JP4517897B2 - Vehicle height adjustment device - Google Patents

Description

  The present invention relates to a vehicle height adjusting device that adjusts a vehicle height by controlling a vehicle height adjusting actuator.

Patent Document 1 discloses a vehicle height adjustment device in which a vehicle height adjustment actuator and a shock absorber are provided between a vehicle body and a wheel holding device, and the vehicle height is adjusted by control of the vehicle height adjustment actuator. It is described that the overshoot is suppressed by making the damping characteristic of the shock absorber hard at the end of actuator control.
Japanese Utility Model Publication No. 7-31418

  An object of the present invention is to reduce the distance from the target vehicle height of the actual vehicle height due to overshoot by a method different from the method described in Patent Document 1.

Means and effects for solving the problem

The vehicle height adjusting device according to the invention of claim 1 includes: (i) a suspension cylinder as a vehicle height adjusting actuator provided between a wheel holding device for holding the wheel and the vehicle body corresponding to the wheel of the vehicle; And (ii) (a) a low pressure source, and (b) an individual control valve provided between the low pressure source and the suspension cylinder, and controlling the suspension cylinder by controlling the individual control valve. A vehicle height adjusting device including an actuator control device that brings the actual vehicle height closer to the target vehicle height, wherein the actuator control device (c) acquires a loading mass of the vehicle; (d) When an end condition determined by the load mass of the vehicle acquired by the load mass acquisition unit is satisfied, the individual control valve is switched from the open state to the closed state to end the vehicle height adjustment, Control based on the payload of the vehicle In addition to an overshoot corresponding end part that reduces the distance from the target vehicle height of the actual vehicle height caused by overshooting compared to the case where it is not over, the overshoot corresponding end part reduces the vehicle height. , The end condition is satisfied when the actual vehicle height is smaller than the down-side end threshold, and the down-side end threshold is set to be smaller than that when the vehicle has a large loading mass. An end condition determining unit that determines a large value is included.

The vehicle height adjustment actuator is controlled by the actuator control device based on the state of the vehicle when the vehicle height adjustment is started. Based on the state of the vehicle when the vehicle height adjustment is started, for example, whether or not there is a high possibility of overshoot in the vehicle height adjustment, the size of the overshoot when the overshoot occurs (hereinafter, And so on). Therefore, based on the state of the vehicle when the vehicle height adjustment is started, control corresponding to the overshoot predicted to occur can be performed, and not based on the vehicle state when the vehicle height adjustment is started. As compared with the case where the control is performed at, the distance from the target vehicle height of the actual vehicle height due to the overshoot can be reduced. For example, as will be described later, the distance from the target vehicle height to the final actual vehicle height can be reduced by advancing the end time of the vehicle height adjustment or by reducing the overshoot amount itself.
Note that the state of the vehicle is a state in which it is possible to estimate the possibility of overshoot, the amount of overshoot, and the like, for example, the loading state of passengers, luggage, and the like.

Patentable invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, or inventions of different concepts) will be illustrated and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is merely for the purpose of facilitating understanding of the claimable invention, and is not intended to limit the set of components constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. Moreover, the aspect which deleted the component from the aspect of each term can also be one aspect of the claimable invention.

Of the following items, (6) corresponds to claim 1, (16) corresponds to claim 2, and (3) and (5) correspond to claims 3 and 4. The item (13) corresponds to claim 5.

(1) A vehicle height adjusting device including a vehicle height adjusting actuator provided in a vehicle and an actuator control device for controlling the vehicle height adjusting actuator to bring the actual vehicle height closer to the target vehicle height,
The actuator control device controls the vehicle height adjustment actuator based on the state of the vehicle when vehicle height adjustment is started, thereby overshooting compared to the case where control based on the state of the vehicle is not performed. A vehicle height adjustment device comprising an overshoot countermeasure control unit that reduces the distance between the actual vehicle height and the target vehicle height.
(2) Whether or not the actuator control device needs to reduce the distance from the target vehicle height of the actual vehicle height due to overshoot based on the state of the vehicle when the vehicle height adjustment is started. Including an overshoot countermeasure control necessity determination unit that acquires the overshoot countermeasure control necessity determination unit, wherein the overshoot countermeasure control necessity determination unit reduces a gap between the actual vehicle height and the target vehicle height caused by the overshoot. The vehicle height adjusting device according to item (1), including a selective control unit that operates when it is acquired that the necessity is high and does not operate when the necessity is not high.
The control of the vehicle height adjustment actuator by the overshoot countermeasure control unit can be always performed when the vehicle height adjustment is performed, but the distance from the target vehicle height of the actual vehicle height due to the overshoot is reduced. This is performed when it is determined that the necessity is high, and it is not performed when it is determined that the necessity is low.
For example, (a) When the possibility of overshooting is high, (b) When the overshoot amount is estimated to be large, (c) The actual vehicle height caused by overshoot is corrected from the target vehicle height It can be determined that the necessity of performing the overshoot countermeasure control is high when one or more of cases where it is difficult to do so are established.
(3) The actuator control device includes a high-speed vehicle height adjustment unit that adjusts the vehicle height at high speed and a low-speed vehicle height adjustment unit that operates at low speed, and the overshoot countermeasure control unit is controlled by the high-speed vehicle height adjustment unit. The vehicle height adjustment device according to (1) or (2), including a selective control unit that operates when vehicle height adjustment is performed and does not operate when vehicle height adjustment is performed by the low-speed vehicle height adjustment unit. .
When the vehicle loading mass is the same, when the vehicle height adjustment speed is fast, the possibility of overshooting is higher than when the vehicle height adjustment speed is slow, and the need for overshoot countermeasure control is high. Therefore, it is appropriate to perform overshoot countermeasure control when high-speed vehicle height adjustment is performed.
(4) The overshoot countermeasure control unit is controlled such that (i) a loading mass acquisition unit that acquires the loading mass of the vehicle, and (ii) the vehicle height adjustment actuator is controlled by the actuator control device in a direction in which the vehicle height decreases. And a selective control unit that operates in at least one of a case where the load mass acquired by the load mass acquisition unit is greater than or equal to a set mass and a case where the load mass is not set in other cases (1) The vehicle height adjusting device according to any one of items (3) to (3).
When the vehicle height is reduced, the inertial force becomes larger when the loaded mass is larger than when the loaded mass is small, so it is predicted that there is a high possibility of overshoot. Further, when the loading mass is large, the overshoot amount is predicted to be larger than when the loading mass is small. For this reason, when the loaded mass is large, the necessity for overshoot countermeasure control can be considered higher than when the loaded mass is small. Therefore, it is appropriate to perform overshoot countermeasure control when the loaded mass is equal to or greater than the set mass.
Even if the loading mass acquisition unit includes a loading mass detection unit that directly detects the size of the loading mass itself, the number of passengers, the presence or absence of luggage in the luggage room, whether or not the luggage is attached to the roof carriage, etc. It is good also as a thing including the loading mass estimation part which estimates loading mass based on those detection results (it acquires a loading mass indirectly).
(5) The overshoot countermeasure control unit includes a selective control unit that operates when the vehicle height adjustment is performed in the OFF state of the vehicle main switch and does not operate when the vehicle height adjustment is performed in the ON state. The vehicle height adjusting device according to any one of (1) to (4).
In the ON state of the main switch, there is no problem even if power is consumed to bring the actual vehicle height closer to the target vehicle height, so it can be considered that the need for overshoot countermeasure control is low. On the other hand, it is desirable to reduce power consumption as much as possible in the OFF state of the main switch. This corresponds to the case where it is difficult to correct the difference between the actual vehicle height and the target vehicle height due to overshoot, and the need for overshoot countermeasure control is high. Therefore, it is appropriate to perform overshoot countermeasure control in the OFF state of the main switch.
(6) The vehicle height adjusting actuator is a suspension cylinder provided between a wheel holding device and a vehicle body corresponding to a wheel of the vehicle and holding the wheel, and the actuator control device includes (a) a low pressure And (b) an individual control valve provided between the low pressure source and the suspension cylinder, and an overshoot-compatible control unit, (c) a loading mass acquisition unit that acquires the loading mass of the vehicle; (D) When an end condition determined by the load mass of the vehicle acquired by the load mass acquisition unit is satisfied, the individual control valve is switched from the open state to the closed state to end the vehicle height adjustment. And an overshoot corresponding end portion for reducing the distance from the target vehicle height of the actual vehicle height caused by overshooting as compared with the case where control based on the loaded mass of the vehicle is not performed. Over preparative contact end portion, in the control to decrease the vehicle height, as well as with the termination condition is satisfied when the actual vehicle height is smaller than the down-side ends threshold, the down-side ends threshold The vehicle height adjusting device according to any one of (1) to (5), further including an end condition determining unit that determines a larger value when the loaded mass of the vehicle is large than when the loaded mass is small.
The control of the vehicle height adjustment actuator is terminated when the end condition determined by the vehicle state when the vehicle height adjustment is started is satisfied, so that the actual vehicle height from the target vehicle height due to the overshoot is terminated. The gap is reduced.
(7) the overshoot response end unit (i) an overshoot amount estimation unit that estimates a magnitude of an overshoot predicted to occur based on a state of the vehicle when the vehicle height adjustment is started; (Ii) an end condition determining unit that sets the end condition as a condition for ending earlier than when the overshoot amount estimated by the overshoot amount estimating unit is small. High adjustment device.
If the estimated overshoot amount is large, if the condition is to end earlier than if it is small, overshoot will occur after the end of vehicle height adjustment, but the distance from the actual vehicle height to the target vehicle height should be reduced thereafter. Can do.
(8) The actuator control device includes a control end unit that ends the control of the vehicle height adjusting actuator when an actual vehicle height enters the first holding region, and the overshoot corresponding end unit An end condition determining unit that determines at least one of the target vehicle height and the first holding area based on a state of the vehicle when height adjustment is started according to (6) or (7) Vehicle height adjustment device.
The first holding area can be, for example, an area between the down side end threshold value and the up side end threshold value on both sides of the target vehicle height. Then, when the actual vehicle height enters the first holding region from outside the first holding region, the control of the vehicle height adjusting actuator is ended. For example, in the control for decreasing the vehicle height, the control is terminated when the actual vehicle height becomes smaller than the down-side end threshold value, and in the control for increasing the vehicle height, the actual vehicle height reaches the up-side end threshold. Control is terminated when the value becomes larger than the value. Therefore, the vehicle height adjustment can be completed earlier by increasing the down side end threshold value or decreasing the up side end threshold value.
Further, when the relationship between the target vehicle height and the down side end threshold value and the up side end threshold value is determined in advance, when the target vehicle height is changed, the down side end threshold value, The up side end threshold value is also changed. In the control for reducing the vehicle height, if the target vehicle height is increased (closer to the actual vehicle height at the start of vehicle height adjustment), the down-side end threshold value also increases. The actual vehicle height sooner becomes smaller than the down-side end threshold, and the vehicle height adjustment is completed earlier. In the control for increasing the vehicle height, if the target vehicle height is reduced (approaching the actual vehicle height at the start of vehicle height adjustment), the up-side end threshold value is also reduced. The actual vehicle height sooner becomes larger than the up-side end threshold, and the vehicle height adjustment is completed earlier.
(9) The actuator control device includes a control start unit that starts control of the vehicle height adjusting actuator when an actual vehicle height deviates from a second holding region wider than the first holding region, and the overshoot The vehicle height adjusting device according to item (8), wherein the response ending unit includes a start threshold value determining unit that determines the second holding region based on a state of the vehicle when vehicle height adjustment is started.
The second holding area can be, for example, an area between the down side start threshold value and the up side start threshold value on both sides of the target vehicle height. If the second holding region is wide (when the down-side start threshold value is increased, or when the up-side start threshold value is decreased, depending on either of them), control is resumed even if an overshoot occurs. The probability of being played can be reduced, and hunting can be made difficult to occur.
(10) When the vehicle height adjustment is finished, the overshoot countermeasure control unit controls the vehicle height adjustment actuator with a vehicle height adjustment speed pattern determined by the state of the vehicle when the vehicle height adjustment is started. The vehicle height adjusting device according to any one of (1) to (9), including a soft landing portion that suppresses overshoot.
If the vehicle height adjustment speed when the vehicle height adjustment is finished is reduced, overshoot can be suppressed, and the distance from the actual vehicle height to the target vehicle height can be reduced. In the vehicle height adjusting device described in this section, overshooting is less likely to occur or the amount of overshooting is reduced.
The vehicle height adjustment pattern is determined by the vehicle height adjustment speed after deceleration and the deceleration time when the vehicle height is decreased stepwise, or when the vehicle height adjustment speed is gradually decreased. It may be determined by.
(11) the soft landing unit (i) an overshoot amount estimation unit that estimates the size of an overshoot predicted to occur based on the state of the vehicle when the vehicle height adjustment is started; and (ii) A pattern determination unit that sets the vehicle height adjustment speed pattern to be a pattern in which the vehicle height adjustment speed at the end of the vehicle height adjustment is smaller when the overshoot amount estimated by the overshoot amount estimation unit is small; The vehicle height adjusting device according to item (10), including:
If the vehicle height adjustment speed at the end of vehicle height adjustment is made smaller when the estimated overshoot amount is large than when it is small, overshoot can be suppressed satisfactorily.
(12) The soft landing unit includes: (i) a loading mass acquisition unit that acquires the loading mass of the vehicle; and (ii) the vehicle height adjustment speed pattern. The vehicle height adjusting device according to item (10) or (11), further including a pattern determining unit that makes the pattern smaller when the loaded mass acquired by the loaded mass acquiring unit is larger than when the loaded mass is small.
Since the overshoot amount is estimated to be larger when the loading mass is large than when it is small, it is desirable that the vehicle height adjustment speed at the end of the vehicle height adjustment is reduced.
(13) The vehicle height adjustment according to any one of (10) to (12), wherein the soft landing portion includes a speed gradually decreasing portion that gradually decreases the vehicle height adjustment speed when the vehicle height adjustment is finished. apparatus.
(14) The soft landing unit includes a pattern determining unit that determines at least one of a deceleration start timing and a deceleration of the vehicle height adjustment speed based on a state of the vehicle when the vehicle height adjustment is started. The vehicle height adjusting device according to the item.
When the deceleration start timing of the vehicle height adjustment speed is the same, the vehicle height adjustment speed at the end of the vehicle height adjustment can be made smaller when the deceleration is large than when the deceleration is small. When the deceleration is the same, the vehicle height adjustment speed at the end time can be made smaller when the deceleration start timing is early than when it is late. Therefore, it is appropriate to determine at least one of the deceleration start timing and the deceleration of the vehicle height adjustment speed based on the vehicle state at the start of the vehicle height adjustment.
(15) The actuator control device includes a forcible ending unit that terminates the control of the vehicle height adjustment actuator when the vehicle height adjustment time exceeds a predetermined set time. The vehicle height adjusting device according to any one of the above.
When the vehicle height adjustment time exceeds a predetermined set time, there is a high possibility that control hunting has occurred. Therefore, it is desirable to end the vehicle height adjustment when the vehicle height adjustment time exceeds the set time.
In this case, even if the control of the vehicle height adjustment actuator is immediately terminated when the set time is exceeded, if the actual vehicle height is more than the set value from the target vehicle height, the actual vehicle height is targeted. You may finish after approaching a vehicle height.

Hereinafter, a suspension device including a vehicle height adjusting device according to an embodiment of the present invention will be described with reference to the drawings.
In the present suspension device, as shown in FIG. 1, vehicle height adjusting actuators are provided between the wheel holding devices 6FL, FR, RL, RR for holding the front, rear, left, right wheels 4FL, FR, RL, RR and the vehicle body 8, respectively. Suspension cylinders 10FL, FR, RL, and RR are provided together with a suspension spring (not shown). The suspension cylinders 10FL, FR, RL, and RR are operated by a working fluid as a fluid. Hereinafter, when it is necessary to distinguish the suspension cylinder 10 or the like, it is used with symbols FL, FR, RL, and RR representing wheel positions, and when there is no need to distinguish between them, they are used without a symbol.
The suspension cylinders 10FL, FR, RL, and RR have the same structure, and each includes a housing 11, a piston 12 that is fitted inside the housing 11 so as to be relatively movable, and a piston rod 14. The rod 14 is connected to the wheel holding device 6 and the housing 11 is connected to the vehicle body 8 so as not to move relative to each other in the vertical direction. The piston 12 is provided with a communication passage 20 having a throttling function for communicating the two liquid chambers 16 and 18 partitioned by the piston 12. The throttle function generates a damping force corresponding to the relative movement speed of the piston 12 with respect to the housing 11 (the flow rate of the working fluid flowing through the throttle). The suspension cylinder 10 functions as a shock absorber.

Individual passages 22FL, FR, RL, and RR are connected to the liquid chambers 16 of the suspension cylinders 10FL, FR, RL, and RR, respectively.
In each of the individual passages 22FL, FR, RL, RR, the accumulators 24FL, FR, RL, RR and the accumulators 26FL, FR, RL, RR and the accumulators 26FL, FR, RL, RR are connected in parallel to each other corresponding to each of the suspension cylinders 10FL, FR, RL, RR. And are connected. In addition, the spring constants are connected to the connecting passages 27FL, FR, RL, RR connecting the suspension cylinders 10FL, FR, RL, RR (individual passages 22FL, FR, RL, RR) and the accumulators 26FL, FR, RL, RR, respectively. Switching valves 28FL, FR, RL, and RR are provided.
Each of these accumulators 24 and 26 has a function as a spring, and includes, for example, a housing and a partition member for partitioning the inside of the housing, and the individual passage 22 communicates with one volume change chamber of the partition member. And the other volume change chamber is provided with an elastic body, and the volume of the other volume change chamber decreases due to the increase in the volume of one volume change chamber, thereby generating an elastic force. Can be. The accumulators 24 and 26 may be bellows type, bladder type, piston type, or the like.
In this embodiment, the accumulator 24 has a larger spring constant than the accumulator 26. Hereinafter, the accumulator 24 is referred to as a high-pressure accumulator, and the accumulator 26 is referred to as a low-pressure accumulator.

In the open state of the spring constant switching valve 28, since the hydraulic fluid is easily exchanged between the suspension cylinder 10 and the accumulators 24 and 26 than in the closed state, the spring constant of the suspension spring is apparently small. In the closed state, the spring constant is apparently large.
In this embodiment, the spring constant is large during turning, braking, or driving, and the vehicle is traveling straight at a constant speed (longitudinal acceleration and lateral acceleration are less than the set values, the longitudinal acceleration is 0, the lateral acceleration is Is not limited to 0), the spring constant is small. Further, as will be described later, the spring constant switching valve 28 is closed even during high-speed vehicle height adjustment.

The individual passages 22FL, FR, RL, and RR are provided with variable throttles 30FL, FR, RL, and RR, respectively. As described above, the hydraulic fluid flows in and out in the liquid chamber 16 by the vertical movement of the wheel holding devices 6FL, FR, RL, and RR relative to the vehicle body 8. In this case, the individual passage 22 is provided by the variable throttle 30. By controlling the flow path area, the damping force generated in the suspension cylinder 10 is controlled. In the present embodiment, a damping force adjusting mechanism is configured by the variable diaphragm 30 and the like.
When the flow area of the individual passage 22 is reduced by the variable throttle 30, the suspension hardness is hard (a state in which the damping force increases when the relative movement speed in the vertical direction between the wheel and the vehicle body is the same). When the flow path area is increased, the flow is soft (the damping force is reduced when the relative movement speed is the same). These are controlled according to the state of the mode selection switch by the driver, but may be controlled based on the traveling state of the vehicle. In this embodiment, when the vehicle is in a turning state, it is hard when it is in a braking / driving state (deceleration / acceleration state), and a decrease in running stability is suppressed.

The suspension device is provided with a vehicle height adjusting device 50. The vehicle height adjusting device 50 includes a high pressure source 56, a reservoir as the low pressure source 58, an individual control valve device 60, and the like.
The high-pressure source 56 includes a pump device 64 including a pump 61 and a pump motor 62, a pressure accumulator 66, and the like. The pump device 64, the pressure accumulator 66, and the like are provided in the control passage 68. The hydraulic fluid in the reservoir 58 is pumped up and discharged by the pump 61, and is stored under pressure in the pressure accumulator 66. The accumulator 66 for pressure accumulation is connected to the control passage 68 via a pressure accumulation control valve 70 which is a normally closed electromagnetic on-off valve. A fluid source pressure sensor 72 is provided in the control passage 68. The fluid source pressure sensor 72 can detect the discharge pressure of the pump 61 and the accumulator pressure.
A check valve 74 and a silencing accumulator 76 are provided on the discharge side of the pump 61 in the control passage 68. An outflow passage 84 that connects the high pressure side and the low pressure side of the pump 61 is provided, and an outflow control valve 86 is provided in the outflow passage 84. The outflow control valve 86 is a pilot-type on-off valve that can be mechanically opened and closed using the discharge pressure of the pump 61 as a pilot pressure. The pump 61 is in an operating state and is closed while hydraulic fluid is discharged. While 61 is inactive, it is open. In this embodiment, the high pressure source 56, the reservoir 58, and the like constitute a hydraulic pressure source 88 as a fluid source.

The suspension cylinders 10FL, FR, RL, RR are connected to a hydraulic pressure source 88 through individual passages 22FL, FR, RL, RR and a control passage 68.
The individual control valve device 60 includes individual control valves 90FL, FR, RL, RR provided in the individual passages 22FL, FR, RL, RR. A left and right communication valve 92 is provided in the front wheel side left and right communication passage 91 connecting the individual passages 22FL and FR, and a left and right communication valve 94 is provided in the rear wheel side left and right communication passage 93 connecting the individual passages 22RL and RR.
These individual control valves 90FL, FR, RL, RR, and left and right communication valves 92, 94 are normally closed electromagnetic on-off valves. When the left and right communication valves 92, 94 are closed, the individual control valves 90FL, FR, RL, RR are By individually controlling each wheel 4FL, FR, RL, RR, the wheel holding device 6FL, FR, RL, RR and the corresponding body part 8 (corresponding to the suspension cylinder 10FL, FR, RL, RR) The vehicle height, which is the distance between the vehicle and the vehicle, can be controlled independently.

This suspension apparatus is controlled by a suspension ECU 100 mainly including a computer. The suspension ECU 100 includes an execution unit 102, a storage unit 104, an input / output unit 106, and the like. The input / output unit 106 includes a spring constant switching valve 28, a coil of a variable throttle 30, a vehicle height adjusting device 50 (a pressure accumulation control valve 70). , Individual control valve 90, coils of left and right communication valves 92, 94, pump motor 62, etc.) are connected via a drive circuit (not shown), and fluid source pressure sensor 72 is provided for each of the front, rear, left and right wheels. A vehicle height sensor 120 for detecting the height, a driving state detection device 122 for detecting the driving state of the vehicle, a vehicle height adjustment mode selection switch 124, a vehicle height adjustment instruction switch 126, an ignition switch 128, a shift position sensor 130, a parking brake switch 132, a loading mass acquisition device 134 for acquiring the loading mass of the vehicle, a communication device 136, and the like are respectively connected.
The storage unit 104 stores a vehicle height adjustment program represented by the flowchart of FIG. 3, a control table represented by the map of FIG.

The traveling state detection device 122 includes a traveling speed sensor that detects a traveling speed of the vehicle, a yaw rate sensor that detects a turning state, a longitudinal acceleration sensor that detects a braking / driving state, and the like.
The vehicle height adjustment mode selection switch 124 is operated by the driver, and the operation of the switch 124 selects either the automatic mode or the manual mode. When the automatic mode is selected, the vehicle height is changed accordingly when a predetermined condition is satisfied, and when the manual mode is selected, the vehicle height adjustment instruction switch 126 is instructed. It can be changed accordingly.
The vehicle height adjustment instruction switch 126 is a switch that is operated when the vehicle height is increased, when the vehicle height is decreased, and the like, and is switched by a driver's manual operation. When an operation for increasing the vehicle height is performed, the vehicle height is increased by a predetermined set amount (one step), and when an operation for decreasing the vehicle height is performed, the vehicle height is set in advance. It is decreased by a predetermined set amount (one step).

The loaded mass acquisition device 134 includes at least one of a seating sensor, a seat belt buckle switch, and a luggage room lamp switch (trunk room lamp switch). The seating sensor is provided for each seat provided in the passenger compartment, and detects whether or not a load greater than a predetermined set value is applied to the seat. Each seat belt is provided correspondingly to detect whether or not the buckle is engaged. The luggage room lamp switch is a switch that is turned ON / OFF in conjunction with the opening / closing of the luggage door. Based on these detection values, the number of passengers and the presence / absence of luggage in the luggage room are detected, and the loaded mass is estimated based on the detected number of passengers and the presence / absence of luggage.
For example, the passenger mass per person is determined in advance as Mh and the luggage mass as Mp, and it is detected that the number of passengers is N from the state of the seating sensor, seat bell buckle switch, etc., and the luggage room lamp switch is turned ON / OFF. When it is estimated that the load is loaded in the luggage room, the loaded mass M of the vehicle is expressed by the equation M = Mh × N + Mp
Estimated according to
The loaded mass acquisition device 134 may include a load sensor. The load applied to each sheet is directly detected by the load sensor, and the sum of these is set as the loaded mass.
For example, the mass applied to each of the seats is MhFL, MhFR, MhRL, MhRR, and when a load is loaded, the loaded mass M of the vehicle is M = MhFL + MhFR + MhRL + MhRR + Mp
Can be estimated according to

The communication device 136 includes a transmission / reception antenna 141 and the like, and performs communication with the portable device 142 within a predetermined setting area. The portable device 142 includes a communication unit 144 including a transmission / reception antenna and the like, a processing unit 146 mainly including a computer that stores identification information and generates and transmits information. The portable device 142 includes a plurality of operation units, and transmits information indicating an instruction for increasing the vehicle height, an instruction for decreasing the vehicle height, and the like together with the identification information in accordance with the operation of the operation unit.
When the communication device 136 receives the information transmitted from the portable device 142, it is determined based on the identification information included in the information whether or not the information is transmitted to the host vehicle. If it is determined that the vehicle has been transmitted to the host vehicle, vehicle height adjustment is started in response to an instruction from the portable device 142. Even if information indicating the vehicle height adjustment instruction is not transmitted from the portable device 142, if it is detected that the portable device 142 has entered the predetermined setting area, the vehicle height adjustment (reducing the vehicle height) is performed. May be started).

The operation of the suspension device configured as described above will be described.
The outflow / inflow of the hydraulic fluid in the suspension cylinder 10 is controlled by the vehicle height adjusting device 50, thereby adjusting the vehicle height. The vehicle height adjustment is performed according to a control table represented by a map shown in FIG.
For example, in the case of reducing the vehicle height, which is the distance between the wheel holding device 6FL and the portion corresponding to the left front wheel 4FL of the vehicle body 8, for the left front wheel 4FL, the individual control valve 90FL is opened and the suspension cylinder 10FL is opened. Hydraulic fluid is allowed to flow out from the reservoir 58 into the reservoir 58. This control is abbreviated as down control. In this embodiment, as shown in FIG. 2, when the actual vehicle height H * becomes smaller than the down-side end threshold value HDE (the first holding region in which the actual vehicle height H * is determined based on the target vehicle height Href). When entering R1, the individual control valve 90FL is closed.
To increase the vehicle height, the pump device 64 is operated, the pressure accumulation control valve 70 is opened, and the individual control valve 90FL is opened. The outflow control valve 86 is closed, and hydraulic fluid is supplied to the suspension cylinder 10FL from both the pressure accumulator 66 and the pump device 64. This control is abbreviated as up control. As shown in FIG. 2, when the vehicle height is increased and the actual vehicle height H * exceeds the up-side end threshold value HUE (the first holding in which the actual vehicle height H * is determined based on the target vehicle height Href). When entering the region R1, the individual control valve 90FL is closed, the operation of the pump device 64 is stopped, and the pressure accumulation control valve 70 is switched to the closed state.

As shown in FIG. 2, the relationship between the target vehicle height Href, the down side end threshold value HDE, the up side end threshold value HUE, the down side start threshold value HDS, and the up side start threshold value HUS is determined in advance. And stored in the storage unit 104. When the target vehicle height Href is determined, the threshold values HDE, HUE, HDS, and HUS are determined accordingly. An area determined by the down-side end threshold HDE and the up-side end threshold HUE is defined as the first holding area R1, and an area determined by the down-side start threshold HDS and the up-side start threshold HUS. The second holding region R2. When the actual vehicle height H * is within the first holding region R1, the individual control valve 90 is closed, but when the vehicle height H * is out of the second holding region R2, the individual control valve 90 is opened. High is increased or decreased.
For example, in the down control, when the actual vehicle height H * decreases and becomes smaller than the down side end threshold value HDE, the individual control valve 90 is closed (holding control). Thereafter, when the actual vehicle height H * further decreases and becomes smaller than the up-side start threshold value HUS, the individual control valve 90 is opened and the pump device 64 and the like are operated (up control). As a result, when the actual vehicle height H * increases and becomes greater than the up-side end threshold value HUE, the individual control valve 90 is closed and the operation of the pump device 64 is stopped (holding control). When the actual vehicle height H * increases from the down side start threshold value HDS, the individual control valve 90 is opened and down control is started.

Thus, in the down control, when the actual vehicle height H * becomes smaller than the down side end threshold HDE determined by the target vehicle height Href (approaching the target vehicle height), the individual control valve 90FL is closed. However, when the overshoot amount is small, the actual vehicle height H * is maintained at a value in the vicinity of the target vehicle height Href, and the distance between the actual vehicle height H * and the target vehicle height Href is small.
On the other hand, when the overshoot amount is large, the distance from the target vehicle height Href to the actual vehicle height H * increases even if the overshoot amount is maintained in the first holding region R1.
Further, when the actual vehicle height H * becomes smaller than the up-side start threshold value HUS due to the overshoot and deviates from the second holding region R2, the up control is started. When the actual vehicle height H * increases and becomes larger than the up-side end threshold value HUE (up into the first holding region R1) by the up control, the holding control is performed, and the actual vehicle height H * becomes the down-side start threshold value. When it becomes larger, there is a possibility that the control hunting that the down control is started again will occur.

The vehicle height adjustment is performed at a high speed (when the change speed of the vehicle height is large, which is referred to as a high speed vehicle height adjustment) and when it is performed at a low speed (when the change speed of the vehicle height is small) In a state where the traveling speed of the vehicle is equal to or lower than a set speed that can be regarded as a stopped state, the high-speed vehicle height adjustment is performed when a predetermined vehicle height adjustment condition is satisfied.
In this embodiment, (a) when information from the portable device 142 is received, (b) when the vehicle height adjustment instruction switch 126 is operated in the manual mode, (c) a predetermined condition is set in the automatic mode. When the condition is satisfied, the high-speed vehicle height adjustment is performed.

In the OFF state of the ignition switch 128, the vehicle height is normally set to the standard vehicle height in order to improve the appearance. On the other hand, since it is difficult for people to ride at the standard vehicle height, the vehicle height is automatically lowered when the “information indicating an instruction to lower the vehicle height” transmitted from the portable device 242 is received.
In the ON state of the ignition switch 128, when the “instruction to lower the vehicle height” is output by operating the vehicle height adjustment instruction switch 126 in the manual mode, the vehicle height is lowered. Further, in the automatic mode, when at least one of the fact that the parking brake is operated after the traveling vehicle stops and the shift position is switched from the drive position to the parking position is satisfied. The vehicle height is automatically lowered because there is a possibility that a person will get off. While the vehicle is running, it is at a standard height, so it is lowered to a height where people can easily get off. It should be noted that the vehicle height is lowered even when a predetermined set time elapses after the traveling vehicle stops, even when the above-described conditions are not satisfied.
In these cases, the high speed vehicle height reduction request is satisfied and the high speed down control is performed.

  Further, in the manual mode in which the ignition switch 128 is in the ON state, when the “instruction to increase the vehicle height” is output by operating the vehicle height adjustment instruction switch 126, the ignition switch 128 is changed from the OFF state to the ON state in the automatic mode. The vehicle height is increased when a predetermined condition such as the switching and the shift position being switched from the parking position to the drive position is satisfied. Prior to travel, the lowered vehicle height is raised to the standard height. In these cases, the request for increasing the high-speed vehicle height is satisfied and the high-speed up control is performed.

  On the other hand, the vehicle height is increased to the standard vehicle height after the passenger gets off in the OFF state of the ignition switch 128 described above, but this vehicle height adjustment need not be performed at high speed. Further, the vehicle height may be adjusted according to the traveling speed while the vehicle is traveling. In these cases, the low-speed vehicle height adjustment request is satisfied, and the vehicle height adjustment is performed at a low speed.

In this embodiment, the spring constant switching valve 28 is closed in the high speed vehicle height adjustment, and the individual control valve 90 is fully opened. In the low speed vehicle height adjustment, the spring constant switching valve 28 is in the open state. In addition, the individual control valve 90 is duty controlled. When the spring constant switching valve 28 is closed, the low-pressure accumulator 26 is shut off, so that the outflow / inflow of hydraulic fluid in the low-pressure accumulator 26 is prevented. In particular, in the down control, the outflow flow rate of the hydraulic fluid from the suspension cylinder 10 can be increased, and the target hydraulic pressure can be quickly approached.
Note that the individual control valve 90 is fully opened in both the high speed vehicle height adjustment and the low speed vehicle height adjustment, the spring constant switching valve 28 is closed in the high speed vehicle height adjustment, and the open state is in the low speed vehicle height adjustment. It can also be.

When the control for reducing the vehicle height is performed with the ignition switch 128 turned on, even if an overshoot occurs and the actual vehicle height H * becomes smaller than the target vehicle height Href, the pump device 64 is turned on. It can be activated to increase the actual vehicle height. In contrast, when the ignition switch 128 is in the OFF state, the vehicle height adjusting device 50 and the like are normally cut off from the main battery. Therefore, in order to operate the pump device 64, a backup power source or the like is used. Must be used. Further, even when the ignition switch 128 is in the OFF state, there is a demand to truly increase the vehicle height, and the pump device 64 or the like may have to be operated. For this reason, it is not desirable to use a backup power source or the like unnecessarily.
On the other hand, overshoot is more likely to occur when high speed vehicle height adjustment is performed than when low speed vehicle height adjustment is performed. Further, it is easier to occur when the vehicle height is decreased than when the vehicle height is increased. In particular, it is presumed that the amount of overshoot increases when the loading mass of the vehicle is large because the inertial force is greater than when the vehicle is small.
Therefore, in the present embodiment, when high-speed down control is performed in the OFF state of the ignition switch 128, there is a high possibility that overshoot will occur, and the actual vehicle height resulting from the overshoot is different from the target vehicle height. Therefore, the vehicle height adjustment for overshooting is performed. In other cases, the vehicle height adjustment for overshoot is not performed.

In this embodiment, the vehicle height adjustment is terminated when the time during which the holding control is continuously performed exceeds a predetermined first set time. This condition is referred to as an end process condition. When the end process condition is satisfied, the suspension ECU 200 is set in the sleep state, and an end process such as the vehicle height adjusting device 50 being disconnected from the battery is performed.
When the vehicle height is reduced, the fact that the actual vehicle height H * is smaller than the down-side end threshold HDE corresponds to the fact that the end condition described in the claims is satisfied, and the down-side end. Setting the threshold value HDE, the target vehicle height Href, and the like based on the loading state corresponds to determination of the end condition described in the claims. The termination process condition in this embodiment includes a termination condition.
Further, when the elapsed time after the vehicle height adjustment is started exceeds a second set time longer than the first set time, the vehicle height adjustment is forcibly terminated. This is because there is a possibility that control hunting occurs due to overshoot and the vehicle height adjustment is not easily completed. When the elapsed time from the start of the vehicle height adjustment exceeds the second set time, the vehicle height adjustment may be immediately terminated (even if the termination process is performed), or the actual vehicle height H When * is separated from the target vehicle height Href by a set value or more, the end processing may be performed after the actual vehicle height H * is brought close to the target vehicle height Href.
The first set time is set to a time when the vehicle height is considered to be maintained in the first holding area, and the second set time is a time when the vehicle height adjustment should be finished or hunting occurs. It is determined based on the time considered.

The vehicle height adjustment program represented by the flowchart of FIG. 3 is executed at predetermined time intervals. This program is executed regardless of whether the ignition switch 128 is on or off.
In step 1 (hereinafter abbreviated as S1. The same applies to other steps), it is determined whether or not the high speed vehicle height adjustment request is satisfied, and in S2, whether or not the low speed vehicle height adjustment request is satisfied. Determined. If the low speed vehicle height adjustment request is satisfied, the low speed vehicle height adjustment is performed in S3.
If the high speed vehicle height adjustment request is satisfied, it is determined in S4 whether or not the ignition switch 128 is in an OFF state, and in S5, it is determined whether or not the request is for reducing the vehicle height. If the ignition switch 128 is in the ON state, the determination in S4 is NO, and normal high-speed vehicle height adjustment is performed in S6. Even if the ignition switch 128 is in the OFF state, if it is a request to increase the vehicle height, the determination in S5 is NO, and high-speed vehicle height adjustment is performed in S6.
On the other hand, when the ignition switch 128 is in the OFF state and the request is for reducing the vehicle height, an overshoot countermeasure vehicle height adjustment is performed in S7.

In the overshoot countermeasure vehicle height adjustment, the target vehicle height Href is determined based on the loading state when the vehicle height adjustment is started. The target vehicle height Href is increased, thereby increasing the down-side end threshold HDE and the like.
Hereinafter, the target vehicle height (before being changed based on the loaded state) determined in advance for the high speed down control is referred to as a true target vehicle height Href. The true target vehicle height Href is also the default value. Further, the target vehicle height determined based on the loaded state is referred to as an overshoot-compatible target vehicle height EHref. As described above, when the target vehicle height Href is changed, the threshold values HDE, HDS, HUS, HUS, and the like are also shifted while maintaining the relationship with the target vehicle height Href. The threshold values after the shift are referred to as overshoot corresponding threshold values EHDE, EHDS, EHUS, and EHUS, and are distinguished by adding a symbol E first.

The overshoot countermeasure vehicle height adjustment of S7 is executed by a routine represented by the flowchart of FIG.
In S71, it is determined whether or not the previous vehicle height adjustment was the high speed down control. In the ON state before the ignition switch 128 is turned OFF this time (previous time), it is determined whether or not the high speed down control has been performed. If the occupant got off last time and the high-speed down control was performed, the vehicle body is already in a sufficiently low position, so there is no need to lower the vehicle body any further. Further, if it is lowered further, there is a risk of coming into contact with the stopper. Therefore, in this embodiment, the high speed down control is not performed twice in succession. Even if the high speed vehicle height reduction request is satisfied twice in succession, the high speed down control is performed for the second time. Is not done.
For example, when the high speed vehicle height reduction request is satisfied twice in succession, for example, after the high speed down control is performed in the ON state of the ignition switch 128, before the vehicle height is increased to the standard height by the appearance control or the like. In some cases, the driver gets off and the portable device 142 is operated. In this case, the current high speed down control is not performed. On the other hand, even if the high speed down control is performed in the ON state of the ignition switch 128, after the vehicle height is raised to the standard vehicle height by the appearance control or the like, by the operation of the driver portable device 142 or the like, If the request for reducing the high-speed vehicle height is satisfied, for example, the determination in S71 is NO, and the loading state of the vehicle is detected in S72.

When the driver operates the portable device 142 after all the passengers get off, the number of passengers becomes zero, but only the driver gets off with the passenger remaining, and the portable device 142 is operated. In the case where is performed, the number of passengers is 1 or more. The luggage in the luggage room may be unloaded or not unloaded.
In S73, the overshoot-corresponding target vehicle height EHref is determined based on the loading state acquired in S72.
For example, when the number of vehicle occupants is N and a load is loaded, the overshoot compatible target vehicle height EHref is given by
EHref = f (Href, Mh × N, Mp)
Determined according to. When the default value Href of the target vehicle height is the same, the overshoot-corresponding target vehicle height EHref is set to a larger value when the loaded mass (M = Mh × N + Mp) is large and smaller.

Thereafter, in S74, the high speed down control is started. The individual control valve 90 is opened, and the spring constant switching valve 28 is closed. The elapsed time since the vehicle height adjustment is started in S75 is measured, and it is determined in S76 whether or not the elapsed time has exceeded a predetermined second set time.
Before the second set time elapses, vehicle height adjustment is performed in accordance with the above-described control table in S77, and it is determined in S78 whether or not an end processing condition is satisfied.
When the actual vehicle height H * becomes smaller than the down-side end threshold value HDE, the individual control valve 90 is closed, but the time during which the individual control valve 90 is continuously closed exceeds the first set time. And the end processing condition is satisfied.
In addition, once the individual control valve 90 is closed, the actual vehicle height H * deviates from the second holding region R2, and the individual control valve 90 is opened to perform up control or down control. Even after that, if the time during which the individual control valve 90 continues to be in the closed state exceeds the first set time, it is determined that the termination processing condition is satisfied.
If the end process condition is satisfied, the end process is performed in S79. On the other hand, if the elapsed time since the start of the high speed down control before the end processing condition is satisfied exceeds the second set time, the forced end processing is performed in S80, and then in S79. Termination processing is performed.

For example, as shown in FIG. 5, when the overshoot-corresponding target vehicle height EHref is made larger than the true target vehicle height Href, the overshoot-corresponding down-side end threshold EHDE is also reduced. Made bigger than HDE. When the actual vehicle height H * becomes smaller than the overshoot corresponding down-side end threshold EHDE, the individual control valve 90 is closed, but the actual vehicle height H * further decreases due to the overshoot. It approaches the target hydraulic pressure Href.
In this case, the overshoot amount is larger when the loaded mass is larger than when the loaded mass is small, but the target vehicle height EHref for overshoot is determined to be larger than when the loaded mass is large (when the loaded mass is large). Therefore, it is better to avoid that the actual vehicle height H * greatly deviates from the true target vehicle height Href due to overshoot. Can do.
Further, since the second set time elapses from the start of the vehicle height adjustment, it is forcibly terminated, so that it is temporarily avoided that the vehicle height adjustment continues for a long time due to hunting. Can do.
As described above, in this embodiment, the actuator control device is configured by the vehicle height adjusting device 50 and the suspension ECU 100 that stores the vehicle height adjusting program represented by the flowchart of FIG. The overshoot countermeasure control unit is configured by a part that stores S7 (the routine represented by the flowchart of FIG. 4), a part that executes, and the like of the flowchart of FIG. The overshoot countermeasure control unit is also a selective control unit. Of the overshoot countermeasure control unit, an overshoot response end unit is configured by a portion that stores S72, 73, 77, 78, a portion that executes the portion, and the like, a portion that stores S72, 73, and a portion that executes The termination condition determination unit is configured by the above.

In the above embodiment, the target vehicle height EHref is changed and the down-side end threshold value EHDE is changed accordingly. However, the down-side end threshold value HDE itself is changed. It can also be. Down end threshold EHDE is given by
EHDE = g (HDE, Mh × N, Mp)
Therefore, when the load mass (Mh × N + Mp) is large, it can be set to a larger value when it is small.
Further, the target vehicle height EHref can be changed stepwise based on the loaded mass M. For example, when the loaded mass M is equal to or greater than the set load, the set value is increased.

Furthermore, the overshoot countermeasure control of S7 can be executed according to the flowchart of FIG. In the present embodiment, when the vehicle height adjustment is finished, the vehicle height adjustment speed is controlled according to the vehicle height adjustment speed pattern. The vehicle height adjustment speed pattern is determined by the time when the vehicle height adjustment speed is decelerated (deceleration start vehicle height Hgs). When the actual vehicle height H * reaches the deceleration start vehicle height Hgs, a predetermined deceleration is applied. The vehicle height adjustment speed is gradually decreased. For example, the vehicle height adjustment speed can be reduced with a constant deceleration by controlling the duty ratio [open time / (open time + close time)] of the individual control valve 90.
In S91, based on the loading state detected in S72, the deceleration start vehicle height Hgs is expressed by the formula Hgs = h (Href, Mh × N, Mp).
Determined according to. The vehicle height Hgs at the start of deceleration is set to a larger value when the loaded mass is large and smaller.
When the vehicle height adjustment speed is gradually decreased at a constant deceleration, the vehicle height adjustment speed at the time when the individual control valve 90 is closed becomes smaller when the deceleration start vehicle height is large than when the deceleration control vehicle height is small.

  Then, until the second set time elapses after the vehicle height adjustment start time, it is determined in S92 whether or not the actual vehicle height H * is equal to or less than the deceleration start vehicle height Hgs. If it becomes equal to or lower than Hgs, the vehicle height speed is reduced in S93. Thereafter, in S77, the vehicle height is adjusted, and in S78, it is determined whether or not the end process condition is satisfied. In this case, default values are adopted for the target vehicle height Href and the threshold values HDE, HUE, HDS, and HUS.

For example, as shown in FIG. 7, when the deceleration start vehicle height Hgs is determined based on the loaded state, and the actual vehicle height H * becomes equal to or less than the deceleration start vehicle height Hgs , the vehicle height adjustment speed is reduced. When the actual vehicle height H * becomes smaller than the down-side end threshold value HDE, the individual control valve 90 is closed, and the closed state of the individual control valve 90 is held for the first set time. The vehicle height adjustment is terminated. Thus, since the vehicle height adjustment speed when the individual control valve 90 is closed is reduced, the amount of overshoot can be reduced, and the actual vehicle height H * is changed to the true target vehicle height Href. You can get closer.
As described above, in this embodiment, the overshoot countermeasure control unit is configured by a part for storing the routine of the flowchart of FIG. Of these, S72, 91, 92, 93, etc. constitute a soft landing part, and among these, a part for storing S72, 91, a part for execution, etc. constitute a pattern determining part.

In the above embodiment, the vehicle height adjustment speed is reduced by a constant deceleration after the actual vehicle height H * reaches the deceleration start vehicle height Hgs. However, the vehicle height adjustment speed decreases stepwise. It can also be made. Further, the vehicle height adjustment speed may be reduced only after the actual vehicle height H * reaches the deceleration start vehicle height Hgs. In that case, for example, the spring constant switching valve 28 can be switched from a closed state to an open state.
Further, in the above embodiment, the case where the overshoot countermeasure vehicle height adjustment is performed when the high speed down control is performed is described. However, the overshoot countermeasure vehicle height adjustment is performed when the low speed down control is performed. It can also be performed when control is performed. When vehicle height-up control is performed, overshoot is more likely to occur when the loaded mass is small than when it is large. Further, when the high speed down control is performed in the ON state of the ignition switch 128, the overshoot countermeasure vehicle height adjustment may be performed.
Furthermore, in each of the above embodiments, when high-speed down control is performed, it is determined that there is a high need for overshoot countermeasure vehicle height adjustment, but high-speed down control is performed, In addition, when the loaded mass is equal to or greater than the set load, it may be determined that there is a high need for overshoot countermeasure vehicle height adjustment.
Further, it is also possible to determine the end condition based on the loaded mass and also determine the vehicle height adjustment speed pattern so that the overshoot countermeasure vehicle height adjustment combining the routine of FIG. 4 and the routine of FIG. 6 is performed. .
Furthermore, in order to prevent hunting, it is also effective to increase the down-side start threshold value EHDS and the up-side start threshold value EHUS.

Further, in the above embodiment, it is determined whether or not the high speed down control has been performed in the previous vehicle height adjustment, but the actual vehicle height when the current vehicle height adjustment is started. It is also possible to detect H * and determine whether or not the actual vehicle height H * is less than or equal to the set vehicle height. When the actual vehicle height H * is less than or equal to the set vehicle height, the vehicle body is sufficiently low so that the current vehicle height adjustment is not performed.
Furthermore, when the vehicle height adjustment is performed separately on the front wheel side and the rear wheel side, the mass applied to the front wheel and the mass applied to the rear wheel based on the presence of luggage loaded in the luggage room, the position of the occupant, etc. Can be acquired separately.
The present invention can be practiced in various modifications and improvements based on the knowledge of those skilled in the art, in addition to the aspects described above.

It is a figure which shows the whole suspension apparatus containing the vehicle height adjustment apparatus which is one Example of this invention. 3 is a map conceptually showing a vehicle height adjustment table stored in a storage unit of a suspension ECU of the suspension apparatus. It is a flowchart showing the vehicle height adjustment program memorize | stored in the said memory | storage part. It is a flowchart showing a part of said vehicle height adjustment program. It is an example of control by execution of the program. It is a flowchart showing another part of the said vehicle height adjustment program. It is an example of control by execution of the program.

Explanation of symbols

10: Suspension cylinder 90: Individual control valve 100: Suspension ECU 134: Load mass acquisition device

Claims (5)

(i) a suspension cylinder as a vehicle height adjustment actuator provided between a wheel holding device that holds the wheel and the vehicle body corresponding to the wheel of the vehicle, (ii) (a) a low pressure source, and (b The actuator includes an individual control valve provided between the low pressure source and the suspension cylinder, and controls the suspension cylinder by controlling the individual control valve to bring the actual vehicle height closer to the target vehicle height. A vehicle height adjusting device including a control device,
When the actuator control device satisfies (c) a loading mass acquisition unit that acquires the loading mass of the vehicle, and (d) an end condition determined by the loading mass of the vehicle acquired by the loading mass acquisition unit. By switching the individual control valve from the open state to the closed state and ending the vehicle height adjustment, the actual vehicle height caused by overshooting can be reduced compared to the case where control based on the loaded mass of the vehicle is not performed. And an overshoot response end portion that reduces the distance from the target vehicle height. In the control for reducing the vehicle height , the overshoot response end portion is smaller than the down end threshold value. In the case where the end condition is satisfied, the down-side end threshold value is determined to be larger than that when the vehicle loading mass is small. Level control system which comprises a condition determination section.   2. The vehicle height adjusting device according to claim 1, wherein the actuator control device includes a forcible termination unit that terminates control of the vehicle height adjusting actuator when a vehicle height adjustment time exceeds a predetermined set time.   The actuator control device includes a high-speed vehicle height adjustment unit that adjusts the vehicle height at high speed and a low-speed vehicle height adjustment unit that performs low-speed vehicle adjustment, and the overshoot correspondence end unit adjusts the vehicle height by the high-speed vehicle height adjustment unit. The vehicle height adjusting device according to claim 1, wherein the vehicle height adjusting device operates when the vehicle is adjusted and does not operate when vehicle height adjustment is performed by the low-speed vehicle height adjusting unit.   4. The overshoot corresponding end portion operates when the vehicle height adjustment is performed in the OFF state of the main switch of the vehicle, and does not operate when the vehicle height adjustment is performed in the ON state. The vehicle height adjusting device according to any one of the above.   The actuator control device further controls the suspension cylinder with a vehicle height adjustment speed pattern determined by the vehicle loading mass, thereby overshooting compared to a case where control based on the vehicle loading mass is not performed. A soft landing portion that reduces the distance from the target vehicle height of the actual vehicle height caused by the soft landing portion, the vehicle height adjustment speed when the vehicle height adjustment is finished, the vehicle height adjustment speed pattern, The vehicle height adjusting device according to any one of claims 1 to 4, further comprising a pattern determining unit configured to make the pattern smaller when the loading mass of the vehicle is large than when it is small.

Images