JPS6181212A - Electronic control suspension unit - Google Patents

Abstract

PURPOSE:To improve the response of roll control by making a decision that starts the roll control using a steering wheel angular speed value and obtaining the control time using a car speed steering wheel angular speed map or a G sensor map according to the size of the steering wheel angular speed. CONSTITUTION:Suspension units SRL and SRR for right and left front and rear wheels have individually main and sub air spring rooms 11 and 12. Each of the spring rooms 11 and 12 is connected to reserve tank 21 through solenoid valves 221 and 222 for air intake and to the atmosphere through solenoid valves 271 and 272 for air exhaust. In this case, if the steering wheel angular speed obtained from the output of a steering angular sensor 42 exceeds a preset value and if the said angular speed goes below the preset value, a control unit 36 obtains the control time using a car speed steering wheel angular speed map or a G (lateral acceleration) sensor map, respectively. Then, the said solenoid valves 221, 222, 271, and 272 are on-off controlled according to this control time.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to an electronically controlled AV suspension device that prevents rolling of an automobile.

[Technical background of the invention and its features]

Suspension system A1 equipped with an attitude control function that reduces roll displacement of the vehicle body by individually adjusting the fluid pressure in the fluid spring chambers provided in each left and right suspension unit.
] In the system, the determination of whether or not to perform roll control was made based on the acceleration in the left and right direction acting on the entire vehicle body, so the roll control was delayed in time relative to the actual vehicle body roll. There is a drawback.

[Purpose of the invention]

The present invention has been made in view of the above points.

Its purpose is to control roll control in a suspension control device equipped with an attitude control function that reduces roll displacement of the vehicle body by individually adjusting the fluid pressure in the fluid spring chambers provided in each left and right suspension unit. The purpose of the present invention is to provide an electronically controlled suspension system that can be operated accurately without delay.

[Summary of the invention]

The fluid pressure in the fluid spring chambers provided in the left and right G suspension units is adjusted individually to 1. In a suspension control system equipped with an attitude control i41 function that reduces the roll displacement of the vehicle body by adjusting the steering wheel angular velocity, the steering wheel angular velocity value is used to determine the start of roll control a, and when the steering wheel angular velocity exceeds a predetermined value, the vehicle speed is - Using the handle angular velocity map, when the handle angular velocity is less than a predetermined value, the arsenic control time is determined using the G sensor map.

[Embodiments of the invention]

An electronically controlled suspension device according to an embodiment of the present invention will be described below with reference to the drawings. In Fig. 1, Srt is the suspension unit for the right front wheel of the 5FRii car, and Srt is the suspension unit for the left front wheel.
5R1L is suspension unit & SRI for right rear wheel
, is the suspension unit for left 0111 & 1m. Each suspension unit Spa, SFI
, SRL, and SRR have the same structure, so only the structure of the suspension unit 3aL is shown. The suspension unit 3RL is located in the main air spring chamber 1.
Sub-air spring chamber 12° shock upper 13. It consists of a coil spring (not shown) used as an auxiliary spring. Further, No. 4 is an actuator for switching the damping force pipe of the shock agsorper 13 to hard or soft. In other words, this actuator 14 controls the rotation of the damping force switching valve i4m of the shock agsorper 13, and the first It is selected whether the attenuation chamber isa and the second attenuation chamber 13b communicate through only the orifice a1 or through both the orifices a1 and a. And No. 5 is the bellows. η, communication between the main air spring chamber 11 and the auxiliary air spring chamber 2 is established by the actuator 14.

Uncommunicated l! l1illil Kanasano L, you can switch between hard and soft reaction force in the air.

Further, 16 is an air cleaner. This air cleaner 1
The atmosphere sent from 6 is solenoid pal f for shutting off outside air.
It is sent to the dryer 8 via 17. This dryer 1
The air dried by the compressor 8 is compressed by the compressor 19 and stored in the reserve tank 2 via the check pulp 20. Note that No. 19 is a relay for the compressor, and this relay No. 19 is connected to control unit 3, which will be described later.
Controlled by signals from 6. The reserve tank 21 is connected to the main and sub-air spring chambers 11 and 12 of each suspension unit SRL%SPL through a pipe 23 in which viscous solenoid pulps 221 to 224 are interposed. In addition, the main and sub air spring chambers 11.12 of the suspension units 5FLL and 3aa are connected by a communication pipe 25 in which a communication solenoid/circle 24 is interposed, and the main and sub air spring chambers of the suspension units 3FL and SFR are The chambers 11 and 12 are connected to a communication pipe 26 in which a communication solenoid 9 loop 242 is interposed. Also.

The king of each of the above suspension units SRL-SFL,
The auxiliary air spring chamber 11.12 is the exhaust solenoid pulp 2'
Exhaust pipe 281 check valve 29. Dryer 1B, solenoid pulse 17. It is released to the atmosphere via the air cleaner 16. A piping 31 in which a solenoid pulp 30 for selecting an air supply side flow path is interposed is arranged in parallel with the air supply piping 23 . Furthermore, a pipe 33 in which a solenoid pulp 32 for selecting an exhaust flow path is interposed is arranged in parallel with the exhaust pipe 28 .

Further, a hard/soft switching solenoid pulse 34 is interposed between the air supply pipe 23 and the actuator 14. Further, the pressure of the compressed air stored in the reserve tank 21 is detected from the pressure cassette 35V. The detection signal of this pressure switch 35 (1, 37 is sent to the control unit 36, connected to the communication pipe 25 and connected to the rear wheel suspension unit)
This is the pressure switch that detects the internal pressure of the secondary nitrogen chambers 11 and 12, which is the king of SRR and SRL. This pressure switch 37
The detection signal is sent to the control unit 36. Also, 38F is the lower arm 3 on the right side of the m1 part of the car.
A front vehicle height sensor is attached to 9 to detect the front vehicle height of the vehicle, and a rear vehicle height sensor is attached to the lateral rod 40 on the rear left side of the 5sRVi vehicle to detect the rear vehicle height. High sensor. Vehicle height detection signals outputted from the ±vehicle height sensors 38F and 38R are input to the control unit 36. The above Sen-+
73s F.

The s8R has a Hall IC resistor and a magnet, one of which is attached to the wheel side and the other to the vehicle body, and detects the distance from the normal vehicle height level and the low or high vehicle height level. Still, 4 is a vehicle speed sensor that detects the vehicle speed, and a detection signal output from this vehicle speed sensor 4 is input to the control unit 36. On the awn, 42 is the handle 4
This sensor 42 is a steering wheel angle sensor that detects the steering angle of No. 3, and outputs a steering wheel steering angle detection signal to the control unit 36. 44 is an acceleration zero sensor serving as a vehicle body posture sensor that detects changes in the posture of the vehicle body, and this acceleration sensor 44 is designed to detect changes in pitch, roll, and yaw of the vehicle body on the automobile spring. . For example, when there is no acceleration, the weight is in a hanging state, and the light from the light emitting diode is blocked by the shielding plate and does not reach the photodiode, thereby detecting that there is no acceleration. and.

When acceleration is applied forward and backward, left and right, or up and down, the weight tilts or moves, and the acceleration state of the vehicle body is detected. moreover.

45 has high vehicle height (HIGH), low vehicle height (LOW),
The vehicle height selection switch 46 is set to the vehicle height adjustment (AUTO) and is an attitude system al1 selection switch that selects the attitude side i1 to prevent roll of the vehicle. Signals from the switches 45 and 46 are input to the control unit 36. Furthermore, an oil pressure indicator &47 displays whether the oil pressure of the engine oil has reached a predetermined value and the oil pressure fl, and the display operation of this oil pressure indicator 4y is assisted by the control unit 36. Further, 48 is a brake switch that detects the depression and amount of depression of the brake, and its detection signal is input to the control unit 36. In addition, 49 is an accelerator sensor 49 that detects the accelerator once.
The accelerator opening signal outputted from the control unit 36 is inputted to the control unit 36. Furthermore, 50 is an engine rotation number sensor that detects the engine rotation number, and this sensor
The r6 engine rotation speed signal is sent to the control unit 3 above.
Output to 6. Furthermore, si is an ignition key switch 1 whose operation signal is sent from the control unit 36.
is output to. 52 is a gear position sensor that detects the gear position.

This sensor 52 outputs a gear position signal to the control unit 36. In addition, 53 is each bus pency sy
-+-2, y) SFL, SFR, SRL,
This is a hardware selection switch for setting the damping force of 3aa.

In addition, the above-mentioned solenoid pulp 17, 221 to 224
．． 27 no ~ 274,30, 32.34
is a normally closed pulp, and the upper at solenoid valves 241 and 242 are normally open pulps.

Next, the operation of an embodiment of the present invention configured as described above will be explained. The processing in the flowchart of FIG. 2 is performed by the control unit 36.

When the ignition key is turned on, vehicle speed data and steering wheel angular velocity data stored in the control unit 36 are first set in seven entries in step S.

The process then proceeds to step S2, where the pulp sub-time Tm in the map memory is set to zero. Next, step S3
It is determined that the communication solenoid pulps 241 and 242 are open. Then, the process proceeds to step S4, where the steering wheel angle (handle steering angle) detected by the steering wheel steering angle sensor 42, the steering wheel angular velocity, which is a temporal change in this steering wheel angle, and the vehicle speed detected by the vehicle speed sensor 4. is read into the control unit 36.

The process then proceeds to step S5, where it is determined whether the steering wheel angle is within the neutral range. If the determination in step S5 is "YES", the process returns to step S2. On the other hand, if NOJ is determined in step S5, the process proceeds to step S6. In step S6, the communication solenoids 24) and 242 are closed. As a result, communication between the main and auxiliary spring chambers II and 12 of the left and right suspension units is cut off. Next, the process proceeds to step S7, where the steering direction of the I/L steering wheel detected by the steering wheel steering angle sensor "f42" is read into the control unit 36, and in step S8, it is determined whether the steering direction is clockwise (clockwise) or not. If it is determined in this step 88 that □rYEsJ, the process proceeds to step S9, where it is determined whether the position of the steering wheel 43 is to the right of the neutral position.In this step S9, "NOJ" is determined.

In other words, if it is determined that the steering wheel is being steered to the right and the steering wheel is on the left (this is the state in which the steering wheel is turned to the left and then returned to the right), the process proceeds to step S10, where the steering wheel is turned to the left and then turned to the right. Solenoid pulps 241 and 242 are removed. this is.

When the handle is turned to the return side, roll control m'i
Since this is not done, the communication solenoid pulp 24 and 24
2 is open. On the other hand, in step S9 above, [Y
If it is determined that EsJ, the process proceeds to step S11, where it is determined whether or not the steering wheel angular velocity (read in step S4) is equal to or greater than a threshold value. In this step SI
ES", the process proceeds to step Bxz, where the sterilization time Tp is calculated from the vehicle speed-steering wheel angular velocity mag shown in FIG. IIJJTp during control is determined from the G sensor map shown in FIG. Here, each map is set so that the higher the handle angular velocity is, the longer the control time Tp becomes. Next, step S74
Then, the time limit T (=Tp-Tm) is calculated. Here, since Tm is initially set to 0, T=T
It becomes p. Next, the process proceeds to step 5 where it is determined whether rT>OJ and IT>OJ. [Since T=Tp>OJ.

Proceeding to step S16, the control unit 36 issues a command to control the control time T. In response to the control unit 36's a fit signal, the left air supply valve 221, 223. The exhaust solenoid pulp on the right side 272.274 is the control time T7? turned on.

As a result, the pressurized pneumatic 6 air supply flow path selection pulp 30 sent from the reserve tank 21. Large diameter air supply pipe si, air supply pipe 12sh left air supply solenoid valve 221, 22
Yasu pension unit SFL + on the left through 3F
Air is supplied to S”.

At the same time as the air supply 11, the air discharged from the suspension unit 5prc on the right and the main air chamber 1 of the Saa is transferred to the exhaust solenoid pulp 27 on the right.
2,274. Exhaust piping 28. Exhaust flow path selection pulp 32
．． Large diameter exhaust qk33. Check pulp29. dryer l
8. /? Pulp7. It is released to the atmosphere via air cleaner J6. In this way, the vehicle body can be kept horizontal when the steering wheel 43 is steered to the right. and.

After the pulp is opened for a sub-section time T, the left air supply solenoid pulp 221, 223. The exhaust solenoid valves 272 and 274 on the right side are closed and maintained in that state. Then, the process advances to step S17 and the map memory is updated. wife! l, Tm=Tp, or the setting is omitted and the process returns to step S4. When the steering wheel 43 returns to the neutral position, the determination in step 85 is "YES", and in step S3, the communicating threadoid pulps 241 and 242 are opened so that the internal pressures of the main air spring chambers 11 of the left and right suspension units are the same. , and the secondary posture is released.

On the other hand, if the determination in step S8 is "NO", the process proceeds to step 818, where it is determined whether the position of the handle 43 is to the right of the neutral position.

In this step S18, if it is determined that rYEsJ, the handlebar is being steered to the left and the position of the handle fjk is to the right (this is state a where the handlebar is turned to the right and returned to the left), then step 810 Proceeding to , the communication solenoid pulps 241 and 242 are opened.

When the handle is turned to the return side, roll control a t
Since I will not be going there, I will connect solenoid pulps 241 and 2 for communication.
42 is open. On the other hand, if the determination in step 818 is "NO", the process proceeds to step S19, where it is determined whether the steering wheel angular velocity read in step S4 is equal to or greater than a threshold value. In this step 819, rY
If EsJ is determined, the process proceeds to step Bzo, and the control time Tp is determined from the vehicle speed-steering wheel angular velocity mag shown in FIG. The control time Tp can be determined from the G sensor map. Here, each map is set so that the greater the steering wheel angular velocity is, the longer the control time Tp becomes. Next, the process proceeds to step S22, where the control time T (=Tp-Tm) is calculated. Here, since 'rm=o is initially set, T=Tp. next.

Proceeding to step S23, it is determined whether FT>OJ and "T≦0". Since rT=Tp>OJ, step S
At step 24, the control unit 36 is commanded to control the time T.

The right air supply valve 222, 224. is activated by the control signal from the control unit 36. The left exhaust solenoid 14 (271, 273) is turned on for the control time T. As a result, the compressed air sent from the reduction tank 21 is transferred to the air supply flow path selection pulp 30. 3 large diameter air supply pipes.

Air supply piping 23. Renoid pal f222 for air supply on the right side
, 224f to the right suspension unit 5FI
Air is supplied to L and SRa. Also, at the same time as this IIM work, the Susvenge Bara unit on the left) SFL, SR
The air exhausted from the main air spring chamber 11 of L is discharged from the left exhaust solenoid pulp 211.273. Exhaust pipe 28
．． Exhaust flow path selection pulp 32. Large diameter exhaust pipe 33. Check pulp 291 dryer 18. Pulp 17. It is released to the atmosphere via the air cleaner 16f. In this way, the vehicle body can be kept horizontal when the steering wheel 43't is steered to the left. After the pulp is opened for the control time T, the air supply solenoid pulp 222.22 on the right side is opened.
4. The left exhaust solenoid pulp 2'll, 273 is closed and the empty state is maintained. And step f
The process advances to 325 and the map memory is updated. In other words hT
rn=Tp is set and the process returns to step S4. When the handle 43 returns to neutral, the determination is l'-YESJ in step S5, and the communication solenoid pulses f24 and 242 are opened in step S3, so that the internal pressures of the main air spring chambers 11 of the left and right suspension units are the same. It becomes pressure and posture control is released.

Note that if the vehicle speed changes to a region where the control time is larger than the steering wheel angular velocity map or the vehicle height sensor map during cornering, steps S12 and S8
13. The control time 1shTp obtained in S20 and 821 is immediately equal to the control time 1%qi' stored in the map memory.
[' Since it is larger than m, step S14 or S
Control time T (=Tp-Tm) that needs to be added in 22
is determined, and the control of the control period T is commanded in step Sie @ or S24.

〔Effect of the invention〕

As detailed above, according to the present invention, the valley force control function that reduces the roll displacement of the vehicle body is achieved by perfectly adjusting the fluid pressure in the fluid spring chambers provided in each of the left and right suspension units. In the suspension control system equipped with this system, when the steering wheel is turned suddenly, the vehicle speed - steering wheel angular velocity map is used, and when the steering wheel is turned slowly, the pulp control time is determined using the G sensor map, so when the steering wheel is turned suddenly, the pulp control time is calculated quickly. In addition, it is possible to provide a child control suspension device that can slowly control the roll when the steering wheel is turned slowly.

[Brief explanation of drawings]

Figure 1 shows an electronic sterilization suspension system according to the present invention.
2 is a flowchart showing the operation of one embodiment, FIG. 3 is a diagram showing a vehicle speed-steering wheel angular velocity map, and FIG. 4 is a diagram showing a G sensor map. Jl... Main air spring chamber, 221-224... Air supply solenoid pulp, 241.242... Communication solenoid pulp, 271-274... Exhaust solenoid pulp, 36... Control unit. 38F, 38R...Vehicle height sensor & 44...G sensor. 1 representative Patent attorney Takehiko Suzue Figure 3 Vehicle speed (k%)

Claims (1)

[Claims] In an electronically controlled suspension system equipped with an attitude control function that reduces roll displacement of the vehicle body by individually adjusting the fluid pressure in the fluid spring chambers provided in each of the left and right suspension units, fluid is supplied to the fluid spring chambers of the suspension units. An air supply control valve installed in the air supply path, an exhaust control valve installed in the exhaust path that discharges fluid from the fluid spring chamber of the suspension unit, and a steering wheel angular velocity sensor that detects the steering wheel angular velocity. means, a vehicle speed-steering wheel angular velocity map in which a control time is set approximately in accordance with the lateral acceleration acting on the vehicle body determined by the vehicle speed and the steering wheel angular velocity, and a control time is set in accordance with the lateral acceleration acting in the vehicle body. If the steering wheel angular velocity detected by the steering wheel angular velocity detecting means is equal to or higher than a predetermined value, the control time given by the vehicle speed-steering wheel angular velocity map is determined and detected by the steering wheel angular velocity detecting means. and a controller for determining the control time given by the G sensor map and controlling the opening/closing of the air supply control valve and the exhaust control valve to control the roll of the vehicle body when the steering wheel angular velocity is less than a predetermined value. An electronically controlled suspension device featuring: