JPS6181213A - Electronic control suspension unit - Google Patents

Abstract

PURPOSE:To perform quick roll control for hasty steering and slow roll control for slow steering by switching a flow path selection valve interposed in air supply and exhaust paths according to the steering wheel angular speed and controlling air supply and exhaust control valves according to the car speed or chassis height. CONSTITUTION:The suspension units SRL and SRR of each wheel are provided with main and sub air spring rooms 11 and 12 and pipes 23 and 28 for air supply and exhaust are connected to the respective spring rooms 11 and 12. A flow path selection valve 34 that selects a large diameter path or a small diameter path, air supply control valves 221 and 222, and air exhaust control valves 271 and 272 are interposed in each of the pipes 23 and 28, respectively. In this case, a control unit 36 selects the large diameter path by a flow path switching valve 34 when the output of a steering angle sensor 42 exceeds the preset value and then controls each of the control valves 221, 222, 271, and 272 using a car speed steering wheel angular speed map. On the other hand, when the said sensor output goes below the preset value, the control unit selects the small diameter path and controls each of the control valves using a chassis height sensor map.

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to an electronic side (
Related to suspension devices.

[The background of the invention and its points of interest]

The suspension control system is 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 installed in each left and right suspension unit. If this determination is made based on the left and right vehicle height displacement of the vehicle body, there is a problem in that the roll control lags behind the actual vehicle body roll. Therefore, by incorporating the value of the steering angular velocity of the steering wheel into the condition of whether or not the roll control h starts, the vehicle body roll can be predicted and the above-mentioned problem can be solved. In this case, when the roll control MJ'lk is started based on the steering wheel steering angular velocity, the roll generated in the vehicle body is also sudden.

Quick roll control is required, but when starting roll control based on the vehicle height displacement in the left and right direction of the vehicle body, the steering wheel angular velocity should be small and the roll that occurs in the vehicle body is slow. Slow roll control is also required for roll minor surface twisting.

[Purpose of the invention]

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

The purpose of this is to provide an electronic side (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 a suspension system, when the steering wheel angular velocity detected by the steering wheel angular velocity detecting means is greater than or equal to a predetermined value, the flow path selection valve selects the large diameter passage and air is supplied by determining the constraint time given by the vehicle speed-steering wheel angular velocity map. control valve and exhaust control valve - The valve is opened and closed to limit the roll of the vehicle body, and when the steering wheel angular speed detected by the steering wheel angular speed detection means is less than a predetermined value, the flow path selection valve is activated. A small diameter passage is selected, and the control time given by the vehicle height sensor map is determined based on the vehicle height data output from the vehicle height sensor, and the opening and closing of the air supply control valve and the exhaust control valve are restricted to control the roll of the vehicle body. An object of the present invention is to provide an electronically controlled suspension device that can accurately control the flr-rail narrow side line.

[Summary of the invention]

The 1mA suspension system has an attitude control function that reduces roll displacement of the vehicle body by individually adjusting the fluid pressure in the left and right suspension units.

If the steering wheel angular velocity detected by the steering wheel angular velocity detecting means is higher than a predetermined value, the flow path selection valve selects all the large diameter passages and determines the constraint time given by the vehicle speed - steering wheel angular velocity map to control the air supply. The roll of the vehicle body is controlled by restricting the opening and closing of the water valve and the sub-valve for exhaust, and if the handle angular velocity detected by the steering wheel angular velocity detection means is less than a predetermined value, the small diameter passage is selected by the passage selection valve. A vehicle height sensor map is created based on the vehicle height data output from the vehicle height sensor.
1iillIIIl for air supply to find the given control time
The roll control of the vehicle body is controlled by restricting the opening and closing of the l valve and the exhaust control valve, and when the steering wheel is turned suddenly, the roll control is performed quickly, and when the steering wheel is turned slowly, the roll control is performed slowly. and roll control.

[Embodiments of the invention]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An electronic suspension device according to an embodiment of the present invention will be described below with reference to the drawings. In the first cause, 5FIL is the right side of the car iIJ (export suspension unit), SFL is the left III R'+1 (export suspension unit), Saa is the right (ta11) rear wheel suspension unit), h31iL is the E side rear wheel. This is a suspension unit for. Each suspension unit SF
Since R, SFL, SRL, and Saa have the same structure, the suspension device) SRL (2) Misono m'
Shown in 1M'1. I'll keep it. 81
1. are the main air spring chamber JJ, the secondary air spring chamber 12, and the way
Kuap Sopa 13. A coil spring (1 not shown) is used as an auxiliary spring. Further, No. 4 is an actuator for switching the damping force of the shock absorber 13 to hard or soft. In other words, this actuator No. 4 restricts the rotation of the damping force switching valve Z4a of the shock absorber No. 3. The wave chamber 13m and the second damping chamber 13b are communicated only through the orifice a, or the orifice 7, 8. You can select whether to communicate via both and a. And h1B is a bellows. In addition, the main air spring chamber II and the sub-air chamber 1 are connected to each other by the actuator 4.

Non-communication control is 'fX'2! Then, hard/soft switching of the desired spring reaction force is performed.

Further, 16 is an air cleaner. This air cleaner 1
Atmosphere 1 sent from 6 is sent to dryer no. 8 via solenoid pulp 175 for shutting off outside air. This dryer 1
The air dried by Step 8 is compressed by a compressor 19 and stored in a reserve tank 2 via a check pulp 20. Note that this relay 9, which is a relay for the t9t11-r compressor, is controlled by a signal from a control unit 36, which will be described later.

Therefore, the reserve tank 2 is connected to the air supply supply tank 1.
221 to 224 are connected to the main and auxiliary air spring chambers 11 and 12 of each suspension unit Sab to Svr through air supply pipes 23k. Mata, suspension unit SBL and 3aaO main and sub air spring chambers 11.
12 is connected by a communication pipe 25 in which a communication solenoid pulp 241 is interposed, and the suspension unit S
The main air spring chamber J7゜12 of FL and SFR are connected by a communication pipe 26 in which a communication valve 1242 is interposed. Also.

Each of the above suspension units) Sat-SIL O main and sub air spring chambers 17.
71 to 274 are interposed, an exhaust pipe 28 and a check pulp 29. Dryer18. Solenoid pulp 17. It is released to the atmosphere through an air cleaner 16. A piping 3 in which a solenoid pulp 30 for selecting a flow path on the air supply side is interposed is arranged in parallel with the viscous piping 23 . Further, a pipe 33 in which an exhaust side flow path selection solenoid pulp 32 is interposed is arranged in parallel with the upstream exhaust pipe 28 .

Further, a hard/soft switching hard/soft switching hard/soft switching pulp 34 is interposed between the air supply pipe 23 and the actuator 14. In addition, the pressure of 122 atmospheres stored in the reserve tank 2 is detected by the pressure pump 35. The detection signal of this pressure switch 3S is sent to the control unit 36. Further, 37 is connected to the communication distribution t25, and is the main and auxiliary air spring chamber JJ of the rear wheel suspension units Saa and Sat.

This is a pressure cassuitte that detects the internal pressure of 12. The detection signal of this pressure switch 31 is transmitted to the control unit 36.
sent to. In addition, 38F is a front vehicle height sensor that is attached to the lower arm 59Vc on the right side of the vehicle and detects the front main island (front vehicle height) of the vehicle, and 38R is a front vehicle height sensor that is attached to the lateral rod 40 on the rear left side of the vehicle. This is a rear vehicle height sensor that detects (rear vehicle height). The single image detection signals outputted from the vehicle height sensors 18F and 38R are input to the control unit 36.

38R has a Hall IC element and a magnet, one of which is attached to the wheel side and the other to the vehicle body side, and detects the distance from the normal vehicle height level and the low or high vehicle height level, respectively. Further, a detection signal output from the vehicle speed sensor 41 is input to the control unit 36 by a vehicle speed sensor that detects the vehicle speed of the 41st vehicle. Furthermore, handle 4 is added to 42.
The steering wheel steering angle sensor 42 detects the steering angle of No. 3 and outputs a steering wheel steering angle detection signal to the control unit 36. The acceleration sensor is also a 44U vehicle body attitude sensor that detects changes in the attitude of the vehicle body, and this acceleration sensor 4atD detects changes in the attitude of the vehicle body such as pitch, roll, and yaw in the spring soil of the automobile. For example, without acceleration, iK is
The weight will be in a hanging state.

The light from the light emitting diode is blocked by a shielding plate,
By not reaching the photodiode, the absence of acceleration is detected. and.

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

45 has a high vehicle height ()iIGI-1) and a low vehicle height (LO
W), a vehicle height selection switch that sets the vehicle height adjustment (AUTO), 46 is a posture control IL that prevents vehicle roll.
l'i is an attitude control selection switch to select t-. The signals of the switches 45, 46 are inputted to the control unit 36. Furthermore, &47 is a hydraulic indicator that displays whether the engine oil hydraulic pressure has reached a predetermined value and the hydraulic pressure t.
The display operation is restricted by the control unit 36 described above. In addition, 48 is the depressing of the brake and the depressing of the brake.
The brake switch detects k and its detection signal is input to the control unit 36. Furthermore, 49
Detects the accelerator once in the accelerator once.

An accelerator signal U outputted from this sensor V49 is input to the control unit 36. 50 in a row
is an engine speed sensor that detects all engine speeds.
This sensor 5σ outputs an engine rotation speed signal to the control unit 36. Furthermore, 51 is an ignition key switch, the operation signal of which is output to the control unit 36. 52 is fast gear (shift) position f
f1t) K is detected by the fast speed gear sensor.

This sensor 52 outputs a gear stage signal to the entire gear distribution control unit 3θ. 53 is each suspension unit SFL, 3FIL, 5at4. This is a hardware selection switch for hard setting the damping force of the SBR.

In addition, the above-mentioned solenoid pulp 17,221 to 224.2
71-274, 30, 32. 34 pulps are always closed, and Solenoid 9 pulps 24 and 242 are always open pulps.

Next, the operation of an embodiment of the present invention configured as described above will be explained. When the ignition switch is turned on, the process shown in the flowchart of FIG. 2 is performed. In other words, the data in the area provided in the control unit 36 for storing the vehicle speed, steering wheel angular velocity, and steering wheel angle is cleared to zero. And step S
Pulp stored in map memory after proceeding to step 2? The opening/closing controlled time Tm is cleared to O. Next, the process proceeds to step S3, where it is confirmed that the communication solenoid pulps 241 and 242 are open. Here, if the communication solenoid pulps 241 and 242 are closed, the control unit 36's ft1llll[DK j
Hull f is taken off the field and the pulp is opened. Due to this.

Air spring chambers II and 12 of left and right suspension units
is communicated. The process then proceeds to step S4, where it is confirmed that the flow path selection solenoid pulps 30, 32 are open. Here, if the pulp 30, 32 is closed, the pulp is opened by the control unit 360. As a result, the large diameter passage is selected for both the air supply route and the exhaust route. Next, the process proceeds to step S5, where the steering wheel angle is output from the steering wheel angle sensor 42, and the vehicle speed data and vehicle height sensor 38F are output from the vehicle speed sensor 4).

The vehicle height data output from the ssH is read into the control unit 36, and the steering wheel angular velocity, which is the temporal change in the steering wheel angle, is calculated in the control unit 36. and.

Proceeding to step S6, it is determined whether the steering wheel angle is within the neutral range. If rYESJ is determined in step S6, the process returns to step S2. On the other hand, if the determination in step S6 is "NO", the process proceeds to step S7, where it is determined whether or not the steering direction of the steering wheel is on the return side. Then, in this step S7, rYESJ
If it is determined that this is the case, the process advances to step S8.

If the knob and the steering wheel are out of the neutral range and the steering force □ is in the return direction, the process proceeds to step S8, where the communication solenoid pulps 241 and 24xiL are closed due to the restrictions of the control unit 36. As a result, the air chambers JJ, 12 of the left and right suspension ventilation units are disconnected from each other.Next, the process advances to step S9 to determine whether the steering wheel angular velocity determined in step S7 is greater than or equal to the threshold value. It will be judged. If rYEsJ is determined in this step S9, the process proceeds to step SlO, where the control time Tp for controlling the pulp opening is determined from the vehicle speed-steering wheel angular velocity mag shown in FIG. These values are Tpitt1 to Tpitt3.

Then, proceed to Step F, 17 and take the necessary direction X.

I can remember whether the steering wheel is being steered in the left or right direction. Then, in step Si2, the constraint time T for actually closing the pulp is calculated. Here, TmTp-Tm. 'rm=o in the initial setting
Since it is set to TmTp. The process then proceeds to step f313, where the company time T is determined. If it is determined in step S13 that FT<OJ, the process returns to step S5. In other words.

No pulp opening action takes place. On the other hand, the above step S1
If it is determined in step 3 that FT>OJ'''C is achieved, the process proceeds to step S14. In step S14, the control unit 36 controls the direction X and the control time T. For example, by steering the steering wheel to the right, In this case, the vehicle height on the left side is lowered and the vehicle height on the right side is higher, so the left suspension unit SPL, 5aLK Id air supply stuffiness (right suspension unit) Sra, SRg Idma
I'm here. The left air supply solenoid pulp 221, 22 is controlled by the control signal from the control unit 36.
3. The exhaust valves 272 and 274 on the right side are turned on for a control period T. As a result, reserve tank 2
The compressed air sent from the supply air flow path selection pulp 30. 3 large diameter air supply pipes, 23 air supply pipes. The left suspension unit (SFL, SRL KMfi) is connected via the left air supply solenoid pulp 221, 223f. At the same time as the air supply operation, the right suspension (22)
SFB, the air exhausted from the upper air Th1ll' chamber 11 of Saa is passed through the exhaust solenoid pulp 21 on the right side.
2,274. Exhaust channel selection pulp 32. Large diameter exhaust pipe 33h Check pulse 29h Dryer 18. Pulp 171 is released to the atmosphere via air cleaner ie2.

In this way, the vehicle body can be kept horizontal when the steering wheel 43 is steered to the right. and.

After the pulps have been opened for the constraint time 'V, the left air supply solenoid pulps 221, 213. The exhaust solenoid pulps 272 and 274 on the right side are closed and maintained in that state. The process then proceeds to step 815, where the map memory is updated. That is, TmKTp is set.

Then, the process returns to step S5. Here, handle 4
3 is returned to neutral, r
When it is determined as YESJ, the process proceeds to Stella ff3B, the communication solenoid pulps 241 and 242 are opened, and the posture side - is released.

On the other hand, a case where the steering wheel 43 is steered to the left will be described. In this case, the vehicle height on the right side increases by 1 and the vehicle height on the left side increases, so the suspension unit SF on the right side
R, SRB K #i supplyfA Now, the left suspension unit SPL, 5IIL is exhausted. Tsuma υ,
Due to the control number 6111fm from the control unit 36, the right air supply solenoid pulp 222.224. Left exhaust solenoid pulp 27J, 273rd era
l Tffi is turned on. As a result, the compressed air sent from the reserve tank 2J is transferred to the air supply flow path selection pulp 30° large diameter air supply pipe JJ, the air supply pipe 23. Air supply valves 7222 and 2241 on the right side (through which air is supplied to the right nozzle suspension unit 8tR and 5htt VC. Also, at the same time as this air supply operation & the left suspension suspension unit) SFL, Sat, upper air suspension chamber 11 The air exhausted from the left exhaust solenoid pulp 2
71,273. Exhaust pipe 28, exhaust flow path selection pal f3
2. Large diameter exhaust pipe 33, check pal 129. Dryer 1
8. Pulp 17. It is released to the atmosphere via air cleaner J6i. In this way, the vehicle body can be kept horizontal when the steering wheel 43 is steered to the left. Then, after the pulp has been opened for a certain period of time T, the above-mentioned right-hand vessel air renoid pulps 1222, 224. The exhaust pulps 271 and 273 on the left side are closed and maintained in that state.

Thereafter, the process proceeds to step S15.

If rNOJ is determined in step 89VC, the process proceeds to step Sz6, where the flow path selection solenoid pulps 30 and 32 are turned off and closed by the control unit 36.

As a result, the short route is selected as the air supply side and exhaust side routes. Next, proceeding to Stella 7'877, the control time Tp for controlling the pulp to close is determined from the vehicle height sensor map shown in FIG. Thereafter, the process of step 5tt-815 is performed.

Note that if the vehicle speed-handle angular velocity map or vehicle height sensor map changes to a region with a larger constraint time during a turn, the control time Tp determined by Steg Sto or 877 has already been stored in the mag memory. Since the control time Tm stored in 1'&1]T is larger than the control time Tm stored in
(='l'p-Tm) is determined, and in step 814, the control for the control time T is instructed.

Furthermore, in the example described in -H, left roll when steering to the right,
Although the right roll during left steering has been described, attitude control during braking (nose dive) and acceleration (squat) can also be performed by opening and closing the pulp as shown in FIG.

〔Effect of the invention〕

As detailed above, according to the present invention, the sand force control @ electronic side that reduces roll displacement noise of the vehicle body by individually adjusting the fluid pressure of the fluid spring chamber provided in each left and right suspension unit. In the suspension system, when the steering wheel angular velocity detected by the steering wheel angular velocity detecting means exceeds a predetermined value, the flow path selection valve selects the large diameter passage, and the vehicle speed - 1-Fle angular velocity map is used to select the large diameter passage. The air supply restriction valve and the exhaust braking valve are controlled to open and close by determining the given control distance St to control the roll of the vehicle body, and when the steering wheel angular velocity detected by the steering wheel angular velocity detection means is less than a predetermined value, the flow path The small diameter passage is selected by the selection valve, and the control time given by the vehicle height sensor map is determined based on the vehicle height data output from the vehicle height sensor to control the opening and closing of the air supply restriction valve and the exhaust control valve. , provides an electronically controlled suspension device that can perform accurate roll control [l] by quickly controlling the roll when the handle tube is turned suddenly and slowly when turning the handle slowly. can do.

[Brief explanation of the drawing]

Fig. 1 is a diagram showing an electronic suspension system according to an embodiment of the present invention, Fig. 2 is a flowchart showing the operation of the same embodiment, Fig. 3 is a diagram showing a vehicle speed-steering wheel angular velocity map, Figure 4 is a diagram showing the vehicle height sensor map & Figure 5 is a diagram showing the pulp opening/closing meeting. 11...Main air spring chamber, 12...Sub-air spring chamber. 14... Actuator, 21... Reserve tank. To 221 224...Air supply solenoid pulp, 241
．． 242...Solenoid pulp for communication. 271.274...Exhaust solenoid 7 loop, 36
···control unit.

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 an air supply path to send air; an exhaust control valve installed in an exhaust path for discharging fluid from a fluid spring chamber of the suspension unit; A flow path selection valve that selects a large-diameter passage or a small-diameter passage, a steering wheel angular velocity detection means that detects the steering angular velocity, a vehicle height sensor that detects the vehicle height, and a vehicle body that is determined by the vehicle speed and the steering angular velocity. A vehicle with a control time set approximately corresponding to the lateral acceleration acting on the vehicle body, which is determined by the vehicle speed-steering wheel angular velocity map and the left and right vehicle height displacement of 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 flow path selection valve selects the large diameter passage, and the control time given by the vehicle speed-steering wheel angular velocity map is The air supply control valve and the exhaust control valve are opened and closed to control the roll of the vehicle body, and when the steering wheel angular velocity detected by the steering wheel angular velocity detecting means is less than a predetermined value, the flow path selection valve is opened and closed. selects a small diameter passage, determines the control time given by the vehicle height sensor map based on the vehicle height data output from the vehicle height sensor, and controls the opening/closing of the air supply control valve and the exhaust control valve to control the vehicle body. An electronically controlled suspension device comprising: a controller for controlling the roll of the suspension;