Beruflich Dokumente
Kultur Dokumente
Hidemori Tsuka
Jiro Nakano
Yuji Yokoya
Dept. No. 6 , Electrical & Electronics Engineering Div.
TOYOTA MOTOR CORPORATION
1 , Toyota-cho, 'I'oyota, Aichi 471, Japan
Phone : 0565-28-2121
FAX: 0565-23-5792
Telex:: 4528371 TOYOTA J
Akira Fukami
Yoshio Hirano
NIPPONDENSO CO,. LTD.
1 - 1 Showa-cho, Kariya, Aichi 448, Japan
Abstruct: A new electronic controlled suspension
system called Piezo TEMS (Toyota Electronic Modulated
Suspension) was developed by using piezo electric ceramics for a sensor, and an actuator. As a result, a
good drivability and a vehicle stability can be obtained with an improved riding comfort.
Speed sensor i
Piezo TEMS indicator
(Road surface
INTRODUCTION
In 1983 TOYOTA adopted the TEMS (TOYOTA
electronic modulated suspension) for mass market
models, and during the following six years has
further employed the TEMS in a wide range of models
[ l , 21. Subsequently, the development of electronic
modulated suspension has progressed both in Japan and
abroad, and this system been incorporated in mass
produced models by a number of manufacturers [ 3 , 4 ,
5, 6, 7, 81.
Electronic modulated suspension utilizes
electronic control technology. It ensures stability,
controllability and riding comfort by means of a
system designed for optimization of the damping force
characteristics of shock absorbers in accordance with
the vehicle speed and the operational behavior of the
driver. The basic concept of conventional TEMS
systems consists of constantly applying a "soft"
damping force to ensure riding comfort in the first
instance, and applying a "firm" damping force only
when the driver causes the vehicle to lurch.
On the other hand, the "Piezo TEMS" system
developed by the present research consists of
constantly applying a firm damping force to first
ensure stability and then instantaneously switching
to a soft damping force in adaptation to the state of
the road. That is, if the basic damping force is
firm, then operating characteristics are improved,
but since sudden road elevations or bumps detract
from riding comfort, the system detects such road
elevations and switches to a soft damping force for
only an instant in order to prevent shocks to the
vehicle frame. If road irregularities continue and
the soft damping force causes rocking or wobbling of
the vehicle, the control system again changes to the
firm damping force in order to absorb the rocking
motion [9, 10, 11, 121.
In order to realize this concept, a sensor employing piezoceramic materials and capable of detecting road level irregularities at high speeds, as well
as an actuator, likewise employing piezoceramics and
effecting high-speed changeover of the damping force,
were developed.
The parts arrangement of the system is shown in
Figure 1.
Piston rod
Road surface sensor
Piezoelectric actuator
Subsidiary flow
channel
Magnification chamber
Switching valve
50
I = n X d33 x k x F
V = n x d33 X k X b X Ri
Number of
sensors
In the
Sprung GI
Unsprung G2) (piston rod
'
output
Electrode disk
Piezoelectric e1ements
Electrode disk
Insulating disk
nL3
Piston rod
Damping force F
I = f
V - I X R i a k
Figure 5 is a schematic illustration of the
structure of a road surface sensor employing piezoelectric elements. The device is composed of several
piezoelectric elements, two electrode disks to extract the output signal and two insulating disks for
51
--lo
Defferential of
the damping force
(xi05 NISI
- -20
- -30
wire
/I
II
K: constant
Ec: coercive field
Analyzing the above formula, the coercive Ec and effective domain rotation 7 were found to be functions
of the molar ratio of PbZr03. The results of experimental studies conducted to determine the precise relation between Wmax and the molar ratio of PbZr03 are
shown in Figure 8d. The broken line bisecting the
figure represents the MPB, the domain of the righthand side of the MPB corresponds to rhombohedral system and that on the left-hand side to tetragonal system. As seen in this figure, the greatest value of
Wmax is attained at a point on the rhombohedral side
of the MPB. That is, the greatest value of Wmax for
the piezoelectric actuator is attained at point C,one
mole percent on the rhombohedral side of the MPB,
where Wmax is approximately 10% greater than the value corresponding to the MPB composition. On the basis of the above considerations, a material for piezoelectric actuators with a composition which provided a value of Wmax approximately 25% greater than
that of the composition corresponding to maximum displacement was successfully developed.
52
o%o
20
40
60 Displacement (pm)
Fig.8-a. THE DISPLACEMENT VERSUS
GENERATED FORCE CHARACTERISTIC
1;
1'1
1;
14
1'5
W max
45
Tetragonal
-2
E 4c
z=
E
3!
20
40
60 Displacement (pm)
/.S.
ECU
-
c)
0
T
53
Indicator
Piezoelectric
Actuator
OUT
= (Ri+Zm+Zn) x
V OUT (N)
V(N)
I(S)
V(N)
amplifier output
-- RlXRZ
;the input impedance
of the sensor amplifier
Rl+W
;the coupling impedance
;the output impedance of the
noise source
;the output current of the
road surface sensor
;the voltage of the noise
source
54
Road surface
sensor
R2
R2
Road surface
sensor
Leakage
c. THE EQUIVALENT CIRCUIT FOR THE CASE
WHERE I(S) IS DIVIDED BETWEEN THE
INPUT INPEDANCE Ri AND THE LEAKAGE
RESISTANCE R1
Fig. 11. DIAGRAM OF THE ROAD SURFACE SENSOR
PROCESSING CIRCUIT
CONTROL STRATEGY
with the generation of high voltage has adverse effects upon the internal functioning of the ECU as
well as radio reception, etc., and must therefore be
suppressed to a low level or prevented from leaking
into the circuitry of the arithmetic processing system or to the exterior of the ECU. Snubber circuits
composed of resistors and capacitors are ordinarily
used for the suppression of switching noise, but this
adversely affects the efficiency of the switching
power source. Hence, the measures adopted consisted
500
V
output
register RO
Sealed wire
Piezoelectric
actuator
regulator
55
This permits the further enhancement of rjding comfort on good roads and improved road holding on uneven road surfaces.
comparison to this, with the Piezo TEMS, vertical acceleration of the vehicle frame when passing over a
bump is restricted at the same level as in the soft
fixed mode although the basic damping force of the
Piezo TEMS is firm. This is an example of improvements in riding comfort.
Figure 15 illustrates effects of the Piezo TEMS
achieved when a vehicle is traveling over relatively
rough roads. Pitch rate of the Piezo TEMS is the
same as that of the firm fixed mode, showing that operation stability is at the same level as in the firm
fixed mode, Furthermore, riding comfort is known to
have been improved because vertical acceleration is
at the same level as in the soft fixed mode. From
this by using the Piezo TEMS, both riding comfort and
operation stability ar6 improved when a vehicle is
traveling on a relatively rough road.
LV
Piezoelectric actuator
driving voltage
500
-100
[Auto]
Soft
um
Damping force
switching signal
Firm
I 0.98
m/s2
Vertical acceleration
Pitch rate
RESULT
[Firm-fixed]
Firm
Vertical
acceleration
1' I I
Road surface
(Hight 5 mm,
Width 15 mm)
Damping force
switching signal
'
F
1
0.98 m/s2
1 'I
'
[Soft-fixed]
Vertical
acceleration
Auto
-Firm-fixed
---- Soft-fixed
Vertical acceleration
Fig. 15. EFFECT 2
SUMMARY
A high-speed road surface detection sensor capable of directly detecting the rate of change of the
damping force was developed by installing piezoelectric elements within the piston rod.
Moreover, piezoelectric elements were used to
develop actuators with greater durability and superio r response characteristics as compared with conventional actuators employing DC motors and-solenoids.
Using these piezoelectric sensors and actuators,
a new electronically controlled semi-active suspension system was developed. This system, called the
Piezo TEMS, mainLains a firm basic damping force and
changes over to a soft damping force when the road
input is particularly large, thereby avoiding the application of shocks to the vehicle frame,
56
REFERENCE
Y. Yokoya, K. Asami, T. Hamajima, N. Nakashima:
Toyota Electronic Modulated Suspension (TEMS)
System for the 1983 Soarer, SAE Paper 840341,
1984
Y. Yokoya, K. Asami, H. Miyata: ElectronicControlled Suspension Systems, Journal of the
Society of Automotive Engineeres of Japan,
VO1.39,NO.2, 1985,p.lgg - 203
R. Hofmann, K. Lorenz, E. Sagan: Der neue DMW
7'- teil 2 Motor, Kraftubertragung und Fahrwerk, ATZ,89, 1987,6,p.301 - 310
F. W. Lohr: Ope1 Omega-Teil 2: Fahrwerk und Antrieb, ATX,89, 1987,2,p.63 - 72
D. Hennecke, B. Jordan, U. Ochner: Elektronische Dampfer Control-eine vollautomatisch adaptiveDampfkraftverstellung fur den BMW 635
CSi,ATZ 89,9,1987 p.471 - 479
Lancla Thema 8.32, Autocar July 27, 1988 p.44 52
H. Gaus, H. H. Julicher: Der neue Mercedes-Benz
Roadstar-Gesamtfahrzeug und Fahrleistungen, AT2
91, 3 1989, p.113 - 121
R. J. Renter: Speed Dependent Damping for the
1989 Cadillac Allante, SAE Paper 890178, February, 1989
H. Sato, Y. Yokoya, M. Hayashi, H. Tsuka, Y.
Tsutsumi, 0. Yasuike: Development of Piezo
TEMS-Chassis of CELSTOR, TOYOTA Engineering Society, Vo1.39,No.2, 1989, p.17 - 25
Y. Tsutsumi, J. Nakano, M. Hayashi: Development of Semi-active Suspension, 1990 JSAE
Spring Convention Proceedings 901, 901039
O.Yasuike, H. Kawaguchi, M. Yano:
New SemiActive Suspension System with Piezoelectric Ceramic, JASME 1990, Dynamics and Design Conference, July 9 - 14, Kawasaki, Japan
Y. Tsutsumi, H. Satou, H. Kawaguchi, M. Hirose,
K. Mizuno: Development of Piezo TEMS, SAE Paper, 1990 SAE Passenger Car Meeting & Exposition, September 17 - 20, Dearborn, Michigan
F. Sugasawa, H. Kobayashi, T. Kakimoto, Y.
Shiraishi, Y. Tateishi: Electronically Controlled Shock Absorber System Used as a Road
Sensor Which Utilizes Super Sonic Waves, SAE
Paper 851652, 1985
57