公开(公告)号：JP2012025190A

公开(公告)日：2012-02-09

申请号：JP2010162749

申请日：2010-07-20

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI

IPC: B60G17/017 ,  B60G17/00 ,  B60G17/015

CPC classification number: B60G17/0155 ,  B60G17/017 ,  B60G2202/152 ,  B60G2202/32 ,  B60G2202/42 ,  B60G2202/44 ,  B60G2204/419 ,  B60G2400/7122 ,  B60G2400/8422 ,  B60G2500/30 ,  B60G2800/20

Abstract: PROBLEM TO BE SOLVED: To provide a suspension apparatus that prevents an actuator 30 from abutting on a bound stopper 37 by contraction of gas in an air spring device 20 caused by a temperature change during stillness (ignition OFF) of a vehicle.SOLUTION: A vehicle height correction unit 62 is designed to prevent the actuator 30 from abutting on the bound stopper 37 during stillness of the vehicle (ignition OFF) by contraction of the actuator 30 caused by air contraction in the air spring device 20 associated with gas temperature decrease in the air spring device 20. The height correction unit changes capacity of gas sealed in the air spring device 20 on the basis of a difference ΔT between an internal temperature Tdetected by an internal temperature sensor 27 and an outside air temperature Tdetected by an external temperature sensor 70 so that a vehicle height changes to a direction opposite to a direction where the air contraction causes the vehicle height to change. As a result, the unit corrects a reference length of the actuator 30 to correct the vehicle height.

Abstract translation: 解决的问题：提供一种悬架装置，其通过由于车辆的静止（点火OFF）期间的温度变化而引起的空气弹簧装置20中的气体的收缩而防止致动器30抵靠在限制的塞子37上。 解决方案：车辆高度校正单元62被设计成通过由空气弹簧装置20中的空气收缩引起的致动器30的收缩而防止致动器30在车辆的静止期间（停止关闭）而抵靠在限制挡块37上 与空气弹簧装置20中的气体温度降低相关联。高度校正单元基于内部温度T c“之间的差ΔT来改变密封在空气弹簧装置20中的气体的容量， SB>由外部温度传感器70检测到的内部温度传感器27和外部空气温度T g 检测到，车辆高度变化到与 空气收缩导致车辆高度变化。 结果，该单元校正致动器30的基准长度以校正车辆高度。 版权所有（C）2012，JPO＆INPIT

公开(公告)号：JP2011093482A

公开(公告)日：2011-05-12

申请号：JP2009251602

申请日：2009-11-02

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI

IPC: B60G17/00 ,  B60G17/018 ,  F16F15/02 ,  F16F15/03

Abstract: PROBLEM TO BE SOLVED: To improve durability of a brush part of a motor with a brush to be used for an electromagnetic shock absorber.
SOLUTION: A motor rotation angle θm is sampled by a prescribed period when a vehicle is stopped, and data showing an angle difference β between a reference motor rotation angle θm0 corresponding to a set vehicle height and the sampled motor rotation angle θm is stored (S20 to S25). When the number of data of the angle difference β reaches a prescribed number (S23:Yes), vehicle height change amount ΔH to average the frequency distribution of the angle difference β is calculated (S27). The vehicle height change amount ΔH is commanded to an air spring control part (S28). As a result, a target vehicle height is changed, and contact frequency with the brush in each commutator of the motor is averaged.
COPYRIGHT: (C)2011,JPO&INPIT

Abstract translation: 要解决的问题：提高用于电磁减震器的刷子的电机的刷部的耐久性。 解决方案：当车辆停止时，电机旋转角度θm被采样规定的时间段，并且表示与设定的车辆高度相对应的基准电动机旋转角度θm0与取样的电动机旋转角度θm之间的角度差β的数据是 存储（S20〜S25）。 当角度差β的数据数达到规定数量（S23：是）时，计算出平均角度差β的频率分布的车辆高度变化量ΔH（S27）。 车辆高度变化量ΔH被指令到空气弹簧控制部（S28）。 结果，改变了目标车辆高度，并且与电动机的每个换向器中的电刷的接触频率平均。 版权所有（C）2011，JPO＆INPIT

公开(公告)号：JP2010269666A

公开(公告)日：2010-12-02

申请号：JP2009122380

申请日：2009-05-20

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI

IPC: B60G21/055

Abstract: PROBLEM TO BE SOLVED: To provide a stabilizer apparatus that can switch between a state where a stabilizer bar can generate a torsional reaction force and a state where it cannot generate the torsional reaction force, without using an actuator.
SOLUTION: The stabilizer apparatus includes a cylinder device 60 disposed between an end of a stabilizer bar 52 and a wheel 36, a housing 78, a spool 80 for moving inside the housing, a first low channel 108 and a second flow channel 112 for coupling each of two liquid chambers inside the housing and each of two liquid chambers inside the cylinder device, a third flow channel 116 for coupling two liquid chambers inside the housing, a reservoir 118 coupled to the third flow channel, and chokes 122 and 124 provided in the third flow channel. The spool is configured so that the movement of the spool is stopped at a position where an opening of the third flow channel which faces toward the inside of the housing is closed by the spool. By these constructions, the stabilizer apparatus can switch between a state where the torsion reaction force can be generated and a state the torsion reaction force cannot be generated, according to the movement of the spool.
COPYRIGHT: (C)2011,JPO&INPIT

Abstract translation: 要解决的问题：提供一种稳定器装置，其可以在稳定杆可以产生扭转反作用力的状态和不能产生扭转反作用力的状态之间切换，而不使用致动器。 解决方案：稳定器装置包括设置在稳定杆52和轮36的端部之间的缸装置60，壳体78，用于在壳体内移动的线轴80，第一低通道108和第二流动通道 112，用于将壳体内的两个液体室中的每一个耦合到气缸装置内的两个液体室中的每一个;用于将壳体内的两个液体室连接的第三流动通道116，联接到第三流动通道的储存器118以及扼流圈122和 124设置在第三流动通道中。 阀芯被构造成使得阀芯的移动停止在第三流动通道的朝向壳体内部的开口被阀芯关闭的位置处。 通过这些结构，稳定器装置可以根据卷轴的移动在可产生扭转反作用力的状态和不能产生扭转反作用力的状态之间切换。 版权所有（C）2011，JPO＆INPIT

公开(公告)号：JP2010179792A

公开(公告)日：2010-08-19

申请号：JP2009025623

申请日：2009-02-06

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI

IPC: B60G17/015 ,  B60G17/016

Abstract: PROBLEM TO BE SOLVED: To provide a damping force control apparatus for a vehicle which controls a damping force change of each shock absorber in consideration of change amount and response to the damping force change of the shock absorber. SOLUTION: An electric controller 20 calculates a request heave damping force F h , a request roll damping force F r and a request pitch damping force F p to be cooperatively generated by each shock absorber 12 to dampen vibration caused by heave behaviors, roll behaviors and pitch behaviors of a sprung member HA (a vehicle body). Then, by sweeping a variable (a) for concurrently changing damping forces F fr , F fl , F rr , F rl of each shock absorber 12, the damping forces F fr , F fl , F rr , F rl for generating the request heave damping force F h , the request roll damping force F r and the request pitch damping force F p are determined. At this time, the electric controller 20 identifies the variable a1 for minimizing the total amount of change along with a change of the damping forces F fr , F fl , F rr , F rl or a variable a2 for making response along with the change the highest to determine the damping forces F fr , F fl , F rr , F rl . COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：提供一种考虑到变化量和对减震器的阻尼力变化的响应来控制每个减震器的阻尼力变化的车辆的阻尼力控制装置。 解决方案：电控制器20计算请求缓冲力F h ，请求滚动阻尼力F r 和请求间距阻尼力F 每个减震器12协同地产生，以抑制由悬挂构件HA（车体）的起伏行为，滚动行为和俯仰行为引起的振动。 然后，通过扫描用于同时改变阻尼力F FR ，F fl ，F rr ，F / SB>，阻尼力F SB SB，F SB SBR，F SB SBR 用于产生请求起伏阻尼力F h ，确定请求滚动阻尼力F r 和请求间距阻尼力F p 。 此时，电控制器20识别用于使总变化量最小化的变量a1以及阻尼力F SB SB，F SB的变化 > rr ，F rl 或用于使响应随着变化最高的变量a2以确定阻尼力F / SB>，F rr ，F rl 。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2010095210A

公开(公告)日：2010-04-30

申请号：JP2008269581

申请日：2008-10-20

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI

IPC: B60G17/018 ,  B60G17/015 ,  F16F9/50 ,  F16F15/02

Abstract: PROBLEM TO BE SOLVED: To provide a vehicular suspension device capable of restraining the deterioration in ride comfort, even when damping force changing control cannot follow damping of vibration from a road surface. SOLUTION: A suspension ECU 21 performs band-pass filter processing on a signal representing sprung acceleration x pb '' inputted from a sprung acceleration sensor 22 and a signal representing unsprung acceleration x pw '' inputted from an unsprung acceleration sensor 23 in a relatively high frequency side band, and acquires maximum signal amplitude (b) and maximum signal amplitude (a) passed by the band-pass filter processing. Next, the ECU 21 compares a value of the ratio of the maximum signal amplitude (b) to the maximum signal amplitude (a) with a performance target index α preset to "1" or less, and sets request damping force Freq to constant request damping force Fconst when a sprung-unsprung relative speed V is a reference relative speed Vo or more, since control followability is deteriorated, when a value of b/a is larger than α. COPYRIGHT: (C)2010,JPO&INPIT

Abstract translation: 要解决的问题：即使当阻尼力变化控制不能跟随来自路面的振动的阻尼时，提供能够抑制乘坐舒适性劣化的车辆用悬挂装置。 解决方案：悬架ECU21对从簧上加速度传感器22输入的表示弹簧加速度x SB SB的信号和表示非簧载加速度x SB SB的信号进行带通滤波处理 并且获取通过带通滤波处理的最大信号幅度（b）和最大信号振幅（a）。 接下来，ECU21将最大信号振幅（b）与最大信号振幅（a）的比值与预先设定为“1”以下的性能目标指标α进行比较，并将请求阻尼力频率设定为常数请求 当b / a的值大于α时，由于控制随动性降低，当簧上簧下的相对速度V为基准相对速度Vo以上时，阻尼力Fconst。 版权所有（C）2010，JPO＆INPIT

公开(公告)号：JP2009018802A

公开(公告)日：2009-01-29

申请号：JP2008211792

申请日：2008-08-20

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI

IPC: B60C23/00 ,  B60C19/00 ,  B60C23/02 ,  B60C23/04 ,  B60C23/12

CPC classification number: B60C23/12

Abstract: PROBLEM TO BE SOLVED: To actively adjust the internal air pressure of a tire to an optimum state. SOLUTION: The wheel 14 is provided with a tire air pressure adjusting device for pressurizing and depressurizing the internal air pressure of a tire and for limiting the pressurization. The tire air pressure adjusting device is equipped with a first cylinder 40 for housing a pressurizing piston 46 and a second cylinder 42 for housing a pressurization limiting piston 58. The air pressurized by the pressurizing piston 46 flows inside the tire from the first cylinder 40 through the second cylinder 42 so that the internal air pressure of the tire is pressurized. The air inside the tire is released to the inside of the second cylinder 42 through the pressurization limiting piston 58 so that the internal air pressure of the tire is pressurized. The pressurization limiting piston 58 is moved in accordance with the internal air pressure of the tire so that the pressurization of the internal air pressure of the tire is limited. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：主动调整轮胎的内部空气压力至最佳状态。 解决方案：车轮14设置有用于对轮胎的内部空气压力进行加压和减压并限制加压的轮胎气压调节装置。 轮胎气压调节装置配备有用于容纳加压活塞46的第一缸40和用于容纳加压限制活塞58的第二缸42.由加压活塞46加压的空气从第一缸40流到轮胎内部，通过 第二缸42，使得轮胎的内部空气压力被加压。 轮胎内部的空气通过加压限制活塞58被释放到第二缸42的内部，使得轮胎的内部空气压力被加压。 加压限制活塞58根据轮胎的内部空气压力而移动，从而限制了轮胎的内部空气压力的加压。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2008308168A

公开(公告)日：2008-12-25

申请号：JP2008179507

申请日：2008-07-09

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI ,  YONETANI MASAHIRO

IPC: B60C23/04 ,  B60C23/20 ,  G08C17/02

Abstract: PROBLEM TO BE SOLVED: To solve the problem that transmission signals from a plurality of sensors are interfered when the plurality of sensors are provided on a wheel to transmit the outputs of the sensors to a vehicle body side communication instrument. SOLUTION: A vehicle body side communication instrument 200 transmits a request signal to a wheel side sensor 31 provided in a valve 24 of a wheel 22 and a tire side sensor 32 embedded in a tire tread 28. The wheel side sensor 31 and the tire side sensor 32 transmit the return signal to the vehicle body side communication instrument 200 when receiving the request signals from the vehicle body side communication instrument 200, and the transmission pattern of each return signal is different to prevent any interference. COPYRIGHT: (C)2009,JPO&INPIT

Abstract translation: 要解决的问题：为了解决当将多个传感器设置在车轮上时来自多个传感器的传输信号被干扰以将传感器的输出传送到车体侧通信设备的问题。 解决方案：车体侧通信器具200将请求信号发送到设置在车轮22的阀24中的车轮侧传感器31和嵌入轮胎胎面28中的轮胎侧传感器32.车轮侧传感器31和 轮胎侧传感器32在接收到来自车身侧通信用具200的请求信号时将返回信号发送到车体侧通信用具200，并且各返回信号的发送模式不同以防止任何干扰。 版权所有（C）2009，JPO＆INPIT

公开(公告)号：JP2006335233A

公开(公告)日：2006-12-14

申请号：JP2005162907

申请日：2005-06-02

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI

IPC: B60C5/22 ,  B60C7/10 ,  B60C19/00

Abstract: PROBLEM TO BE SOLVED: To provide a wheel characteristic complying with the running condition of a vehicle. SOLUTION: A left side fluid chamber 24A and a right side fluid chamber 24B are formed in a tire along the sides of the tire 20. A tread fluid chamber 24C is formed in the tire along the tread surface of the tire 20. A left side fluid chamber 24A, a right side fluid chamber 24B, a tread fluid chamber 24C, and a fluid communication chamber 28 are filled with a fluid such as oil, in such an arrangement that the fluid can flow from one to another through passages 26A, 26B, and 26C, which are furnished with opening controlling means 22A, 22B, 22C to adjust the fluid moving amount by changing the openings of the passages. The opening controlling means decide the openings of the passages 26A, 26B, 26C according to the running condition of the vehicle sensed by sensors etc. and adjust the moving amount of the fluid flowing through the passages. COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供符合车辆行驶状态的车轮特性。 解决方案：沿着轮胎20的侧面在轮胎中形成左侧流体室24A和右侧流体室24B。沿着轮胎20的胎面表面在轮胎中形成胎面流体室24C。 左侧流体室24A，右侧流体室24B，胎面流体室24C和流体连通室28填充有诸如油的流体，其结构使得流体可以从一个流动通过通道 26A，26B和26C配备有打开控制装置22A，22B，22C，以通过改变通道的开口来调节流体移动量。 打开控制装置根据由传感器等检测到的车辆的行驶状况来决定通道26A，26B，26C的开口，并调节流过通道的流体的移动量。 版权所有（C）2007，JPO＆INPIT

公开(公告)号：JP2006335226A

公开(公告)日：2006-12-14

申请号：JP2005162755

申请日：2005-06-02

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI

IPC: B60C13/00 ,  B60C19/00

Abstract: PROBLEM TO BE SOLVED: To reduce the air column resonance sound generated from a tire.
SOLUTION: A fluid chamber 30 formed in a side wall of the tire 20 is filled with a magnetic viscous fluid whose viscosity changes according to the external magnetic field. In the side wall, a coil 32 is installed in such a way as surrounding the fluid chamber 30, and is supplied with electric current from a power supply 38. A control device 34 controls the current supplied to the coil 32 from the power supply 38 in such a way as reducing the specific vibratory component of the vibrations generated in the tire, sensed by a vibration sensor 40.
COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：减少从轮胎产生的气柱共鸣声。 解决方案：形成在轮胎20的侧壁中的流体室30填充有粘性随着外部磁场而变化的粘性粘性流体。 在侧壁中，线圈32以围绕流体室30的方式安装，并从电源38供给电流。控制装置34控制从电源38供给到线圈32的电流 以减少由振动传感器40感测到的在轮胎中产生的振动的特定振动分量的方式。（C）2007年，JPO和INPIT

公开(公告)号：JP2006315684A

公开(公告)日：2006-11-24

申请号：JP2006239784

申请日：2006-09-05

Applicant: Toyota Motor Corp ,  トヨタ自動車株式会社

Inventor： OGAWA ATSUSHI

IPC: B60G17/018 ,  B60G17/015 ,  B60G21/055

Abstract: PROBLEM TO BE SOLVED: To provide a lateral acceleration detection device suitable for a vehicle provided with a stabilizer device capable of changing roll rigidity force of a front wheel side and rear wheel side stabilizers.
SOLUTION: In the stabilizer device of the vehicle, the roll rigidity force of the front wheel side and rear wheel side stabilizers can be changed. The lateral acceleration detection device calculated lateral acceleration Gy of the vehicle by execution of operation of the formula: Gy=k
1 ×θ×V+k
2 ×(dθ/dt)×V using the detected vehicle speed V and the detected front wheel steering angle θ (steps 204, 206). The coefficients k
1 , k
2 in the formula are determined according to the setting state of the front wheel side and rear wheel side stabilizers (step 202).
COPYRIGHT: (C)2007,JPO&INPIT

Abstract translation: 要解决的问题：提供一种适用于具有能够改变前轮侧和后轮侧稳定器的侧倾刚性力的稳定装置的车辆的横向加速度检测装置。 解决方案：在车辆的稳定装置中，可以改变前轮侧和后轮侧稳定器的侧倾刚性力。 横向加速度检测装置通过执行以下公式计算车辆的横向加速度Gy：Gy = k＆lt; SB＆gt;×θ×V + k 2×（dθ/ dt ）×V，使用检测到的车速V和检测到的前轮转向角θ（步骤204,206）。 根据前轮侧和后轮侧稳定器的设定状态来确定公式中的系数k 1 ，k 2 （步骤202）。 版权所有（C）2007，JPO＆INPIT