阅读说明：本技术 悬架装置 (Suspension device ) 是由 山畑将敏 吉田祐贵 一丸修之 于 2019-08-15 设计创作，主要内容包括：在车辆的行驶场景为侧倾状态时,通过压缩机在前轮的左右空气悬架之间交接压缩空气,通过压缩机在后轮的左右空气悬架之间交接压缩空气,由此在左右前轮的空气悬架和左右后轮的空气悬架中分别独立地产生反侧倾,因此能够同时进行左右前轮的空气悬架的车高调整和左右后轮的空气悬架的车高调整,能够提高反侧倾控制的响应性。(When the vehicle is in a roll state in a driving scene, the compressor delivers compressed air between the left and right air suspensions of the front wheels and delivers compressed air between the left and right air suspensions of the rear wheels, thereby independently generating anti-roll in the air suspensions of the left and right front wheels and the air suspensions of the left and right rear wheels, and therefore, the vehicle height adjustment of the air suspensions of the left and right front wheels and the vehicle height adjustment of the air suspensions of the left and right rear wheels can be performed simultaneously, and the responsiveness of anti-roll control can be improved.)

1. A suspension device is characterized by comprising:

a left air suspension on a front wheel side;

a right air suspension on a front wheel side;

a left air suspension on a rear wheel side;

a right air suspension on a rear wheel side;

a compressor that supplies compressed air to the front wheel-side left air suspension, the front wheel-side right air suspension, the rear wheel-side left air suspension, and the rear wheel-side right air suspension;

when the driving scene of the vehicle is in a roll state, the compressor delivers compressed air between the left air suspension on the front wheel side and the right air suspension on the front wheel side, and delivers compressed air between the left air suspension on the rear wheel side and the right air suspension on the rear wheel side, so that the left and right air suspensions on the front wheel side and the left and right air suspensions on the rear wheel side respectively and independently generate anti-roll.

2. The suspension device according to claim 1,

the compressor is composed of a first compressor and a second compressor,

the first compressor supplies compressed air to the left and right air suspensions on the front wheel side,

the second compressor supplies compressed air to the left and right air suspensions on the rear wheel side,

when the transfer of the compressed air between the left and right air suspensions of one wheel is completed first in the transfer of the compressed air between the left and right air suspensions of the front wheel using the first compressor and the transfer of the compressed air between the left and right air suspensions of the rear wheel using the second compressor, the remaining transfer of the compressed air between the left and right air suspensions of the other wheel is performed using both the first compressor and the second compressor.

3. The suspension device according to claim 1 or 2,

the driving scene is identified based on the CAN signal obtained from the information of the outside identification unit.

4. The suspension device according to claim 1 or 2,

the travel scene is identified based on a detection result of a vehicle height detection unit that detects or presumes a vehicle height.

Technical Field

The present invention relates to a suspension device provided in, for example, a four-wheel vehicle, for controlling supply and discharge of compressed air to and from air suspensions of respective wheels to adjust a vehicle height.

Background

Patent document 1 discloses a suspension device that controls supply and discharge of compressed air to air suspensions provided on respective wheels to adjust a vehicle height. In this suspension device, if the air suspensions of the front wheels and the air suspensions of the rear wheels are communicated with each other, pressure (compressed air) escapes from the relatively high-pressure air suspensions to the low-pressure air suspensions, and therefore, it is necessary to alternately adjust the vehicle height of the air suspensions of the front wheels and the air suspensions of the rear wheels.

Documents of the prior art

Patent document

Patent document 1: japanese unexamined patent application publication No. 2002-337531

Disclosure of Invention

Problems to be solved by the invention

However, some vehicles employ so-called anti-roll control in which the vehicle body is tilted in a direction opposite to the original roll direction during turning. When this anti-roll control is performed by the suspension device shown in patent document 1, the vehicle height needs to be adjusted alternately for the air suspension of the front wheels and the air suspension of the rear wheels, which causes a problem in terms of responsiveness.

Means for solving the problems

The invention aims to improve the response of anti-roll.

A suspension device according to an embodiment of the present invention includes:

a left air suspension on a front wheel side;

a right air suspension on a front wheel side;

a left air suspension on a rear wheel side;

a right air suspension on a rear wheel side;

a compressor that supplies compressed air to the front wheel-side left air suspension, the front wheel-side right air suspension, the rear wheel-side left air suspension, and the rear wheel-side right air suspension;

when the driving scene of the vehicle is in a roll state, the compressor delivers compressed air between the left air suspension of the front wheel and the right air suspension of the front wheel, and delivers compressed air between the left air suspension of the rear wheel and the right air suspension of the rear wheel, so that the left and right air suspensions on the front wheel side and the left and right air suspensions on the rear wheel side respectively and independently generate anti-roll.

Effects of the invention

According to the suspension device of the embodiment of the present invention, the responsiveness during the anti-roll control can be improved.

Drawings

Fig. 1 is a pneumatic system diagram of a suspension device of a first embodiment.

Fig. 2 is an explanatory view of the first embodiment, showing a pneumatic system diagram in the simultaneous mode.

Fig. 3 is an explanatory view of the first embodiment, showing an air pressure system diagram in a case where the vehicle height adjustment (raising) of the air suspensions of the left and right rear wheels is completed first in the simultaneous mode.

Fig. 4 is an explanatory diagram of the first embodiment, and shows a pneumatic system diagram in the alternate mode (ascending).

Fig. 5 is an explanatory diagram of the first embodiment, showing a pneumatic system diagram in the alternate mode (descent).

Fig. 6 is an explanatory view of the first embodiment, showing a pneumatic system diagram when the accumulator is filled with compressed air.

Fig. 7 is an explanatory view of the first embodiment, showing a pneumatic system diagram when the compressed air of the accumulator is discharged to the atmosphere.

Fig. 8 is an explanatory view of the first embodiment, showing a pneumatic system diagram at the time of left circling in the anti-roll mode.

Fig. 9 is an explanatory view of the first embodiment, showing a pneumatic system diagram at the time of right swivel in the anti-roll mode.

Fig. 10 is a pneumatic system diagram of a suspension device of the second embodiment.

Fig. 11 is an explanatory view of the second embodiment, showing a pneumatic system diagram in the simultaneous mode.

Fig. 12 is an explanatory diagram of the second embodiment, showing a pneumatic system diagram in the alternate mode (descent).

Fig. 13 is an explanatory view of the second embodiment, showing a pneumatic system diagram when the accumulator is filled with compressed air.

Fig. 14 is an explanatory view of the second embodiment, showing a pneumatic system diagram when the compressed air of the accumulator is discharged to the atmosphere.

Fig. 15 is an explanatory view of the second embodiment, showing a pneumatic system diagram at the time of left circling in the anti-roll mode.

Fig. 16 is an explanatory view of the second embodiment, showing a pneumatic system diagram at the time of right turning in the anti-roll mode.

Detailed Description

(first embodiment) a first embodiment of the present invention will be described with reference to the drawings.

Hereinafter, a case where the suspension device 1 of the first embodiment is applied to a four-wheel automobile (vehicle) will be described. The suspension device 1 includes a suspension Control device (not shown) including an ECU (Electronic Control Unit), and the suspension Control device controls driving of Control valves, which will be described later, and operation of the compressor 8 (first compressor) and the compressor 9 (second compressor).

Referring to fig. 1, a suspension device 1 includes: an air suspension 3 interposed between the vehicle body and the left front wheel, an air suspension 4 interposed between the vehicle body and the right front wheel, an air suspension 5 interposed between the vehicle body and the left rear wheel, and an air suspension 6 interposed between the vehicle body and the right rear wheel. The pneumatic system of the suspension system 1 including the air suspensions 3 and 4 for the left and right front wheels (front wheel side left and right air suspensions) and the air suspensions 5 and 6 for the left and right rear wheels (rear wheel side left and right air suspensions) is constituted by a closed circuit using compressed air stored in the accumulator 10 as a working fluid.

The suspension device 1 includes: a control valve 13 driven by a solenoid 13A and controlling supply and discharge of compressed air to and from the air suspension 3 of the left front wheel; a control valve 14 driven by a solenoid 14A and controlling supply and discharge of compressed air to and from the air suspension 4 of the front right wheel; a control valve 15 driven by a solenoid 15A and controlling supply and discharge of compressed air to and from the air suspension 5 of the left rear wheel; and a control valve 16 driven by a solenoid 16A for controlling supply and discharge of compressed air to and from the air suspension 6 of the right rear wheel.

The suspension device 1 includes: a simultaneous mode in which the air suspensions 3, 4 of the left and right front wheels and the air suspensions 5, 6 of the left and right rear wheels are simultaneously raised using separate compressors 8, 9, respectively; an alternating mode that alternately raises/lowers the air suspensions 3, 4 of the right and left front wheels and the air suspensions 5, 6 of the right and left rear wheels using the two compressors 8, 9; and an anti-roll mode in which, when the vehicle is in a roll state in a driving scene, compressed air is delivered between the front left and right air suspensions 3 and 4 and between the rear left and right air suspensions 5 and 6 by the individual compressors 8 and 9, so that the left and right front wheel air suspensions 3 and 4 and the left and right rear wheel air suspensions 5 and 6 are independently anti-rolled.

The control modes of the simultaneous mode, the alternate mode, and the anti-roll mode are selected by switching the control valves 23, 24, 25, 26, and 27 provided in the pneumatic system shown in fig. 1. Note that the same type of solenoid valve (directional control valve) is used for the control valves 23, 24, 25, 26, and 27.

On the other hand, the suspension device 1 includes control valves 18 and 19 that switch when selecting whether to perform intake and exhaust of the air suspensions 3 and 4 of the left and right front wheels by one compressor 8 or two compressors 8 and 9, and to perform intake and exhaust of the air suspensions 5 and 6 of the left and right rear wheels by one compressor 9 or two compressors 8 and 9. The control valve 18 is driven by a solenoid 18A to control communication/cutoff of the air supply port 8A of the compressor 8 and the air supply port 9A of the compressor 9. On the other hand, the control valve 19 is driven by a solenoid 19A to control communication/shutoff between the discharge port 8B of the compressor 8 and the discharge port 9B of the compressor 9. Note that the same type of solenoid valve (directional control valve) is used for the control valves 18 and 19.

The suspension device 1 includes a control valve 31, and the control valve 31 is driven by a solenoid 31A to control communication/disconnection between the accumulator 10 and the air supply port 9A of the compressor 9. The suspension device 1 further includes a control valve 32, and the control valve 32 is driven by a solenoid 32A and switches between a connection for communicating the pipe line 41 on the air suspension 3, 4, 5, 6 side with the air supply port 8A of the compressor 8 and a connection for communicating the pipe line 41 with the exhaust port 8B of the compressor 8.

The suspension device 1 further includes a control valve 33, and the control valve 33 is driven by a solenoid 33A to control communication/disconnection between the discharge port 9B of the compressor 9 and the accumulator 10. Further, the suspension device 1 has a control valve 34, and the control valve 34 is driven by a solenoid 34A to control communication/disconnection between a discharge port 48 and a pipe line 42 having one end connected to a discharge port 9B of the compressor 9. A dryer 43 is provided in the line 37 between the other end of the line 42 and the control valve 34. Further, a throttle valve 38 and a check valve 39 are provided in parallel in the pipe line 37.

Fig. 2 shows a diagram of the pneumatic system in the simultaneous mode. In this simultaneous mode, an air pressure system supplied with air from the compressor 8 to the air suspensions 3, 4 of the left and right front wheels and an air pressure system supplied with air from the compressor 9 to the air suspensions 5, 6 of the left and right rear wheels are formed. In the simultaneous mode, the solenoid 31A of the control valve 31 and the solenoid 18A of the control valve 18 are energized to communicate the air supply port 8A of the compressor 8 and the air supply port 9A of the compressor 9 with the accumulator 10.

In the simultaneous mode, the solenoid 19A of the control valve 19 is not energized, and the exhaust port 8B of the compressor 8 and the exhaust port 9B of the compressor 9 are blocked. Then, the solenoid 32A of the control valve 32, the solenoid 13A of the control valve 13, and the solenoid 14A of the control valve 14 are energized, and the solenoid 23A of the control valve 23 and the solenoid 24A of the control valve 24 are not energized, so that the exhaust port 8B of the compressor 8 communicates with the air suspensions 3 and 4. Thus, the compressed air sent from the compressor 8 is supplied to the air suspensions 3 and 4 of the left and right front wheels, and the vehicle height of the air suspensions 3 and 4 is raised.

On the other hand, in the simultaneous mode, the solenoid 27A of the control valve 27, the solenoid 15A of the control valve 15, and the solenoid 16A of the control valve 16 are energized while the solenoid 33A of the control valve 33, the solenoid 25A of the control valve 25, and the solenoid 26A of the control valve 26 are de-energized to communicate the exhaust port 9B of the compressor 9 with the air suspensions 5, 6, whereby the compressed air that is pressure-fed from the compressor 9 is supplied to the air suspensions 5, 6 of the left and right rear wheels, and the vehicle height of the air suspensions 5, 6 is raised.

When the vehicle height adjustment (raising) of the air suspensions 5 and 6 for the left and right rear wheels is completed first, as shown in fig. 3, the solenoids 15A and 16A of the control valves 15 and 16 are not energized to shut off the supply of the compressed air to the air suspensions 5 and 6 for the left and right rear wheels, and the solenoid 19A of the control valve 19 is energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9. This allows the compressed air fed under pressure from the compressor 8 and the compressed air fed under pressure from the compressor 9 to be supplied to the air suspensions 3 and 4 of the left and right front wheels, thereby increasing the remaining rising speed of the air suspensions 3 and 4 of the left and right front wheels.

On the other hand, when the vehicle height adjustment (raising) of the air suspensions 3 and 4 for the left and right front wheels is completed first, the solenoids 13A of the control valve 13 and the solenoids 13A of the control valve 14 are not energized to shut off the supply of the compressed air to the air suspensions 3 and 4 for the left and right front wheels, and the solenoid 19A of the control valve 19 is energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9. This makes it possible to supply the compressed air fed under pressure from the compressor 8 and the compressed air fed under pressure from the compressor 9 to the air suspensions 5 and 6 of the left and right rear wheels, thereby increasing the remaining raising speed of the air suspensions 5 and 6 of the left and right rear wheels.

Fig. 4 shows an air pressure system diagram of an alternate ascending pattern in which the air suspensions 3, 4 of the front left and right wheels and the air suspensions 5, 6 of the rear left and right wheels are alternately ascended using the two compressors 8, 9 among the aforementioned alternate patterns. In the alternate ascending mode, in contrast to the simultaneous mode (see fig. 2), the solenoid 19A of the control valve 19 is energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9, and the solenoid 27A of the control valve 27 is not energized to communicate the conduit 41 with the conduits 43 on the air suspensions 5 and 6 of the left and right rear wheels.

In the alternate raising mode, the solenoids 13A and 14A of the control valves 13 and 14 are energized and the solenoids 15A and 16A of the control valves 15 and 16 are not energized, so that the vehicle heights of the air suspensions 3 and 4 of the left and right front wheels can be raised by the two compressors 8 and 9. On the other hand, by energizing the solenoids 15A and 16A of the control valves 15 and 16 and de-energizing the solenoids 13A and 14A of the control valves 13 and 14, the vehicle height of the air suspensions 5 and 6 of the left and right rear wheels can be raised by the two compressors 8 and 9.

Fig. 5 shows an air pressure system diagram of an alternate descent pattern in which the air suspensions 3, 4 of the front left and right wheels and the air suspensions 5, 6 of the rear left and right wheels are alternately descended using the two compressors 8, 9 in the aforementioned alternate pattern. In the alternate lowering mode, the solenoid 19A of the control valve 19 and the solenoid 33A of the control valve 33 are energized to communicate the exhaust port 8B of the compressor 8 and the exhaust port 9B of the compressor 9 with the accumulator 10, and the solenoid 18A of the control valve 18 is energized to communicate the air supply port 8A of the compressor 8 and the air supply port 9A of the compressor 9 with the pipe line 41.

In the alternate lowering mode, the solenoids 13A and 14A of the control valves 13 and 14 are energized, the solenoids 15A and 16A of the control valves 15 and 16 are not energized, and the compressed air of the air suspensions 3 and 4 of the left and right front wheels is discharged by using the two compressors 8 and 9, whereby the vehicle heights of the air suspensions 3 and 4 of the left and right front wheels can be lowered. On the other hand, in the alternate lowering mode, the solenoids 15A and 16A of the control valves 15 and 16 are energized, the solenoids 13A and 14A of the control valves 13 and 14 are not energized, and the compressed air of the air suspensions 5 and 6 of the left and right rear wheels is discharged by using the two compressors 8 and 9, whereby the vehicle heights of the air suspensions 5 and 6 of the left and right rear wheels can be lowered.

Fig. 6 shows a pneumatic system diagram when the accumulator 10 is filled with compressed air. When the suspension control device detects that the internal pressure of the accumulator 10 is insufficient, the solenoid 18A of the control valve 18 is energized to communicate the air supply port 8A of the compressor 8 with the air supply port 9A of the compressor 9, and the solenoids 19A, 33A of the control valves 19, 33 are energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9 with the accumulator 10. When the two compressors 8 and 9 are operated in this state, air introduced from the air introduction port 45 is charged into the accumulator 10 through the filter 46 and the check valve 47.

Fig. 7 shows a pneumatic system diagram when the compressed air of the accumulator 10 is discharged to the atmosphere. When the suspension control apparatus detects that the internal pressure of the accumulator 10 is excessive, the solenoids 33A and 34A of the control valves 33 and 34 are energized to communicate the accumulator 10 with the exhaust port 48. Thereby, the compressed air of the accumulator 10 is discharged to the atmosphere from the exhaust port 48. At this time, the compressed air discharged from the accumulator 10 passes through the dryer 43, whereby the drying agent in the dryer 43 can be dried, and the function as the dryer 43 can be restored.

Fig. 8 shows a pneumatic system diagram at the time of left circling in the anti-roll mode. In the left swing in the anti-roll mode, the solenoids 13A and 23A of the control valves 13 and 23 are energized to communicate the air suspension 3 of the left front wheel with the air supply port 8A of the compressor 8, and the solenoids 14A and 32A of the control valves 14 and 32 are energized to communicate the air suspension 4 of the right front wheel with the air discharge port 8B of the compressor 8. Thus, the compressed air of the air suspension 3 of the left front wheel (inner wheel during turning) is sent to the air suspension 4 of the right front wheel (outer wheel during turning) by using the compressor 8.

On the other hand, the solenoids 13A and 23A of the control valves 13 and 23 are energized, and the solenoids 15A and 25A of the control valves 15 and 25 are energized to communicate the air suspension 5 of the left rear wheel with the air supply port 9A of the compressor 9, and the solenoids 16A and 27A of the control valves 16 and 27 are energized to communicate the air suspension 6 of the right rear wheel with the exhaust port 9B of the compressor 9. Thus, the compressed air of the air suspension 5 of the left rear wheel (inner wheel during turning) is sent to the air suspension 6 of the right rear wheel (outer wheel during turning) using the compressor 9.

Fig. 9 shows a pneumatic system diagram at the time of right swivel in the anti-roll mode. In the right swing in the anti-roll mode, the solenoids 14A and 24A of the control valves 14 and 24 are energized to communicate the air suspension 4 of the right front wheel with the air supply port 8A of the compressor 8, and the solenoids 13A and 32A of the control valves 13 and 32 are energized to communicate the air suspension 3 of the left front wheel with the air discharge port 8B of the compressor 8. Thus, the compressed air of the air suspension 4 of the right front wheel (inner wheel during turning) is sent to the air suspension 3 of the left front wheel (outer wheel during turning) by using the compressor 8.

On the other hand, the solenoids 14A and 24A of the control valves 14 and 24 are energized, and the solenoids 16A and 26A of the control valves 16 and 26 are energized to communicate the air suspension 6 of the right rear wheel with the air supply port 9A of the compressor 9, and the solenoids 15A and 27A of the control valves 15 and 27 are energized to communicate the air suspension 5 of the left rear wheel with the exhaust port 9B of the compressor 9. Thus, the compressed air of the air suspension 6 of the right rear wheel (inner wheel during turning) is sent to the air suspension 5 of the left rear wheel (outer wheel during turning) by using the compressor 9.

In the anti-roll mode, when the vehicle height adjustment of either the left and right front wheels or the left and right rear wheels is completed first, the solenoid 18A of the control valve 18 is energized to communicate the air supply port 8A of the compressor 8 with the air supply port 9A of the compressor 9, and the solenoid 19A of the control valve 19 is energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9. This enables the remaining portion of the other vehicle height adjustment to be performed quickly by the two compressors 8 and 9.

When it is recognized that the driving scene is in the roll state based on the curvature of the curve ahead obtained from the image signal of the vehicle-mounted camera (external recognition means) or the wireless communication information (C2X, V2X) such as road-to-vehicle communication, and the information such as the vehicle speed obtained from the detection signal of the vehicle state detection means, the suspension control device selects the reverse roll mode, and when the vehicle is turning left, the suspension control device uses the compressor 8 to pressure-feed the compressed air of the air suspension 3 of the left front wheel to the air suspension 4 of the right front wheel, and uses the compressor 9 to pressure-feed the compressed air of the air suspension 5 of the left rear wheel to the air suspension 6 of the right rear wheel.

That is, the compressed air of the air suspensions 3 and 5 of the inner wheel during the turning is forcibly sent to the air suspensions 4 and 6 of the outer wheel during the turning by using the compressors 8 and 9. Thereby, the vehicle height of the air suspensions 3 and 5 of the inner wheel is lowered during turning, and the vehicle height of the air suspensions 4 and 6 of the outer wheel is raised during turning. As a result, the vehicle takes an anti-roll posture in which the vehicle body is tilted in a direction opposite to the original roll direction.

On the other hand, in the case of right turning, the compressed air of the air suspension 4 of the right front wheel is pressure-fed to the air suspension 3 of the left front wheel using the compressor 8, and the compressed air of the air suspension 6 of the right rear wheel is pressure-fed to the air suspension 5 of the left rear wheel using the compressor 9. That is, the compressed air of the air suspensions 4 and 6 of the inner wheel during the turning is forcibly sent to the air suspensions 3 and 5 of the outer wheel during the turning by using the compressors 8 and 9. Thereby, the vehicle height of the air suspensions 4 and 6 of the inner wheel is lowered during the turning, and the vehicle height of the air suspensions 3 and 5 of the outer wheel is raised during the turning. As a result, the vehicle takes an anti-roll posture in which the vehicle body is tilted in a direction opposite to the original roll direction.

The suspension control device is connected to another control unit (ECU) provided in the vehicle including the control unit of the vehicle-mounted camera via a CAN (Controller Area Network), and CAN communicate with each other via a CAN signal. The in-vehicle LAN communication is not limited to the CAN.

Here, in the suspension device shown in patent document 1, if the air suspensions of the front wheels and the air suspensions of the rear wheels are communicated, pressure (compressed air) escapes from the relatively high-pressure air suspension to the low-pressure air suspension, and therefore, when the anti-roll control is performed, it is necessary to alternately perform vehicle height adjustment on the air suspensions of the front wheels and the air suspensions of the rear wheels, which has a problem in terms of responsiveness. It should be noted that the vehicle height adjustment needs to be performed alternately not only in the front-rear direction but also in the left-right air suspension, and there is a problem in responsiveness.

Therefore, in the first embodiment, when the vehicle is in the roll state in the driving scene, the air is compressed between the left and right air suspensions 3, 4 of the front wheels by the compressor 8, and the compressed air is delivered between the left and right air suspensions 5, 6 of the rear wheels by the compressor 9, whereby the anti-roll is independently generated in the air suspensions 3, 4 of the left and right front wheels and the air suspensions 5, 6 of the left and right rear wheels, respectively. In this way, in the first embodiment, the vehicle height adjustment of the air suspensions 3 and 4 for the left and right front wheels and the vehicle height adjustment of the air suspensions 5 and 6 for the left and right rear wheels are performed simultaneously, and therefore the responsiveness of the anti-roll control can be improved.

Next, the operation and effect of the first embodiment will be described.

According to a first embodiment, a suspension device includes: left and right air suspensions on the front wheel side; left and right air suspensions on the rear wheel side; a compressor for supplying compressed air to the front wheel side air suspension and the rear wheel side air suspension; when the vehicle is in a roll state in a driving scene, compressed air is delivered between the left and right air suspensions by the compressor so that the front-wheel-side air suspension and the rear-wheel-side air suspension independently generate anti-roll, and therefore, the front-wheel-side air suspension and the rear-wheel-side air suspension can be adjusted in height at the same time, and the responsiveness of anti-roll control of the suspension device including the air suspension can be improved.

In the first embodiment, the compressor is configured by the first compressor that supplies compressed air to the front wheel side air suspension and the second compressor that supplies compressed air to the rear wheel side air suspension, and when the transfer of compressed air between the left and right air suspensions of one wheel is completed first in the transfer of compressed air between the left and right air suspensions of the front wheel side using the first compressor and the transfer of compressed air between the left and right air suspensions of the rear wheel side using the second compressor, the remaining transfer of compressed air between the left and right air suspensions of the other wheel is performed using the two compressors of the first compressor and the second compressor, so that the time required for the transfer of the remaining compressed air between the left and right air suspensions of the other wheel can be shortened.

In the first embodiment, the traveling scene is recognized based on the vehicle communication signal such as CAN obtained from the information of the outside recognition means or the wireless communication information, and therefore the anti-roll in the present suspension device CAN be applied to the automatically driven vehicle.

In the first embodiment, the suspension control device recognizes that the traveling scene is in the roll state based on the image signal (information) obtained from the vehicle-mounted camera (external recognition means) or the wireless communication information such as road-to-vehicle communication, but may be configured to recognize that the traveling scene is in the roll state based on the detection result of the vehicle height detection means that detects or estimates the vehicle height. In this case, the existing vehicle control logic is used as the logic for determining the travel scene from the detected or estimated vehicle height.

(second embodiment) a second embodiment of the present invention will be described with reference to the drawings.

The same reference numerals and symbols are used for the common portions with the first embodiment, and redundant description is omitted.

In the first embodiment described above, when lowering the vehicle height, the air suspensions 3, 4 for the left and right front wheels and the air suspensions 5, 6 for the left and right rear wheels are lowered alternately using the two compressors 8, 9. In contrast, in the second embodiment, the vehicle height is lowered without using the compressors 8 and 9. Therefore, the pressure inside the accumulator 10 is set to be lower than the pressure of the air spring of each of the air suspensions 3, 4, 5, 6.

Fig. 10 is a pneumatic system diagram of a suspension device 21 according to a second embodiment. The suspension device 21 does not include the control valve 32 (see fig. 1) used in the suspension device 1 of the first embodiment. The suspension device 21 is provided with a throttle valve 38 and a check valve 39 in parallel on a pipe line 37 between the exhaust port 9B of the compressor 9 (second compressor) and the accumulator 10.

Fig. 11 shows a pneumatic system diagram of the simultaneous mode in the suspension device 21. In the simultaneous mode, the solenoid 31A of the control valve 31 and the solenoid 18A of the control valve 18 are energized to communicate the air supply port 8A of the compressor 8 and the air supply port 9A of the compressor 9 with the accumulator 10. The solenoid 19A of the control valve 19 is not energized, and the exhaust port 8B of the compressor 8 and the exhaust port 9B of the compressor 9 are blocked. Further, the solenoid 13A of the control valve 13 and the solenoid 14A of the control valve 14 are energized to communicate the exhaust port 8B of the compressor 8 with the air suspensions 3, 4. Thus, the compressed air sent from the compressor 8 is supplied to the air suspensions 3 and 4 of the left and right front wheels, and the vehicle height of the air suspensions 3 and 4 is raised.

On the other hand, when the solenoid 27A of the control valve 27, the solenoid 15A of the control valve 15, and the solenoid 16A of the control valve 16 are energized to communicate the exhaust port 9B of the compressor 9 with the air suspensions 5 and 6, the compressed air sent under pressure from the compressor 9 is supplied to the air suspensions 5 and 6 of the left and right rear wheels, and the vehicle height of the air suspensions 5 and 6 is raised.

When the vehicle height adjustment (raising) of the air suspensions 5 and 6 of the left and right rear wheels is completed first, the solenoid 19A of the control valve 19 is energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9. This allows the compressed air fed under pressure from the compressor 8 and the compressed air fed under pressure from the compressor 9 to be supplied to the air suspensions 3 and 4 of the left and right front wheels, thereby increasing the remaining rising speed of the air suspensions 3 and 4 of the left and right front wheels.

On the other hand, when the vehicle height adjustment (raising) of the air suspensions 3 and 4 for the left and right front wheels is completed first, the solenoid 19A of the control valve 19 is energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9. This makes it possible to supply the compressed air fed under pressure from the compressor 8 and the compressed air fed under pressure from the compressor 9 to the air suspensions 5 and 6 of the left and right rear wheels, thereby increasing the remaining raising speed of the air suspensions 5 and 6 of the left and right rear wheels.

In addition, when the air suspensions 3, 4 of the left and right front wheels and the air suspensions 5, 6 of the left and right rear wheels are alternately raised using the two compressors 8, 9, the solenoid 19A of the control valve 19 is energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9, and the solenoid 27A of the control valve 27 is not energized to communicate the conduit 41 with the conduits 43 on the side of the air suspensions 5, 6 of the left and right rear wheels, with respect to the simultaneous mode (see fig. 11).

Then, by energizing the solenoids 13A, 14A of the control valves 13, 14, the vehicle height of the air suspensions 3, 4 of the left and right front wheels can be raised by the two compressors 8, 9. On the other hand, by energizing the solenoids 15A, 16A of the control valves 15, 16, the vehicle height of the air suspensions 5, 6 of the right and left rear wheels can be raised by the two compressors 8, 9.

Fig. 12 shows an air pressure system diagram when the air suspensions 3, 4 of the left and right front wheels and the air suspensions 5, 6 of the left and right rear wheels are alternately lowered. In the alternate lowering mode of the second embodiment, the solenoid 19A of the control valve 19 and the solenoid 33A of the control valve 33 are energized to communicate the pipe line 41 with the accumulator 10.

Then, the solenoids 13A and 14A of the control valves 13 and 14 are energized to store the compressed air of the air suspensions 3 and 4 of the left and right front wheels in the accumulator 10, thereby lowering the vehicle height of the air suspensions 3 and 4 of the left and right front wheels. On the other hand, the solenoids 15A and 16A of the control valves 15 and 16 are energized to store the compressed air of the air suspensions 5 and 6 of the left and right rear wheels in the accumulator 10, whereby the vehicle height of the air suspensions 5 and 6 of the left and right rear wheels can be lowered.

Fig. 13 shows a pneumatic system diagram when the accumulator 10 is filled with compressed air. When the suspension control device detects that the internal pressure of the accumulator 10 is insufficient, the solenoid 18A of the control valve 18 is energized to communicate the air supply port 8A of the compressor 8 with the air supply port 9A of the compressor 9, and the solenoids 19A, 33A of the control valves 19, 33 are energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9 with the accumulator 10. When the two compressors 8 and 9 are operated in this state, the air introduced from the air introduction port 45 is charged into the accumulator 10 through the filter 46, the check valve 47, the dryer 43, the throttle valve 38, and the check valve 39.

Fig. 14 shows a pneumatic system diagram when the compressed air of the accumulator 10 is discharged to the atmosphere. When the suspension control apparatus detects that the internal pressure of the accumulator 10 is excessive, the solenoids 19A, 33A, 34A of the control valves 19, 33, 34 are energized to communicate the accumulator 10 with the exhaust port 48. Thereby, the compressed air of the accumulator 10 is discharged to the atmosphere from the exhaust port 48. At this time, the compressed air discharged from the accumulator 10 passes through the dryer 43, whereby the drying agent in the dryer 43 can be dried, and the function as the dryer 43 can be restored.

Fig. 15 shows a pneumatic system diagram at the time of left cornering in the anti-roll mode of the suspension device 21. In the left swing in the anti-roll mode, the suspension control device energizes the solenoids 13A and 23A of the control valves 13 and 23 to communicate the air suspension 3 of the left front wheel with the air supply port 8A of the compressor 8, and energizes the solenoid 14A of the control valve 14 to communicate the air suspension 4 of the right front wheel with the air discharge port 8B of the compressor 8. Thus, the compressed air of the air suspension 3 of the left front wheel (inner wheel during turning) is sent to the air suspension 4 of the right front wheel (outer wheel during turning) by using the compressor 8.

On the other hand, the suspension control device energizes the solenoids 13A and 23A of the control valves 13 and 23, and also energizes the solenoids 15A and 25A of the control valves 15 and 25 to communicate the air suspension 5 of the left rear wheel with the air supply port 9A of the compressor 9, and energizes the solenoids 16A and 27A of the control valves 16 and 27 to communicate the air suspension 6 of the right rear wheel with the exhaust port 9B of the compressor 9. Thus, the compressed air of the air suspension 5 of the left rear wheel (inner wheel during turning) is sent to the air suspension 6 of the right rear wheel (outer wheel during turning) using the compressor 9.

In this way, at the time of left turning in the anti-roll mode, the compressed air of the air suspensions 3 and 5 of the inner wheel at the time of turning is forcibly sent to the air suspensions 4 and 6 of the outer wheel at the time of turning by using the compressors 8 and 9, whereby the vehicle height of the air suspensions 3 and 5 of the inner wheel at the time of turning is lowered and the vehicle height of the air suspensions 4 and 6 of the outer wheel at the time of turning is raised. As a result, the vehicle takes an anti-roll posture in which the vehicle body is tilted in a direction opposite to the original roll direction.

Fig. 16 is a pneumatic system diagram at the time of right cornering in the anti-roll mode of the suspension control device 21. In the right swing in the anti-roll mode, the suspension control device energizes the solenoids 14A and 24A of the control valves 14 and 24 to communicate the air suspension 4 of the right front wheel with the air supply port 8A of the compressor 8, and energizes the solenoid 13A of the control valve 13 to communicate the air suspension 3 of the left front wheel with the air discharge port 8B of the compressor 8. Thus, the compressed air of the air suspension 4 of the right front wheel (inner wheel during turning) is sent to the air suspension 3 of the left front wheel (outer wheel during turning) by using the compressor 8.

On the other hand, the suspension control device energizes the solenoids 14A and 24A of the control valves 14 and 24, and also energizes the solenoids 16A and 26A of the control valves 16 and 26 to communicate the air suspension 6 of the right rear wheel with the air supply port 9A of the compressor 9, and energizes the solenoids 15A and 27A of the control valves 15 and 27 to communicate the air suspension 5 of the left rear wheel with the air discharge port 9B of the compressor 9. Thus, the compressed air of the air suspension 6 of the right rear wheel (inner wheel during turning) is sent to the air suspension 5 of the left rear wheel (outer wheel during turning) by using the compressor 9.

In this way, at the time of the right turning in the anti-roll mode, the compressed air of the air suspensions 4 and 6 of the inner wheel at the time of the turning is forcibly sent to the air suspensions 3 and 5 of the outer wheel at the time of the turning by using the compressors 8 and 9, whereby the vehicle height of the air suspensions 4 and 6 of the inner wheel at the time of the turning is lowered and the vehicle height of the air suspensions 3 and 5 of the outer wheel at the time of the turning is raised. As a result, the vehicle takes an anti-roll posture in which the vehicle body is tilted in a direction opposite to the original roll direction.

In the anti-roll mode, when the vehicle height adjustment of either the left and right front wheels or the left and right rear wheels is completed first, the solenoid 18A of the control valve 18 is energized to communicate the air supply port 8A of the compressor 8 with the air supply port 9A of the compressor 9, and the solenoid 19A of the control valve 19 is energized to communicate the exhaust port 8B of the compressor 8 with the exhaust port 9B of the compressor 9. This enables the remaining portion of the other vehicle height adjustment to be performed quickly by the two compressors 8 and 9.

According to the second embodiment, the same operational effects as those of the first embodiment can be obtained. In the second embodiment, the control valve 32 of the first embodiment can be omitted. This can reduce the number of control targets of the suspension control device, and simplify the control.

The present invention is not limited to the above-described embodiments, and various modifications are also included. For example, the above-described embodiments are described in detail to facilitate understanding of the present invention, and are not limited to having all of the described configurations. In addition, a part of the structure of one embodiment may be replaced with the structure of another embodiment, or the structure of another embodiment may be added to the structure of one embodiment. Further, a part of the configuration of each embodiment may be added, deleted, or replaced with another configuration.

The application claims the priority of the Japanese patent application No. 2018-160619, applied on 8, 29, 2018. All disclosures of the japanese laid-open application 2018-160619, filed on 8/29/2018, including the specification, claims, drawings and abstract, are incorporated herein by reference in their entirety.

Description of the reference numerals

1 suspension device

2. 3 air suspension (left and right air suspension on front wheel side)

4. 5 air suspension (left and right air suspension on rear wheel side)

8 compressor (first compressor)

9 compressor (second compressor)