公开(公告)号：US06434460B1

公开(公告)日：2002-08-13

申请号：US09911617

申请日：2001-07-25

申请人： Toru Uchino ,  Nobuyuki Ichimaru ,  Masaaki Uchiyama ,  Takahide Kobayashi

发明人： Toru Uchino ,  Nobuyuki Ichimaru ,  Masaaki Uchiyama ,  Takahide Kobayashi

IPC分类号： B60G17015

CPC分类号： B60G17/01933 ,  B60G2202/40 ,  B60G2400/10 ,  B60G2400/40 ,  B60G2400/61 ,  B60G2500/10 ,  Y10S180/902

摘要： By passing the vertical acceleration through a phase adjusting filter and a gain adjusting filter, the phase of the vertical acceleration is advanced by 49 degrees so that the phase difference with respect to the actual relative velocity becomes 180 degrees in the neighborhood of the vehicle body resonance point, thereby making the phase of the vertical acceleration, in effect, coincident with the phase of the relative velocity. In the neighborhood of the vehicle body resonance point (1 Hz), the gain of the estimated relative velocity takes a small value. In frequency regions other than the neighborhood of the vehicle body resonance point, the gain of the estimated relative velocity is increased. Consequently, the controlled variable in the neighborhood of the vehicle body resonance point increases, and the controlled variable in higher frequency regions decreases. Damping force is adjusted in correspondence to the controlled variable. Thus, it is possible to improve ride quality in the neighborhood of the vehicle body resonance point (1 Hz).

摘要翻译： 通过使垂直加速度通过相位调整滤波器和增益调整滤波器，垂直加速度的相位提前49度，使得相对于实际相对速度的相位差在车身谐振附近变为180度 点，从而使垂直加速度的相位实际上与相对速度的相位一致。 在车体共振点（1Hz）附近，估计的相对速度的增益取小值。 在车体共振点附近的频率区域中，估计的相对速度的增益增加。 因此，车体共振点附近的受控变量增大，高频区域的受控变量减小。 阻尼力相应于受控变量进行调整。 因此，能够提高车体共振点附近的乘坐质量（1Hz）。

公开(公告)号：US08116938B2

公开(公告)日：2012-02-14

申请号：US12548736

申请日：2009-08-27

申请人： Noriaki Itagaki ,  Nobuyuki Ichimaru ,  Takahide Kobayashi ,  Tatsuya Gankai ,  Takanori Fukao

发明人： Noriaki Itagaki ,  Nobuyuki Ichimaru ,  Takahide Kobayashi ,  Tatsuya Gankai ,  Takanori Fukao

IPC分类号： B60G17/018

CPC分类号： B60G17/0182 ,  B60G2400/202 ,  B60G2500/10 ,  B60G2600/182 ,  B60G2600/184 ,  B60G2600/1873 ,  B60G2800/916

摘要： A first observer gain of an actual damping force estimating observer 21 calculates a dynamic characteristic compensating signal, and a second observer gain of an actual vehicle model state amount estimating observer 23 calculates a vehicle model compensating signal, from an output deviation corresponding to a difference between a sprung speed (observation output) provided from a vehicle 2 and an estimated sprung speed (estimated observation output) provided from a vehicle approximation model of the actual vehicle model state amount estimating observer 23. The dynamic characteristic compensating signal is input into a dynamic characteristic providing unit of the actual vehicle model state amount estimating observer 23, and is used for adjustment of the setting of the dynamic characteristic providing unit. Therefore, it is possible to curb time lag occurrence in a control, and thereby perform a vibration control with improved accuracy.

摘要翻译： 实际阻尼力估计观测器21的第一观测者增益计算动态特性补偿信号，并且实际车辆模型状态量估计观测器23的第二观测器增益根据对应于车辆模型补偿信号之间的差的输出偏差来计算车辆模型补偿信号 从车辆2提供的弹簧速度（观测输出）和由实际车辆型态状态量估计观测器23的车辆近似模型提供的估计的弹簧速度（估计观测输出）。动态特性补偿信号被输入到动态特性 提供实际车型​​状态量估计观测器23的提供单元，并且用于动态特性提供单元的设置的调整。 因此，可以抑制控制中的时滞发生，从而以提高精度进行振动控制。

公开(公告)号：US20100057297A1

公开(公告)日：2010-03-04

申请号：US12548736

申请日：2009-08-27

申请人： Noriaki ITAGAKI ,  Nobuyuki Ichimaru ,  Takahide Kobayashi ,  Tatsuya Gankai ,  Takanori Fukao

发明人： Noriaki ITAGAKI ,  Nobuyuki Ichimaru ,  Takahide Kobayashi ,  Tatsuya Gankai ,  Takanori Fukao

IPC分类号： B60G17/018

CPC分类号： B60G17/0182 ,  B60G2400/202 ,  B60G2500/10 ,  B60G2600/182 ,  B60G2600/184 ,  B60G2600/1873 ,  B60G2800/916

摘要： A first observer gain of an actual damping force estimating observer 21 calculates a dynamic characteristic compensating signal, and a second observer gain of an actual vehicle model state amount estimating observer 23 calculates a vehicle model compensating signal, from an output deviation corresponding to a difference between a sprung speed (observation output) provided from a vehicle 2 and an estimated sprung speed (estimated observation output) provided from a vehicle approximation model of the actual vehicle model state amount estimating observer 23. The dynamic characteristic compensating signal is input into a dynamic characteristic providing unit of the actual vehicle model state amount estimating observer 23, and is used for adjustment of the setting of the dynamic characteristic providing unit. Therefore, it is possible to curb time lag occurrence in a control, and thereby perform a vibration control with improved accuracy.

摘要翻译： 实际阻尼力估计观测器21的第一观测者增益计算动态特性补偿信号，并且实际车辆模型状态量估计观测器23的第二观测器增益根据对应于车辆模型补偿信号之间的差的输出偏差来计算车辆模型补偿信号 从车辆2提供的弹簧速度（观测输出）和由实际车辆型态状态量估计观测器23的车辆近似模型提供的估计的弹簧速度（估计观测输出）。动态特性补偿信号被输入到动态特性 提供实际车型​​状态量估计观测器23的提供单元，并且用于动态特性提供单元的设置的调整。 因此，可以抑制控制中的时滞发生，从而以提高精度进行振动控制。

公开(公告)号：US08086377B2

公开(公告)日：2011-12-27

申请号：US12468321

申请日：2009-05-19

申请人： Noriaki Itagaki ,  Nobuyuki Ichimaru ,  Takahide Kobayashi ,  Tatsuya Gankai ,  Takanori Fukao

发明人： Noriaki Itagaki ,  Nobuyuki Ichimaru ,  Takahide Kobayashi ,  Tatsuya Gankai ,  Takanori Fukao

IPC分类号： G05D3/12

CPC分类号： B60G17/08 ,  B60G2400/102 ,  B60G2400/20 ,  B60G2400/252 ,  B60G2500/104 ,  B60G2600/02 ,  B60G2600/184 ,  B60G2600/187 ,  B60G2600/1872

摘要： The present invention provides a suspension control apparatus capable of an excellent vibration control by a model thereof designed to incorporate nonlinearity and a time-lag element of a control damper. The present invention employs the backstepping method which is one of nonlinear control methods, and is designed so as to incorporate the nonlinearity of a damper 4. In addition, a nonlinear controller 5 uses a damping force Fu obtained by expressing the dynamics of a damping force characteristic variable portion [damping force Fu(v, i)] by a first-order lag system, so as to compensate the dynamics of the damper 4, whereby a control system is formed so as to incorporate the time-lag element of the control damper. As a result, it is possible to reduce time lag, and to practically adjust a control force according to the characteristics of the control damper.

摘要翻译： 本发明提供了一种悬架控制装置，其能够通过其设计为包含非线性的模型和控制阻尼器的时滞元件而具有优异的振动控制。 本发明采用作为非线性控制方法之一的后退方法，并且被设计成结合阻尼器4的非线性。另外，非线性控制器5使用通过表示阻尼力的动力学获得的阻尼力Fu 特征可变部分[阻尼力Fu（v，i）]，以便补偿阻尼器4的动力学，由此形成控制系统以便并入控制器的时滞元件 阻尼器。 结果，可以减少时间滞后，并且根据控制阻尼器的特性实际调节控制力。

公开(公告)号：US06158746A

公开(公告)日：2000-12-12

申请号：US273264

申请日：1999-03-22

申请人： Masaaki Uchiyama ,  Nobuyuki Ichimaru

发明人： Masaaki Uchiyama ,  Nobuyuki Ichimaru

IPC分类号： B60G17/015 ,  B60G17/016 ,  B60G17/15

CPC分类号： B60G17/0162 ,  B60G2400/104 ,  B60G2400/204 ,  B60G2400/41 ,  B60G2500/10 ,  B60G2600/02 ,  B60G2600/14 ,  B60G2600/184 ,  B60G2800/24 ,  B60G2800/702

摘要： In the suspension control apparatus of the present invention, when a lateral acceleration differential value falls outside a lateral acceleration differential value range, a controller calculates a control input for an actuator, based on the lateral acceleration differential value, in preference to a lateral acceleration. Therefore, immediately after the start of rolling of a vehicle and just prior to the end of the rolling when the lateral acceleration differential value falls outside the lateral acceleration differential value range, the control input for the actuator is calculated based on the lateral acceleration differential value. By this arrangement, it is possible to suppress any uncomfortable sensation which is likely to be transmitted to an occupant of the vehicle immediately after the start of rolling and just prior to the end of rolling in a conventional technique, in which the control input for the actuator is calculated by adding the control input varying in proportion to the lateral acceleration and the control input varying in proportion to the lateral acceleration differential value.

摘要翻译： 在本发明的悬架控制装置中，当横向加速度差分值落在横向加速度差异值范围之外时，控制器基于横向加速度微分值，优先于侧向加速度来计算执行机构的控制输入。 因此，当横向加速度差分值落在横向加速度差值范围之外时，在车辆开始滚动之后并且刚好在滚动结束之前，基于横向加速度差分值来计算用于致动器的控制输入 。 通过这种布置，可以在常规技术中抑制可能在刚刚开始轧制之后刚好在轧制结束之前传递给车辆的乘客的任何不适感，其中，用于 通过将与横向加速度成比例的控制输入和与横向加速度差值成比例变化的控制输入相加来计算执行器。

公开(公告)号：US07333882B2

公开(公告)日：2008-02-19

申请号：US11053975

申请日：2005-02-10

申请人： Toru Uchino ,  Nobuyuki Ichimaru ,  Masaaki Uchiyama

发明人： Toru Uchino ,  Nobuyuki Ichimaru ,  Masaaki Uchiyama

IPC分类号： B60G9/00

CPC分类号： B60G17/08 ,  B60G17/016 ,  B60G17/018 ,  B60G2400/102 ,  B60G2400/206 ,  B60G2400/821 ,  B60G2400/91 ,  B60G2500/10 ,  B60G2600/02 ,  B60G2600/14 ,  B60G2600/16 ,  B60G2600/17 ,  B60G2600/184 ,  B60G2600/1877 ,  B60G2600/60 ,  B60G2600/604 ,  B60G2800/162 ,  B60G2800/916

摘要： In a suspension control system a sky-hook command signal (B) obtained from velocity data obtained by integrating a sprung mass acceleration (αu) from a sprung mass acceleration sensor (9u) and an unsprung mass vibration damping command signal (C) obtained on the basis of an unsprung mass acceleration (αd) detected by an unsprung mass acceleration sensor (9d) are added together to obtain a control signal (A) for a damping characteristic inverting type shock absorber (6). The control signal (A) reflects the unsprung mass acceleration (αd) that leads in phase by 90° the piston speed. Accordingly, it is possible to compensate for a response delay due to an actuator (11), etc.

摘要翻译： 在悬架控制系统中，从获得的从弹簧质量加速度传感器（9u）的簧上质量加速度（alphau）和非簧下质量减振指令信号（C）获得的速度数据获得的天钩挂指令信号（B） 基于由簧下质量加速度传感器（9d）检测到的非簧载质量加速度（alphad）的基础，被加在一起以获得用于阻尼特性反转型减震器（6）的控制信号（A）。 控制信号（A）反映了活塞速度相位相差90°的非簧载质量加速度（alphad）。 因此，可以补偿由致动器（11）等导致的响应延迟。

公开(公告)号：US07287759B2

公开(公告)日：2007-10-30

申请号：US10925422

申请日：2004-08-25

申请人： Masaaki Uchiyama ,  Nobuyuki Ichimaru

发明人： Masaaki Uchiyama ,  Nobuyuki Ichimaru

IPC分类号： B60G21/055

CPC分类号： B60G21/0555 ,  B60G2202/135 ,  B60G2202/413 ,  B60G2202/44 ,  B60G2202/441 ,  B60G2204/4193

摘要： The piston 10 is constituted so as to rotate relative to the first cylinder 8 while moving relative to the first cylinder 8 in the axial direction when fluid is supplied to and discharged from the interior of the first cylinder 8, and the piston 16 is constituted to be incapable of rotation relative to the second cylinder 9, but capable of movement relative to the second cylinder 9 in the axial direction. Hence when fluid is supplied to and discharged from the interior of the first cylinder 8, the piston 10 is caused to rotate relative to the first cylinder 8 while moving relative to the first cylinder 8 in the axial direction, and the piston 16 is caused to move relative to the second cylinder 9 in the axial direction but prevented from rotating relative to the second cylinder 9. As a result, torsional elasticity is generated in shaft portions 4a and 5a.

摘要翻译： 当向第一气缸8的内部供应流体并从第一气缸8的内部排出时，活塞10相对于第一气缸8相对于第一气缸8沿轴向移动而构成，活塞16构成为 不能相对于第二气缸9旋转，而是能够相对于第二气缸9沿轴向移动。 因此，当向第一气缸8的内部供给流体并从第一气缸8的内部排出时，使活塞10相对于第一气缸8相对于第一气缸8沿轴向移动，并使活塞16 在轴向上相对于第二气缸9移动但是相对于第二气缸9被阻止旋转。结果，在轴部分4a和5a中产生扭转弹性。

公开(公告)号：US20050067798A1

公开(公告)日：2005-03-31

申请号：US10925422

申请日：2004-08-25

申请人： Masaaki Uchiyama ,  Nobuyuki Ichimaru

发明人： Masaaki Uchiyama ,  Nobuyuki Ichimaru

IPC分类号： B60G21/055

CPC分类号： B60G21/0555 ,  B60G2202/135 ,  B60G2202/413 ,  B60G2202/44 ,  B60G2202/441 ,  B60G2204/4193

摘要： The piston 10 is constituted so as to rotate relative to the first cylinder 8 while moving relative to the first cylinder 8 in the axial direction when fluid is supplied to and discharged from the interior of the first cylinder 8, and the piston 16 is constituted to be incapable of rotation relative to the second cylinder 9, but capable of movement relative to the second cylinder 9 in the axial direction. Hence when fluid is supplied to and discharged from the interior of the first cylinder 8, the piston 10 is caused to rotate relative to the first cylinder 8 while moving relative to the first cylinder 8 in the axial direction, and the piston 16 is caused to move relative to the second cylinder 9 in the axial direction but prevented from rotating relative to the second cylinder 9. As a result, torsional elasticity is generated in shaft portions 4a and 5a.

摘要翻译： 当向第一气缸8的内部供应流体并从第一气缸8的内部排出时，活塞10相对于第一气缸8相对于第一气缸8沿轴向移动而构成，活塞16构成为 不能相对于第二气缸9旋转，而是能够相对于第二气缸9沿轴向移动。 因此，当向第一气缸8的内部供给流体并从第一气缸8的内部排出时，使活塞10相对于第一气缸8相对于第一气缸8沿轴向移动，并使活塞16 在轴向上相对于第二气缸9移动，但是相对于第二气缸9被阻止旋转。结果，在轴部4a和5a中产生扭转弹性。

公开(公告)号：US5968102A

公开(公告)日：1999-10-19

申请号：US818681

申请日：1997-03-14

申请人： Nobuyuki Ichimaru ,  Hiroshi Sakai ,  Masaaki Uchiyama

发明人： Nobuyuki Ichimaru ,  Hiroshi Sakai ,  Masaaki Uchiyama

IPC分类号： B60G17/015 ,  B60G17/056 ,  F16F9/06 ,  F16F9/46 ,  F16F9/50 ,  G06F17/00

CPC分类号： F16F9/46 ,  B60G17/0152 ,  B60G17/056 ,  F16F9/062 ,  B60G2202/154 ,  B60G2202/413 ,  B60G2202/414 ,  B60G2400/102 ,  B60G2400/202 ,  B60G2400/71 ,  B60G2500/102 ,  B60G2500/11 ,  B60G2600/02 ,  B60G2600/14 ,  B60G2600/17 ,  B60G2600/184 ,  B60G2600/26 ,  B60G2600/82 ,  F16F2222/02

摘要： The present invention provides a suspension control apparatus which can perform good suspension control regardless of change in temperature. The suspension control apparatus comprises a transistor capable of being turned ON/OFF in response to a level of a PWM signal, a current sensor for detecting current flowing through a proportional solenoid, and a controller for adjusting a duty ratio of the PWM signal on the basis of the comparison between a current data detected by the current detecting means and a previously set reference data to correct command current. The current actually flowing through the proportional solenoid is measured, and the duty ratio of the PWM signal is adjusted to obtain a desired damping force on the basis of the measured current. With this arrangement, if a temperature of the proportional solenoid is increased to increase resistance thereof due to application of current to the proportional solenoid, the applied current is corrected to provide the desired damping force.

摘要翻译： 本发明提供一种悬挂控制装置，其可以在不管温度变化的情况下执行良好的悬架控制。 悬架控制装置包括响应于PWM信号的电平而能够接通/断开的晶体管，用于检测流过比例螺线管的电流的电流传感器，以及用于调节PWM信号的占空比的控制器 基于当前检测装置检测到的当前数据与预先设定的参考数据进行比较以校正指令电流的基础。 测量实际流经比例螺线管的电流，并根据测得的电流调整PWM信号的占空比以获得所需的阻尼力。 通过这种布置，如果由于向比例螺线管施加电流而使比例螺线管的温度升高以增加其电阻，则施加的电流被校正以提供期望的阻尼力。

公开(公告)号：US20050178628A1

公开(公告)日：2005-08-18

申请号：US11053975

申请日：2005-02-10

申请人： Toru Uchino ,  Nobuyuki Ichimaru ,  Masaaki Uchiyama

发明人： Toru Uchino ,  Nobuyuki Ichimaru ,  Masaaki Uchiyama

IPC分类号： F16F7/10

CPC分类号： B60G17/08 ,  B60G17/016 ,  B60G17/018 ,  B60G2400/102 ,  B60G2400/206 ,  B60G2400/821 ,  B60G2400/91 ,  B60G2500/10 ,  B60G2600/02 ,  B60G2600/14 ,  B60G2600/16 ,  B60G2600/17 ,  B60G2600/184 ,  B60G2600/1877 ,  B60G2600/60 ,  B60G2600/604 ,  B60G2800/162 ,  B60G2800/916

摘要： In a suspension control system according to the present invention, a sky-hook command signal B obtained from velocity data obtained by integrating a sprung mass acceleration αu from a sprung mass acceleration sensor 9u and an unsprung mass vibration damping command signal C obtained on the basis of an unsprung mass acceleration αd detected by an unsprung mass acceleration sensor 9d are added together to obtain a control signal A for a damping characteristic inverting type shock absorber 6. The control signal A reflects the unsprung mass acceleration αd that leads in phase by 90° the piston speed. Accordingly, it is possible to compensate for a response delay due to an actuator 11, etc.

摘要翻译： 在根据本发明的悬架控制系统中，从通过将来自弹簧质量加速度传感器9u的簧上质量加速度αα和通过在簧上质量加速度传感器9u获得的簧下质量减振指令信号C进行积分而获得的速度数据获得的吊钩指令信号B 通过非簧载质量加速度传感器9d检测的非簧载质量加速度alphad的基础相加在一起，以获得用于阻尼特性反转型减震器6的控制信号A.控制信号A反映了同相引出的非簧载质量加速度alphad， 90°活塞速度。 因此，可以补偿由于致动器11等导致的响应延迟。