公开(公告)号：US20100191420A1

公开(公告)日：2010-07-29

申请号：US12669060

申请日：2008-09-19

申请人： Motohiko Honma ,  Yuichi Mizuta ,  Taisuke Hayashi ,  Wataru Tanaka

发明人： Motohiko Honma ,  Yuichi Mizuta ,  Taisuke Hayashi ,  Wataru Tanaka

IPC分类号： B60G17/016

CPC分类号： B60G17/0162 ,  B60G17/08 ,  B60G2400/0511 ,  B60G2400/0512 ,  B60G2400/0523 ,  B60G2400/104 ,  B60G2400/41 ,  B60G2500/10 ,  B60G2600/184 ,  B60G2800/012 ,  B60G2800/014

摘要： A damping force control apparatus for a vehicle computes an actual roll angle Φ and an actual pitch angle θ in step S11, and computes a difference Δθ between a target pitch angle θa and the actual pitch angle θ in step S12. In step 13, the apparatus computes a total demanded damping force F which must be cooperatively generated by shock absorbers so as to decrease the computed Δθ to zero. In step S14, the apparatus distributes the total demanded damping force F in proportion to the magnitude of a lateral acceleration G such that a demanded damping force Fi on the turn-locus inner side becomes greater than a demanded damping force Fo on the turn-locus outer side. In step S15, the apparatus controls the damping force of each of the shock absorbers to the damping force Fi or the damping force Fo. Thus, throughout a turn, a posture changing behavior in which the turn-locus inner side serves as a fulcrum can be maintained.

摘要翻译： 用于车辆的阻尼力控制装置计算实际侧倾角Φ和实际俯仰角度; 在步骤S11中，计算差值Dgr;＆amp; 在目标俯仰角与角度之间; a和实际俯仰角＆amp; 在步骤S12中。 在步骤13中，该装置计算总需求阻尼力F，该阻尼力必须由减震器协同产生，以便减少计算结果; 到零。 在步骤S14中，装置将总要求阻尼力F与横向加速度G的大小成比例地分配，使得在转向轨迹内侧上所需的阻尼力F 1变得大于在转向轨迹上所要求的阻尼力Fo 外侧。 在步骤S15中，该装置将每个减震器的阻尼力控制成阻尼力F 1或阻尼力F 0。 因此，在整个转弯期间，可以保持转向轨迹内侧用作支点的姿势改变行为。

公开(公告)号：US08036791B2

公开(公告)日：2011-10-11

申请号：US12921174

申请日：2009-02-10

申请人： Yuichi Mizuta ,  Motohiko Honma ,  Wataru Tanaka

发明人： Yuichi Mizuta ,  Motohiko Honma ,  Wataru Tanaka

IPC分类号： B60G17/016 ,  B60G17/018

CPC分类号： B60G17/06 ,  B60G2400/0511 ,  B60G2400/0512 ,  B60G2400/104 ,  B60G2500/10

摘要： A suspension ECU 13 calculates a target characteristic changing coefficient a_new for changing a target characteristic, which is represented by a quadratic function, by use of the maximum actual roll angle Φ_max generated in a vehicle body during the current turning state and a turning pitch angle Θ_fy_max which is a fraction of an actual pitch angle Θ generated as a result of turning, and changes the target characteristic by use of the coefficient a_new. Subsequently, the suspension ECU 13 calculates the difference ΔΘ between the actual pitch angle Θ and a target pitch angle Θh corresponding to the actual roll angle Φ on the basis of the changed target characteristic, and calculates a total demanded damping force F to be cooperatively generated by the shock absorbers so as to reduce the difference ΔΘ to zero. Furthermore, in proportion to the magnitude of a lateral acceleration Gl, the suspension ECU 13 distributes the total demanded damping force F into a demanded damping force Fi on the turning-locus inner side and a demanded damping force Fo on the turning-locus outer side.

摘要翻译： 悬架ECU13通过使用在当前转弯状态下在车体中产生的最大实际侧倾角Φ_max和转弯俯仰角Θ_fy_max来计算用于改变由二次函数表示的目标特性的目标特性变化系数a_new 其是作为转动的结果产生的实际俯仰角θ的一部分，并且通过使用系数a_new来改变目标特性。 随后，悬架ECU13基于改变的目标特性来计算与实际侧倾角Φ对应的实际俯仰角θ与目标俯仰角Θh之间的差DgrΘ，并将总要求阻尼力F计算为 由减震器共同产生，以将差值Dgr;Θ减小到零。 此外，与横向加速度G1的大小成比例，悬架ECU13将总要求阻尼力F分配到转向轨迹内侧上的要求阻尼力F F和转向轨迹外侧的要求阻尼力Fo 。

公开(公告)号：US20110029198A1

公开(公告)日：2011-02-03

申请号：US12921174

申请日：2009-02-10

申请人： Yuichi Mizuta ,  Motohiko Honma ,  Wataru Tanaka

发明人： Yuichi Mizuta ,  Motohiko Honma ,  Wataru Tanaka

IPC分类号： B60G17/016

CPC分类号： B60G17/06 ,  B60G2400/0511 ,  B60G2400/0512 ,  B60G2400/104 ,  B60G2500/10

摘要： A suspension ECU 13 calculates a target characteristic changing coefficient a_new for changing a target characteristic, which is represented by a quadratic function, by use of the maximum actual roll angle Φ_max generated in a vehicle body during the current turning state and a turning pitch angle Θ_fy_max which is a fraction of an actual pitch angle Θ generated as a result of turning, and changes the target characteristic by use of the coefficient a_new. Subsequently, the suspension ECU 13 calculates the difference ΔΘ between the actual pitch angle Θ and a target pitch angle Θh corresponding to the actual roll angle Φ on the basis of the changed target characteristic, and calculates a total demanded damping force F to be cooperatively generated by the shock absorbers so as to reduce the difference ΔΘ to zero. Furthermore, in proportion to the magnitude of a lateral acceleration Gl, the suspension ECU 13 distributes the total demanded damping force F into a demanded damping force Fi on the turning-locus inner side and a demanded damping force Fo on the turning-locus outer side.

摘要翻译： 悬架ECU13通过使用在当前转弯状态下在车体中产生的最大实际侧倾角Φ_max和转弯俯仰角Θ_fy_max来计算用于改变由二次函数表示的目标特性的目标特性变化系数a_new 其是作为转动的结果产生的实际俯仰角θ的一部分，并且通过使用系数a_new来改变目标特性。 随后，悬架ECU13基于改变的目标特性来计算与实际侧倾角Φ对应的实际俯仰角θ与目标俯仰角Θh之间的差DgrΘ，并将总要求阻尼力F计算为 由减震器共同产生，以将差值Dgr;Θ减小到零。 此外，与横向加速度G1的大小成比例，悬架ECU13将总要求阻尼力F分配到转向轨迹内侧上的要求阻尼力F F和转向轨迹外侧的要求阻尼力Fo 。

公开(公告)号：US08744681B2

公开(公告)日：2014-06-03

申请号：US13579461

申请日：2010-02-17

申请人： Yanqing Liu ,  Yuichi Mizuta ,  Motohiko Honma ,  Jin Hozumi ,  Masaaki Tabata

发明人： Yanqing Liu ,  Yuichi Mizuta ,  Motohiko Honma ,  Jin Hozumi ,  Masaaki Tabata

IPC分类号： B60G17/016

CPC分类号： B60G17/015 ,  B60G17/08 ,  B60G2400/102 ,  B60G2400/104 ,  B60G2400/106 ,  B60G2400/204 ,  B60G2400/25 ,  B60G2500/10 ,  B60G2800/01 ,  B60G2800/012 ,  B60G2800/014 ,  B60G2800/912

摘要： Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount. The target control amount and the variable control amount for attitude control are calculated, a post-correction basic control amount, which is nearer to the target control amount for attitude control than the basic control amount, is calculated, and the total of the post-correction basic control amount and the variable control amount is set as the final target control amount, thereby excellently achieving both the suppression of attitude changes and an increase in riding comfort.

摘要翻译： 公开了一种用于车辆的阻尼力控制装置，其基于基于用于姿态控制的目标控制量的最终目标控制量来控制阻尼力产生装置的阻尼系数，其抑制车体姿态的变化 至少在轧制方向上，以及用于乘坐舒适度控制的目标控制量，这增加了至少在轧制方向上关于车体振动的乘坐舒适性。 乘坐舒适控制的目标控制量是作为固定基本控制量和可变控制量的总和计算的控制量。 计算目标控制量和姿态控制的可变控制量，计算出比基本控制量更接近姿态控制的目标控制量的校正后基本控制量， 校正基本控制量和可变控制量被设定为最终目标控制量，从而极好地实现了姿态改变的抑制和乘坐舒适性的增加。

公开(公告)号：US20120310479A1

公开(公告)日：2012-12-06

申请号：US13579461

申请日：2010-02-17

申请人： Yanqing Liu ,  Yuichi Mizuta ,  Motohiko Honma ,  Jin Hozumi ,  Masaaki Tabata

发明人： Yanqing Liu ,  Yuichi Mizuta ,  Motohiko Honma ,  Jin Hozumi ,  Masaaki Tabata

IPC分类号： B60G17/015

CPC分类号： B60G17/015 ,  B60G17/08 ,  B60G2400/102 ,  B60G2400/104 ,  B60G2400/106 ,  B60G2400/204 ,  B60G2400/25 ,  B60G2500/10 ,  B60G2800/01 ,  B60G2800/012 ,  B60G2800/014 ,  B60G2800/912

摘要： Disclosed is a damping force control device for a vehicle that controls the damping coefficient of a damping force generation device on the basis of a final target control amount that is based on the target control amount for attitude control, which suppresses changes in the vehicle body attitude in at least the rolling direction, and the target control amount for riding comfort control, which increases riding comfort with regards to vehicle body vibrations in at least the rolling direction. The target control amount for riding comfort control is a control amount calculated as the total of a fixed basic control amount and a variable control amount. The target control amount and the variable control amount for attitude control are calculated, a post-correction basic control amount, which is nearer to the target control amount for attitude control than the basic control amount, is calculated, and the total of the post-correction basic control amount and the variable control amount is set as the final target control amount, thereby excellently achieving both the suppression of attitude changes and an increase in riding comfort.

摘要翻译： 公开了一种用于车辆的阻尼力控制装置，其基于基于用于姿态控制的目标控制量的最终目标控制量来控制阻尼力产生装置的阻尼系数，其抑制车体姿态的变化 至少在轧制方向上，以及用于乘坐舒适度控制的目标控制量，这增加了至少在轧制方向上关于车体振动的乘坐舒适性。 乘坐舒适控制的目标控制量是作为固定基本控制量和可变控制量的总和计算的控制量。 计算目标控制量和姿态控制的可变控制量，计算出比基本控制量更接近姿态控制的目标控制量的校正后基本控制量， 校正基本控制量和可变控制量被设定为最终目标控制量，从而极好地实现了姿态改变的抑制和乘坐舒适性的增加。

公开(公告)号：US20120046829A1

公开(公告)日：2012-02-23

申请号：US13202879

申请日：2009-02-23

申请人： Atsushi Ogawa ,  Motohiko Honma ,  Koutaro Okimura ,  Taisuke Hayashi ,  Takahito Watanabe

发明人： Atsushi Ogawa ,  Motohiko Honma ,  Koutaro Okimura ,  Taisuke Hayashi ,  Takahito Watanabe

IPC分类号： B60G17/016

CPC分类号： B60G17/016 ,  B60G17/018 ,  B60G17/08 ,  B60G2202/24 ,  B60G2400/102 ,  B60G2400/202 ,  B60G2400/206 ,  B60G2400/252 ,  B60G2400/91 ,  B60G2500/102 ,  B60G2600/184 ,  B60G2600/187 ,  B60G2800/162 ,  B60G2800/916

摘要： The magnitude of a linear damping coefficient Cs is set so as to decrease the greater a maximum amplitude value α of an intermediate frequency sprung acceleration is. In the case where a damping force control apparatus carries out control for dampening vibrations of a sprung member using a nonlinear H-infinity control theory, the linear damping coefficient Cs is set to a high value when the maximum amplitude value α of the intermediate frequency sprung acceleration inputted to a suspension apparatus is low. Accordingly, a requested damping force Freq also increases, which makes it possible to quickly dampen vibrations in the sprung member. Meanwhile, in the case where the maximum amplitude value α of the intermediate frequency sprung acceleration is high, the linear damping coefficient Cs is set to a low value. Accordingly, the requested damping force Freq also decreases, which makes it possible to suppress degradation in the riding quality when intermediate frequency vibrations are inputted, and particularly makes it possible to suppress riding quality degradation when the vibration speed is high.

摘要翻译： 线性阻尼系数Cs的大小被设定为使中频弹簧加速度的最大振幅值α越大。 在阻尼力控制装置使用非线性H无穷大控制理论进行用于抑制簧上部件的振动的控制的情况下，当中间频率的最大振幅值α弹簧时，将线性阻尼系数Cs设定为高值 输入到悬架装置的加速度低。 因此，所需的阻尼力Freq也增加，这使得可以快速地抑制簧上构件中的振动。 同时，在中频弹簧加速度的最大振幅值α为高的情况下，将线性阻尼系数Cs设定为低值。 因此，所要求的阻尼力Freq也减小，这使得可以抑制输入中频振动时的乘坐质量的劣化，特别是可以在振动速度高时抑制骑乘质量下降。

公开(公告)号：US08914193B2

公开(公告)日：2014-12-16

申请号：US13202879

申请日：2009-02-23

申请人： Atsushi Ogawa ,  Motohiko Honma ,  Koutaro Okimura ,  Taisuke Hayashi ,  Takahito Watanabe

发明人： Atsushi Ogawa ,  Motohiko Honma ,  Koutaro Okimura ,  Taisuke Hayashi ,  Takahito Watanabe

IPC分类号： B60G17/08 ,  B60G17/018 ,  B60G17/016

CPC分类号： B60G17/016 ,  B60G17/018 ,  B60G17/08 ,  B60G2202/24 ,  B60G2400/102 ,  B60G2400/202 ,  B60G2400/206 ,  B60G2400/252 ,  B60G2400/91 ,  B60G2500/102 ,  B60G2600/184 ,  B60G2600/187 ,  B60G2800/162 ,  B60G2800/916

摘要： The magnitude of a linear damping coefficient Cs is set so as to decrease the greater a maximum amplitude value α of an intermediate frequency sprung acceleration is. In the case where a damping force control apparatus carries out control for dampening vibrations of a sprung member using a nonlinear H-infinity control theory, the linear damping coefficient Cs is set to a high value when the maximum amplitude value α of the intermediate frequency sprung acceleration inputted to a suspension apparatus is low. Accordingly, a requested damping force Freq also increases, which makes it possible to quickly dampen vibrations in the sprung member. Meanwhile, in the case where the maximum amplitude value α of the intermediate frequency sprung acceleration is high, the linear damping coefficient Cs is set to a low value. Accordingly, the requested damping force Freq also decreases, which makes it possible to suppress degradation in the riding quality when intermediate frequency vibrations are inputted, and particularly makes it possible to suppress riding quality degradation when the vibration speed is high.

摘要翻译： 线性阻尼系数Cs的大小被设定为使中频弹簧加速度的最大振幅值α越大。 在阻尼力控制装置使用非线性H无穷大控制理论进行用于抑制簧上部件的振动的控制的情况下，当中间频率的最大振幅值α弹簧时，将线性阻尼系数Cs设定为高值 输入到悬架装置的加速度低。 因此，所需的阻尼力Freq也增加，这使得可以快速地抑制簧上构件中的振动。 同时，在中频弹簧加速度的最大振幅值α为高的情况下，将线性阻尼系数Cs设定为低值。 因此，所要求的阻尼力Freq也减小，这使得可以抑制输入中频振动时的乘坐质量的劣化，特别是可以在振动速度高时抑制骑乘质量下降。

公开(公告)号：US08598831B2

公开(公告)日：2013-12-03

申请号：US13201962

申请日：2009-07-08

申请人： Atsushi Ogawa ,  Motohiko Honma ,  Hirofumi Inoue

发明人： Atsushi Ogawa ,  Motohiko Honma ,  Hirofumi Inoue

IPC分类号： G05B5/01

CPC分类号： H02P3/12 ,  B60G17/06 ,  B60G2300/60 ,  F16F15/03 ,  F16F2232/06

摘要： A vehicle damper including an electromagnetic damper configured to generate a damping force with respect to a motion of a sprung portion and an unsprung portion toward each other and a motion thereof away from each other and includes: an electromagnetic motor; a motion converting mechanism; and an external circuit which is disposed outside the electromagnetic motor and including a first connection passage and a second connection passage and which includes a battery-device connection circuit for connecting the motor and a battery device and a battery-device-connection-circuit-current adjuster configured to adjust an electric current that flows in the battery-device connection circuit, wherein the damper system further includes an external-circuit controller configured to control an electric current that flows in the electromagnetic motor by controlling the external circuit and configured to control a flow of an electric current between the battery device and the electromagnetic motor by controlling the battery-device-connection-circuit-current adjuster.

摘要翻译： 一种车辆阻尼器，包括电磁阻尼器，其构造成相对于弹簧部分和簧下部分相对于彼此的运动产生阻尼力，并且其运动彼此远离，并且包括：电磁马达; 运动转换机制; 以及外部电路，其设置在所述电磁电动机的外部并且包括第一连接通道和第二连接通道，并且包括用于连接所述电动机和电池装置的电池装置连接电路以及电池装置连接电路电流 调整器，被配置为调节在电池装置连接电路中流动的电流，其中所述阻尼器系统还包括外部电路控制器，其被配置为通过控制所述外部电路来控制在所述电磁电动机中流动的电流，并且被配置为控制 通过控制电池装置连接电路电流调节器，在电池装置和电磁马达之间流动电流。

公开(公告)号：US20100076649A1

公开(公告)日：2010-03-25

申请号：US12593991

申请日：2009-01-05

申请人： Ikuhide Iyoda ,  Motohiko Honma

发明人： Ikuhide Iyoda ,  Motohiko Honma

IPC分类号： B60G17/0165

CPC分类号： B60G17/0162 ,  B60G17/0165 ,  B60G17/08 ,  B60G2400/0511 ,  B60G2400/0512 ,  B60G2400/0523 ,  B60G2400/102 ,  B60G2400/104 ,  B60G2400/252 ,  B60G2400/41 ,  B60G2400/91 ,  B60G2500/104 ,  B60G2600/184 ,  B60G2800/012 ,  B60G2800/014 ,  B60G2800/162 ,  B60G2800/164 ,  B60G2800/24 ,  B60G2800/91

摘要： A suspension ECU 13 computes an actual roll angle φ and an actual pitch angle θ of a vehicle, and computes a difference Δθ between a target pitch angle θa and the actual pitch angle θ. The ECU then computes a total demanded damping force F which must be cooperatively generated by shock absorbers 11a, 11b, 11c, and 11d so as to decrease the computed Δθ to zero, and distributes the total demanded damping force F in proportion to the magnitude of a lateral acceleration Gl such that a demanded damping force Fi on the turn-locus inner side becomes greater than a demanded damping force Fo on the turn-locus outer side. Further, the ECU 13 determines whether or not the vehicle body is vibrating in the vertical direction as a result of input of a road surface disturbance, calculates a vibration-suppressing damping force Fd needed for damping the vibration, and determines the demanded damping forces Fi and Fo by use of the vibration-suppressing damping force Fd. Thus, unnecessary vibration in a turning state is quickly converged.

摘要翻译： 悬架ECU13计算实际的滚动角度＆phgr; 和实际俯仰角＆thetas; 的车辆，并计算出差异和差距; 在目标俯仰角与角度之间; a和实际俯仰角度。 ECU然后计算出必须由减震器11a，11b，11c和11d协同产生的总需求阻尼力F，以便减少计算结果; 并且将总需求阻尼力F分配成与横向加速度G1的大小成比例，使得在转向轨迹内侧上要求的阻尼力F 1大于在转向轨迹外侧上所需的阻尼力Fo 。 此外，ECU13通过输入路面干扰来判断车体是否在垂直方向上振动，计算阻尼振动所需的减振阻尼力Fd，并确定所需的阻尼力Fi 和Fo，通过使用振动抑制阻尼力Fd。 因此，转动状态下的不必要的振动迅速地收敛。

公开(公告)号：US20060054439A1

公开(公告)日：2006-03-16

申请号：US11204105

申请日：2005-08-16

申请人： Motohiko Honma

发明人： Motohiko Honma

IPC分类号： F16F9/43

CPC分类号： B60G17/0432 ,  B60G2202/154 ,  B60G2400/5122 ,  B60G2500/2064

摘要： A suspension apparatus for use in a vehicle including a body, a body-side member, a wheel, and a wheel-side member, the apparatus including a hydraulic suspension device which is adapted to be provided between the body-side member and the wheel-side member; a first accumulator which is connected to the hydraulic suspension device via a liquid passage and which allows a hydraulic liquid to flow from the liquid passage into the first accumulator when a pressure of the hydraulic liquid in the liquid passage exceeds a first pre-set liquid pressure, the liquid passage including a first portion which is located between an intermediate point thereof and the hydraulic suspension device, and a second portion which is located between the intermediate point thereof and the first accumulator; and a second accumulator which is connected, via a connection passage shorter than the second portion of the liquid passage, to the intermediate point of the liquid passage and which allows the hydraulic liquid to flow from the liquid passage into the second accumulator when the pressure of the hydraulic liquid in the liquid passage exceeds a second pre-set liquid pressure higher than the first pre-set liquid pressure.

摘要翻译： 一种用于车辆的悬架装置，包括主体，车身侧构件，车轮和车轮侧构件，该装置包括液压悬挂装置，其适于设置在车身侧构件和车轮侧构件之间 边会员 第一蓄能器，其经由液体通道连接到液压悬挂装置，并且当液体通道中的液压液体的压力超过第一预设液压时，允许液压液体从液体通道流入第一蓄能器 所述液体通道包括位于其中间点和所述液压悬挂装置之间的第一部分和位于其中间点和所述第一蓄能器之间的第二部分; 以及第二蓄液器，其经由比液体通道的第二部分短的连接通道连接到液体通道的中间点，并且当液体通道的压力 液体通道中的液压液体超过比第一预设液压高的第二预设液压。