JPH0249924B2 - SHARYOYOSASUPENSHONSOCHI - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle suspension device that prevents rolling of an automobile.

Conventionally, as shown in U.S. Pat. No. 2,950,124, for example, fluid spring chambers are provided on the left and right sides of a vehicle, and when the vehicle is turning, fluid is supplied to the fluid spring chambers on the outside of the turn, thereby reducing the roll of the vehicle body. Suspension devices are known that have a roll control function that reduces the amount of roll. In order to obtain a sufficient effect of roll control in this device, it is necessary to set the flow rate per unit time of the fluid supplied to the fluid spring chamber to a certain extent during roll control. Therefore, when this type of device is configured to be able to adjust the vehicle height, if fluid is supplied to the fluid spring chamber through the fluid supply path used during the roll control, the vehicle height will rise too quickly. This has the disadvantage that the vehicle height overshoots and cannot be set to the target vehicle height.

This invention was made in view of the above points,
The purpose is to provide a suspension device for a vehicle that eliminates the drawbacks of the conventional device by varying the flow rate per unit time of the fluid supplied to the fluid spring chamber during vehicle body attitude control and vehicle height adjustment. There is a particular thing.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle suspension device according to an embodiment of the present invention will be described below with reference to the drawings.
In the diagram, S _FR indicates the suspension unit for the right front wheel of the automobile, S _FL indicates the suspension unit for the left front wheel, S _RR indicates the suspension unit for the right rear wheel, and S _RL indicates the suspension unit for the left rear wheel. . Above suspension unit
S _FR , S _FL , S _RR , and S _RL are the main air spring chamber 11, respectively.
a to 11d, auxiliary air spring chambers 12a to 12d, shock absorbers 13a to 13d, and a coil spring (not shown) used as an auxiliary spring. Furthermore, 14 is a compressor. The compressor 14 is an air cleaner (not shown)
Compress the air sent from the joint 1
5. It is supplied to a reserve tank 18 via a check valve 16 and a dryer 17. Furthermore, the compressor 14 is an air cleaner (not shown).
Compress the air sent from the joint 1
5. It is supplied to the vehicle height adjustment reserve tank 20 via the dryer 19.

Compressed air from the reserve tank 20 is supplied to the main air spring chambers 11a and 11b via the joint 24, the front wheel height adjustment solenoid valve 25F, and the vehicle height adjustment pipe A, respectively. . In addition, the above reserve tank 2
The compressed air from 0 is supplied to the main air spring chambers 11c and 11d through the joint 24, the vehicle height adjustment pipe A, and the rear wheel height adjustment solenoid valve 25R, respectively.

Further, the compressed air stored in the reserve tank 18 is transferred to the main air spring chamber 11a via the posture control piping B and the air supply solenoid valve 26a.
Then, the attitude control pipe B and the air supply solenoid valve 26 are connected to the main air spring chamber 11b via the attitude control pipe B and the air supply solenoid valve 26b.
The air is supplied to the main air spring chamber 11c via the main air spring chamber 11c, and to the main air spring chamber 11d via the attitude control piping B and the air supply solenoid valve 26d.

Note that the pipe A has a smaller diameter than the pipe B, and therefore the flow rate of the pipe A per unit time is set smaller than that of the pipe B.

Further, the compressed air in the main air spring chamber 11a is supplied to the main air spring chamber 11b through the exhaust solenoid valve 27a, the joint 28, and the exhaust pipe 29.
The compressed air is released to the atmosphere through the exhaust solenoid valve 27b, the joint 28, and the exhaust pipe 29. Furthermore, the compressed air in the main air spring chamber 11c passes through the exhaust solenoid valve 27c, the joint 30, and the exhaust pipe 31, and the compressed air in the main air spring chamber 11d passes through the exhaust solenoid valve 27c, the joint 30, and the exhaust pipe 31.
7d, is released to the atmosphere via the joint 30 and the exhaust pipe 31.

Further, the main air spring chambers 11a and 11b are connected via a communication solenoid valve 32a, a communication pipe C, and a communication solenoid valve 32b. The communication solenoid valve 32a also controls communication and isolation between the main air spring chamber 11a and the auxiliary air spring chamber 12a. Similarly, the communication solenoid valve 32b is connected to the main air spring chamber 11b.
It also controls communication and isolation between the air spring chamber 12b and the auxiliary air spring chamber 12b. Further, the main air spring chambers 11c and 11d are connected via a communication solenoid valve 32c, a communication pipe D, and a communication solenoid valve 32d.
The communication solenoid valve 32c also controls communication and isolation between the main air spring chamber 11c and the auxiliary air spring chamber 12c. Similarly, the communication solenoid valve 32d is connected to the main air spring chamber 11d.
It also controls communication and isolation between the air spring chamber 12d and the auxiliary air spring chamber 12d.

Note that the air supply solenoid valves 26a to 2
6d and the exhaust solenoids 27a to 27d are valves that are always closed, and the communication solenoid valves 32a to 32d are valves that are always open.

Next, the operation of the present invention configured as described above will be explained. For example, a case will be explained in which the vehicle height is lowered on the left side of the front and rear wheels of the vehicle, which occurs when the vehicle makes a right turn, thereby preventing the vehicle from rolling. First, the communication solenoid valve 32b
Close the main air spring chamber 11b and the sub air spring chamber 12.
Block b and remove the left front wheel suspension unit.
S Make _{the FL} air spring constant hard. This results in
Communication between the main air spring chamber 11a and the main air spring chamber 11b is also cut off. Furthermore, the communication solenoid valve 32d is closed to shut off the main air spring chamber 11d and the auxiliary air spring chamber 12d, and the air spring constant of the left rear wheel suspension unit _SRL is set to hard. As a result, the main air spring chamber 11c and the main air spring chamber 11
Communication with d is also cut off.

Next, the air supply solenoid valves 26b and 26
d for a predetermined period of time to open the main air spring chambers 11b and 11.
Inject compressed air from the reserve tank 18 into d to raise the vehicle height on the front and left sides.

Next, the communication solenoid valve 32a is closed to shut off the main air spring chamber 11a and the auxiliary air spring chamber 12a, and the air spring constant of the right front wheel suspension unit _SFR is made hard. As a result, communication between the main air spring chamber 11a and the main air spring chamber 11b is also cut off. Furthermore, the communication solenoid valve 32c
Close the main air spring chamber 11c and the sub air spring chamber 12.
C is shut off and the suspension unit of the right rear wheel is
The air spring constant of S _RR is made hard. Thereby, communication between the main air spring chamber 11c and the main air spring chamber 11d is also cut off. Next, the exhaust solenoid valves 27a and 27c are opened for a predetermined period of time to exhaust the compressed air in the main air spring chambers 11a and 11c to the exhaust pipe 29,
31 to lower the vehicle height on the right side of the front and rear wheels. In this way, it is possible to prevent the vehicle from rolling, which occurs when the vehicle turns right, and to keep the vehicle body level. Thereafter, after turning right, the communication solenoid valves 32a to 32d are opened, and the air spring constants of each suspension unit S _FR , S _FL , S _RR , S _RL are softened, and the air spring chamber 1 of the front wheel is
The communication between 1a and 11b and between the rear wheel main air spring chambers 11c and 11d is returned to the communication state.

Also, normal vehicle height adjustment is done using solenoid valve 25.
Reserve tank 20 by controlling opening/closing of F and 25R
Either the compressed air of
9 or 31 to the atmosphere.

During this vehicle height adjustment, reserve tank 20
The compressed air is supplied to the main air spring chambers 11a to 1 through the vehicle height adjustment pipe A, which has a smaller diameter than the attitude control pipe B.
1d, the amount of compressed air supplied during vehicle height adjustment is smaller than that during attitude control. Therefore, it is possible to prevent the vehicle height from overshooting when adjusting the vehicle height.

As detailed above, according to the present invention, the flow rate per unit time of the fluid supplied to the fluid spring chamber is different between when controlling the vehicle body attitude and when adjusting the vehicle height, thereby preventing overshoot when adjusting the vehicle height. It is possible to provide a vehicle suspension device that can perform the following functions.

[Brief explanation of drawings]

The drawing is a diagram showing a suspension device for a vehicle according to an embodiment of the present invention. 11a-11d...main air spring chamber, 12a-1
2d...Sub-air spring chamber, 14...Compressor,
18... Reserve tank, 26a-26d... Air supply solenoid valve, 27a-27d... Exhaust solenoid valve, 32a-32d... Communication solenoid valve.

Claims (1)

[Claims] 1 A suspension unit provided for each wheel and having a fluid spring chamber, a fluid supply device that supplies fluid to each of the fluid spring chambers via a supply control valve, and a fluid supply device that supplies fluid to each of the fluid spring chambers through a supply control valve, and a and a fluid discharge device that discharges fluid through a control valve, and is configured to control the vehicle body posture by supplying fluid to a fluid spring on the outside of the turn and discharging fluid from the fluid spring on the inside of the turn during turning. In the suspension device, the fluid supply device has a vehicle height adjustment passage whose flow rate is smaller per unit time than the passage through which the fluid passes when controlling the vehicle body posture, and when adjusting the vehicle height, the fluid supply device A vehicle suspension device that supplies fluid to the fluid spring through a height adjustment passage.