body 30
The positional relationship always corresponds to that of the orifice valve 31, as shown in FIG. 4-6.
When the contacts a and 30a are brought into communication, the second contact 55b separates from the strip contact 56a, and from this state, the valve body 30 and the movable disk 56 rotate by a certain angle in the X direction to open the through holes 29a and 30n of the orifice valve 31. When the first contact 55a is moved m117i, the first contact 55a separates from the strip contact 56a.

Next, the operation of the above embodiment will be explained.

Now, for example, when the mode selection switch 7 shown in FIG. If the suspension characteristics of the switch 7 and the lens 8 are set to soft, or if the mode selection switch 7 is set to the soft side in the manual control mode, the switch 7 and the lens 8
Judgment circuit 41 of the control device 6 to which signals @B and C are input from
is the suspension characteristic designation signal E.

It outputs a low level signal as F that instructs the software. Therefore, transistor /18.49 and coil 50.51 are both in the OFF state, and each switch 42a, 42b in changeover relay 42.4.3
, 43a, 431) are all soft side contacts a1~
a4 is connected. At this time, in each suspension device 2...2, the through holes 29a and 30a of the orifice valve 31 in the damper 4 are in a state of communication as shown in FIG. The characteristics (attenuation rate) are considered to be in a soft state.

However, if the driving condition of the vehicle changes from this state to a state where the suspension characteristics should be set to hard in both the front and rear, or if the mode selector switch 7 is set to the hard side in the manual control mode, at the same time, the control device 6 The suspension characteristic designation signal E output from the determination circuit 41 in
F switches to a high-level signal indicating hardware, and accordingly, transistors 4, 8, and 49 are turned on and coils 50, 51 are excited, and each switch 42a, 42b, 42b in switching relay 42, 43 is activated. 43a, 43b
As shown by the dotted line, the hard side contacts b1 to I) 4 are connected all at once.
Switch to the state where it is connected. However, at this point, the main relay 45 on the power supply circuit 44 of the switching relay 42, 43
is heard, the drive current is not supplied from the switching relays 42, 4.3 to each motor 5...5, and the switching operation of the suspension characteristics of the motors 5...5 is not performed. do not have.

However, it is not shown in FIG.
When m5) has elapsed, the control 1 is outputted from the determination circuit 41 of the device 6 as an energization signal Gcal, the 1-herald resistor 46 is fired, and the coil 47 is energized, thereby closing the main relay 45. Therefore, the power supply side switches 42a, 438 of the switching relays 42.43 are connected via the power supply circuit 44.
is connected to a power source 57. At this time, each motor 5...5
As shown in FIGS. 5 and 6(a), the limit switch 54 at J5 is in a state where the first contact (contactor) 55a is connected, so that the limit switch 54 is connected to the main relay 45 and the switching relay 42 from the power source 57. Power side switch 4 in .43
28.438 hard side contacts bi, b3 and motor 5.
A circuit is connected to one terminal 5' of each motor 5 through the diode 52 and the first contact 55a of the limit switch 54 on the side of the motor 5.
・The other terminal 5'' of 5 is the hard side contact b2 of the earth side switch 42.b, 43b in the switching relay 42.43
．． Connected to ground via b4. As a result, each motor 5...5 is energized in the X direction shown in FIG. 31 valve body 3
0 is rotated in the X direction from the state shown in FIG. state. When this switching is completed, as shown in FIG. 6(b), the first switch of limiter 1 to switch 54 is
The contact 55a is cut off, and power supply to the motors 5...5 is stopped. Further, as shown in FIG. 7, after a set time t2 (for example, 1 s) has elapsed since the energization signal Q was turned ON, the energization signal G is turned OFF and the main relay 45 is heard. .

In this way, the suspension characteristics of each suspension device 2...2 are switched.In this case, first, the suspension characteristics designation signals E and F change, and the switching relays 42.
．． 3 switches in the de-energized state, and then main relay 4
5 is closed, the motor 5...
・Electrification will be applied to 5.

Such an operation is similar when the suspension characteristic designation signals 'r, r change from a high level state instructing hard to a low level state instructing soft, as shown in FIG.
After the change, the energization signal G that closes the main relay 45 is output after a predetermined delay time t1 has elapsed. In this case, the current from the power supply 57 is transmitted to the power supply side switches 42a and 43a in the main relay 45 and the switching relays 42 and 43.
terminal 5'' of the motor 5 via the rough L-side contacts al and a3 of
, and the other terminal 5' of the motor 5 (the second contact 55b of the Mitswitch 54, the diode 53, and the ground side switch 42 in the switching relay/1.2.43).
b, 4.3b are grounded through the soft side contacts a2 and a4, and current flows through each motor 5...5 in the Y direction opposite to the above case, and the valve body 30 in the orifice valve 31 and the limit switch 54 The movable disk 56 shown in FIG. 4(b) and FIG. 6(11) is rotated in the tyh direction shown in FIG. 4(b) and FIG. 6(11), respectively.

Further, the above operation is performed in the same way when only one of the suspension characteristic designation signals E and F is changed in order to change the suspension characteristic of either the front suspension or the rear suspension.

Note that the energization (i.G) that is output after the suspension characteristic designation signal E, 1: changes returns to the OFF state when the set time t2 has elapsed, but the suspension characteristic designation signal @E is output before the set time t2 has elapsed. , F changes again, and at the same time the switching relay 42
．． When the relay 4.2.43 switches, the relay 4.2.43 switches in the energized state. In contrast, the eighth
As shown in the figure, for example, after the suspension characteristic designation signals @E and F change to high level and the energization signal G turns ON accordingly, the suspension characteristic designation signals E and F change before the set time t2 elapses. When there is a change in the state that should be changed to low level again, the energization signal G is returned to OFF at the same time as this state change, and after a set time t3 (for example, 10m5) has elapsed, the specified signal E is turned off. , F to low level to operate the switching relays 42, 43, or change the designated signals E, F- to low level at the same time as the state change, and at the same time turn off the communication QG, and then set After time t3 has elapsed, switching relays 42 and 43 are activated.
That's fine. If the switching relay 4.2.43 outputs the energization signal G again after the delay time [1] has elapsed after the switching operation, the initial objective will be achieved.

(Effects of the Invention) J: Sea urchin above According to the present invention, in a suspension control device that variably controls the suspension characteristic Oa according to the driving condition of the automobile or according to manual operation, the suspension characteristic can be changed. The switching switch means for switching the energization path to the electromagnetic means to be operated is switched in a non-energized state. As a result, for example, in the above-mentioned embodiment, two switches (four switches are required), and when controlling the suspension characteristics for each of the front, rear, left, and right suspensions, four switches are required (eight switches are required as a single switch). ) It becomes possible to use a switch with a small contact capacity as the required changeover switch means, thereby reducing the cost of this type of control device. In addition, J:
As a result, wear and tear on the contacts of the switching means is reduced, and durability and reliability are improved.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, and FIG. 1 is a control system diagram, FIG. 2 is a vertical cross-sectional view showing the suspension device up to 174, and FIG. 3 is an enlarged vertical cross-sectional view of the main parts. 4(a) and 4(b) are enlarged cross-sectional views showing the action of the orifice valve taken along line IV-IV in FIG. 3, and FIG. 5 is a circuit diagram showing the configuration of the control device. > , (
b) Fig. 2 is an enlarged cross-sectional view showing the action of the limit switch taken along the line Vl-Vl, Fig. 7 is a time chart showing one operating state of the embodiment, and Fig. 8 is a time chart showing another operating state. It is a time chart figure which shows. 2... The suspension device, 5... Electromagnetic means (motor), 41... Controller (judgment circuit), 42, .
43...Switching switch means (switching relay), 44...
・Power supply circuit, 45... Main switch means (main relay) Applicant: Toyo Kogan Co., Ltd.

Claims (1)

[Claims] (1) A suspension device with variable suspension characteristics, a plurality of electromagnetic means that change the suspension characteristics of the suspension device, and a plurality of electromagnetic means that switch the energization path to each of the electromagnetic means in response to an IIJ frame characteristic designation signal issued from a controller. and a main switch means that is provided on the power supply circuit to each of the changeover switch means and switches from OFF to ON after a certain delay time from the change of the suspension characteristic designation signal. Device.