JPH07149132A - Electronically controlled suspension device for automobile - Google Patents

Abstract

PURPOSE:To provide an electronically controlled suspension device for an automobile capable of ideally controlling a nose dive phenomenon caused by braking with no time lag. CONSTITUTION:This electronically controlled suspension device is provided with suspension units 7, 8 capable of switching the damping force in multiple stages, a vehicle speed sensor 5 detecting the vehicle speed V, an inter-vehicle distance measuring means 1 measuring the inter-vehicle distance D to a front vehicle traveling at the front, and a nose dive control means 6 increasing the damping force at least on the front wheel side of a suspension means when the inter-vehicle distance is the set inter-vehicle distance or below according to the vehicle speed. The electronically controlled suspension device starts anti-nose dive control by assuming braking before a driver applies a brake when the inter-vehicle distance to the front vehicle is shrunk.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronically controlled suspension device for an automobile which controls a vehicle body posture according to a driving condition, and more particularly to an electronically controlled suspension device for an automobile which effectively prevents a nose dive during braking. Is.

[0002]

2. Description of the Related Art Generally, braking of an automobile.
At times, a dynamic posture change in which the front portion of the vehicle body sinks and the rear portion of the vehicle body floats, that is, a nose dive phenomenon occurs, and riding comfort is impaired. Therefore, conventionally, when an electronically controlled suspension device for an automobile is used to detect a braking state by a brake switch or a deceleration state of a vehicle speed by a vehicle speed sensor, the damping force (or the damping force of the suspension unit of the front wheel side or all four wheels) (or , An air spring constant) and an anti-nose dive control means for reducing the nose dive phenomenon have been proposed.

However, in the above conventional device,
Anti-nose dive control is performed after detecting the brake switch input by depressing the brake pedal of the vehicle or the deceleration input of the vehicle speed by the vehicle speed sensor, so the front and rear swaying of the vehicle due to the nose dive phenomenon is effectively suppressed without time delay. You cannot do it.

A vehicle attitude control device is also proposed in, for example, Japanese Unexamined Patent Publication No. 4-293608. In this device, when the inter-vehicle distance to the front vehicle is within a predetermined range and the inter-vehicle distance decreases at a deceleration of a predetermined amount or more of the front vehicle, anti-nose dive control is performed to add the own vehicle. The vehicle posture is kept constant with respect to the road surface even before deceleration.

[0005]

As described above, the conventional electronically controlled suspension system for an automobile detects the brake operation by the brake switch and the deceleration by the vehicle speed sensor and performs the anti-nose dive control after the brake operation. However, there is a problem that a time delay occurs and effective anti-nose dive control cannot be realized.

Further, in the vehicle attitude control device described in the above publication, the anti-nose dive control is performed only when the inter-vehicle distance decreases within a predetermined inter-vehicle distance. The driver often applies the brake operation first in the process of decreasing. Therefore, in this case as well, similarly to the above, there is a problem that the time delay of the anti-nose dive control occurs and effective anti-nose dive control cannot be realized.

The present invention has been made in order to solve the above problems, and it is an electronically controlled suspension device for an automobile which can ideally suppress the nose dive phenomenon due to braking without causing a time delay. Aim to get.

[0008]

According to a first aspect of the present invention, there is provided an electronically controlled suspension system for a vehicle, which is capable of switching damping force in a plurality of stages, a vehicle speed sensor for detecting a vehicle speed, and a vehicle running ahead. An inter-vehicle distance measuring means for measuring an inter-vehicle distance with a vehicle in front and a nose dive suppressing means for increasing a damping force of at least the front wheel side of the suspension means when the inter-vehicle distance is equal to or less than a set inter-vehicle distance according to a vehicle speed are provided. It is a thing.

In the description in this specification, the suspension means may include not only a suspension device having a shock absorber but also an air spring type air suspension device, and the damping force means Not only the damping force of the shock absorber but also the air spring constant of the air spring may be shown.

According to a second aspect of the present invention, there is provided an electronically controlled suspension system for an automobile according to the first aspect, wherein a brake switch for detecting a depression of the brake pedal to generate a brake operation signal and a depression release of the accelerator pedal. An accelerator switch that detects and generates an accelerator return signal, a throttle opening sensor that detects the opening of the throttle valve that is interlocked with the accelerator pedal, and that braking is performed based on the vehicle speed or the brake operation signal. The nose dive control means is provided with a braking determination means for determining and an accelerator return determination means for determining an accelerator return state based on an accelerator return signal or a throttle opening. If judged, at least increase the damping force on the front wheel side. In which a control means for.

According to a third aspect of the present invention, there is provided an electronically controlled suspension system for an automobile according to the first or second aspect, further comprising timer means for holding the operation of the nose dive suppressing means for a certain period of time. is there.

[0012]

According to the first aspect of the present invention, the vehicle-interval distance to the preceding vehicle detected by the vehicle-interval distance measuring means is set according to the vehicle speed before the driver attempts to perform braking. In the following cases, anti-nose dive control is entered assuming braking, and the nose dive phenomenon due to braking is ideally suppressed by increasing the damping force of the suspension means on the front wheel side or all four wheels, Ride comfort is improved by keeping the vehicle attitude constant with respect to the road surface.

According to the second aspect of the present invention, the anti-nose dive control is entered even when the braking condition is detected or the accelerator release condition is detected, and the nose dive phenomenon is ideal even when the inter-vehicle distance cannot be measured. Suppress to.

Further, according to the third aspect of the present invention, the chattering due to the repeated turn-on / off of the anti-nose dive control is prevented by maintaining the control state for at least a fixed time after starting the anti-nose dive control.

[0015]

【Example】

Example 1. Embodiment 1 of the present invention will be described below with reference to the drawings. 1 is a block diagram showing a functional configuration of basic elements for anti-nose dive control according to a first embodiment of the present invention.

In FIG. 1, 1 is an inter-vehicle distance measuring means for measuring an inter-vehicle distance D between a host vehicle and a forward vehicle traveling in front, and 2 is a brake switch for detecting depression of a brake pedal and outputting a brake operation signal β. Reference numeral 3 denotes an accelerator switch that detects a return of depression of the accelerator pedal while traveling and outputs an accelerator return signal α. Reference numeral 4 denotes a throttle opening sensor that detects an opening θ of a throttle valve that is linked to the accelerator pedal. This is a vehicle speed sensor that detects the traveling speed of the host vehicle, that is, the vehicle speed V.

Reference numeral 6 denotes a controller which constitutes an electronic control unit, which is constituted by a microcomputer, and which has an inter-vehicle distance D from various sensor means 1 to 5, a brake operation signal β, an accelerator return signal α, a throttle opening θ and It has a control means for taking in the vehicle speed V and the like, determining the driving state of the own vehicle based on the calculation results of these sensor signals, and generating the necessary control signals and the like.

Reference numeral 7 is a suspension unit capable of switching the damping force in at least two steps, and 8 is at least 2
These are air suspension units whose air spring constants (damping forces) can be switched over more than one stage, and these constitute suspension means controlled by the controller 6. Usually, the vehicle is provided with at least one of the suspension unit 7 and the air suspension unit 8.

Reference numeral 9 is a front wheel side damping force changing means for changing the front wheel side damping force of the suspension unit 7, 10 is a front wheel side air spring constant changing means for changing the front wheel side air spring constant of the air suspension unit 8, and 11 is a suspension unit. 7 is rear wheel side damping force changing means for changing the rear wheel side damping force, and 12 is rear wheel side air spring constant changing means for changing the rear wheel side air spring constant of the air suspension unit 8. Change signal C1
To C4 respectively.

The controller 6 includes means for storing a predetermined set vehicle speed Vo and means for storing a set inter-vehicle distance Do according to the vehicle speed V or the like in advance as a map or calculating according to a function. The sensor 5 detects a vehicle speed V equal to or higher than the set vehicle speed Vo, and the inter-vehicle distance measuring means 1 detects a vehicle distance D that is equal to or less than the set vehicle distance Do.
Is detected, the change signals C1 to C4 are output to the changing means 9 to 12 to perform anti-nose dive control.

Controller 6 and respective changing means 9-12
Suppresses the nose dive by increasing the damping force of the front wheel side or all four wheel suspension units 7 of the vehicle and / or the air spring constant of the air suspension unit 8 during the anti-nose dive control (anti-nose dive control). This constitutes a nose dive suppressing means.

Therefore, the controller 6 changes the signal C1 or C2 when performing the anti-nose dive control based on the determination based on the various sensor signals D, β, α and V.
Output at least one of the
At least one of the damping force changing means 9 attached to the front wheel side and the air spring constant changing means 10 attached to the front wheel side of the air suspension unit 8 is driven to increase the damping force or the air spring constant.

Alternatively, the controller 6 outputs the change signals C1 to C4 including at least one of the change means C1 or C2 during the anti-nose dive control, and the damping force attached to the front wheel side or all four wheels of the suspension unit 7. At least one of the changing means 9 and the air spring constant changing means 10 attached to the front wheel side or all four wheels of the air suspension unit 8 is driven to increase the damping force or the air spring constant.

FIG. 2 is an explanatory view showing the inter-vehicle distance D between the vehicle A and the forward vehicle B equipped with the inter-vehicle distance measuring means 1, and FIG. 3 shows the relationship between the vehicle speed V, the inter-vehicle distance D and the set inter-vehicle distance Do. It is a characteristic diagram.

In FIG. 3, an area P is a non-control area where anti-nose dive control is unnecessary, and a shaded area Q is a control area where anti-nose dive control is required. The set inter-vehicle distance Do, which serves as a criterion for determining the change from the non-control area P to the control area Q, indicates a reference limit value of the inter-vehicle distance D that can be safely stopped with respect to the vehicle speed V, and as is well known, the vehicle speed V and the like. Grows in size.

Next, the operation of the first embodiment of the present invention will be described with reference to FIGS. First, the own vehicle A
The vehicle-to-vehicle distance measuring means 1 provided in the vehicle measures the vehicle-to-vehicle distance D with respect to the forward vehicle B traveling in front of the host vehicle A, and the vehicle speed sensor 5 detects the vehicle speed V of the host vehicle A. Is input to the controller 6.

The set inter-vehicle distance calculating means in the controller 6 reads or calculates the set inter-vehicle distance Do with respect to the vehicle speed V by using the characteristic map of FIG. 3, and the current inter-vehicle distance D corresponds to the vehicle speed V. It is determined whether or not it is larger than the distance Do. If the inter-vehicle distance D is larger than the set inter-vehicle distance Do, the controller 6 does not generate the change signals C1 to C4 because it is in the non-control area P in FIG. 3, and the anti-nose dive control is not performed.

On the other hand, when the inter-vehicle distance D becomes equal to or less than the set inter-vehicle distance Do and changes from the non-control area P in FIG. 3 to the control area Q, the controller 6 predicts that the braking operation should be performed. Then, the changing means 9 to 12 are driven by the changing signals C1 to C4. As a result, the damping force of the suspension units 7 and 8 (air spring constant)
Is changed to a large value and the above-mentioned anti-nose dive control is performed.

When the inter-vehicle distance D with respect to the vehicle speed V of the host vehicle A reaches the non-control area P on the map due to the increase of the inter-vehicle distance D or the decrease of the vehicle speed V during the anti-nose dive control, the controller 6 determines , Change signal C1
The output of C4 is stopped and the anti-nose dive control is ended.

In this way, the driving state in which braking is performed is predicted based on the inter-vehicle distance D corresponding to the vehicle speed V,
By shifting to the anti-nose dive control, the nose dive can be effectively suppressed.

Example 2. In the first embodiment using only the map, when there is no front vehicle B traveling ahead of the host vehicle A, or when the host vehicle A and the front vehicle B are present.
When the vehicle-to-vehicle distance D is too large, the vehicle-to-vehicle distance D cannot be measured, the control region Q cannot be determined, and the anti-nose dive control cannot be performed.

Therefore, in order to compensate the anti-nose dive control even when the inter-vehicle distance D cannot be measured, the above-mentioned map of the vehicle speed V from the vehicle speed sensor 5 and the inter-vehicle distance D from the inter-vehicle distance measuring means 1 is used. Not only the control area determination method but also the control area determination method using the vehicle speed V or the brake operation signal β from the brake switch 2, the accelerator return signal α from the accelerator switch 3 or the throttle opening θ from the throttle opening sensor 4 It is desirable to perform anti-nose dive control in a triple system with the control area determination method using.

Example 3. Further, the inter-vehicle distance D with respect to the vehicle speed V of the host vehicle A is a threshold value between the non-control area P and the control area Q on the map (FIG. 3) (set inter-vehicle distance D
o) near it, a chattering phenomenon of control is caused by the judgment of the start and end of the anti-nose dive control. Therefore, even when the end condition of the anti-nose dive control is satisfied, the timer means for continuing the control for a certain holding time. It is desirable to have a timer function according to.

A second embodiment and a third embodiment of the present invention having the triple system and the timer function will be described below with reference to the flowchart of FIG. 4 showing the processing procedure of the controller 6.
A specific operation of the anti-nose dive control process by the will be described.

In this case, the controller 6 determines the braking based on the vehicle speed V or the brake operation signal β, and the accelerator return based on the accelerator return signal α or the throttle opening θ. An accelerator return determining means for determining the state and a control means for driving the nose dive suppressing means when braking is determined or when the accelerator return state is determined are provided.

First, the controller 6 reads the vehicle speed V of the own vehicle A from the vehicle speed sensor 5 to calculate the vehicle speed (step S1), and then the inter-vehicle distance measuring means 1 sends the own vehicle A.
And the distance D between the front vehicle B and the vehicle ahead is read (step S
2).

Next, using the vehicle speed V of the own vehicle A read from the vehicle speed sensor 5, it is determined whether or not the own vehicle A is traveling (step S3). If it is determined that the host vehicle A is traveling (that is, YES), step S
From the map (FIG. 3) based on the vehicle speed V and the inter-vehicle distance D read in 1 and S2, it is determined whether or not the current driving state is the control region Q (step S4).

If the control area Q (that is, YES) is determined, it is considered that the inter-vehicle distance D between the host vehicle A and the preceding vehicle B is shorter than the set inter-vehicle distance Do, so that either It is estimated that the driver is in a driving state in which braking is performed, and anti-nose dive control is performed to suppress the nose dive (step S5). After that, in order to prevent the chattering phenomenon, the control hold timer value at the end of the anti-nose dive control is set (step S6), and the process returns to the first step S1.

On the other hand, if it is determined in step S4 that the area is the non-control area P (that is, NO), the inter-vehicle distance D between the host vehicle A and the front vehicle B is longer than the set inter-vehicle distance Do, and braking is not necessary. Since it is considered to be in such a state, the process does not proceed to the anti-nose dive control step S5 based on the map (FIG. 3) but to the control area determination step S7 based on the brake switch 2 similar to the conventional one.

In step S4, the preceding vehicle B does not exist within the set inter-vehicle distance Do of the host vehicle A (that is,
Even if it is determined to be NO), for example, when the road is curved and the forward vehicle B cannot be detected, or
It is also possible that there are pedestrians. At this time, the brake pedal is depressed by the driver's judgment. Therefore, it is determined whether or not the brake pedal is depressed depending on the actual brake operation signal β from the brake switch 2 or the deceleration state of the vehicle speed V from the vehicle speed sensor 5. Judge (step S
7).

If it is determined that the brake switch 2 is turned on (that is, YES) by depressing the brake pedal, it is considered that the host vehicle A is performing the braking operation, so the nose dive is suppressed. The anti-nose dive control is performed (step S5), and the process proceeds to step S6. As a result, the anti-nose dive control during actual braking can be compensated as in the conventional case.

On the other hand, if it is determined in step S7 that the brake pedal has not been depressed (that is, NO), the process proceeds to control area determination step S8 based on the return of the accelerator pedal. That is, the accelerator switch 3
It is determined whether or not it is immediately after the accelerator pedal is released by using the accelerator return signal α from the throttle opening angle θ from the throttle opening sensor 4 (step S8).

If it is determined that the accelerator return signal α is turned on or the throttle opening θ indicates a closing operation and the accelerator pedal is released (that is, YES), the driver eventually brakes. It is presumed that the operation may be performed, and anti-nose dive control is performed (step S5), and the process proceeds to step S6. As a result, even when the accelerator is returned, anti-nose dive control can be performed in advance before the braking operation.

On the other hand, in step S3, it is determined that the host vehicle is not traveling (that is, NO), or in step S8, the accelerator pedal is being depressed or returned for more than a predetermined period (that is, NO). N
If it is determined to be O), it is determined whether or not the current host vehicle A is under anti-nose dive control (step S9).

The condition for reaching the in-control judging step S9 is that the host vehicle is stopped or the inter-vehicle distance D is sufficient even while the vehicle is running and the brake pedal and the accelerator pedal are both depressed. is there. For example, when the vehicle-to-vehicle distance D between the host vehicle A and the preceding vehicle B is sufficiently separated by braking, if the driver of the host vehicle A stops pressing the brake pedal and presses the accelerator pedal, the process proceeds to step S9. To reach.

If the control termination condition is satisfied and the process proceeds to step S9 and it is determined that the vehicle A is currently under anti-nose dive control (that is, YES), the anti-nose dive control is unnecessary, but immediately. When the ending process of the anti-nose dive control is performed, the anti-nose dive control condition is repeatedly satisfied and unsatisfied every cycle of the main program, which may cause the hunting phenomenon as described above.

Therefore, if it is determined in step S9 that the anti-nose dive control is being performed (YES),
The constant time holding timer when the control end condition is satisfied is subtracted (step S10), and then it is determined whether the constant time holding timer has become 0 (step S11).

If the constant time holding timer is judged to be 0 (that is, YES), it means that the anti-nose dive control ending condition was satisfied during the subtraction time of the constant time holding timer. The control is ended (step S12), the process returns to the first step S1, and if it is determined that the constant time holding timer is not 0 (that is, NO), the anti-nose dive control is continued, and the process immediately returns to the first step S1. .

This makes it possible to prevent chattering caused by turning on / off the anti-nose dive control. Further, even if the vehicle stops before the holding timer is decremented to 0, the process proceeds from step S3 to step S9, so that the anti-nose dive control can be continued.

If it is determined in step S9 that the anti-nose dive control is not being performed (that is, NO), the process immediately returns to the first step S1 to cope with the next anti-nose dive control.

In this way, while utilizing the function of measuring the inter-vehicle distance D by the inter-vehicle distance measuring means 1, various sensor information β, α and V from the brake switch 2, the accelerator switch 3 and the vehicle speed sensor 5 are utilized, The posture of the host vehicle A during traveling is predicted by predicting a posture change of the host vehicle A due to braking and driving the changing means 9 to 12 for the damping force (air spring constant) of the front wheel side or all four wheels of the suspension unit. Can always be kept constant with respect to the road surface.

[0052]

As described above, according to the first aspect of the present invention, the suspension means capable of switching the damping force in a plurality of steps, the vehicle speed sensor for detecting the vehicle speed, and the inter-vehicle distance between the front vehicle traveling ahead. An inter-vehicle distance measuring means for measuring
When the inter-vehicle distance is less than or equal to the set inter-vehicle distance according to the vehicle speed, the vehicle is provided with a nose dive suppressing means for increasing the damping force at least on the front wheel side of the suspension means, and with the preceding vehicle before the driver attempts to brake. If the inter-vehicle distance is shortened, anti-nose dive control is entered assuming braking, so it is possible to ideally suppress the nose dive phenomenon due to braking without causing a time delay. There is an effect that an electronically controlled suspension device can be obtained.

According to a second aspect of the present invention, in the first aspect, the brake switch for detecting the depression of the brake pedal to generate the brake operation signal and the accelerator return signal for detecting the accelerator pedal depression return. An accelerator switch to generate, a throttle opening sensor that detects an opening of a throttle valve that is interlocked with the accelerator pedal, and a braking determination unit that determines that braking is performed based on a vehicle speed or a brake operation signal. ,
Equipped with an accelerator return determination means for determining the accelerator return state based on the accelerator return signal or the throttle opening, and when the braking is determined or the accelerator return state is determined, at least the damping force on the front wheel side is increased. The nose dive phenomenon is ideally suppressed even when the inter-vehicle distance cannot be measured.Therefore, nose dive phenomenon due to braking can be delayed regardless of the driving condition. There is an effect that an electronically controlled suspension device for an automobile that can be suppressed ideally is obtained.

According to claim 3 of the present invention, in claim 1 or claim 2, since the timer means for holding the operation of the nose dive suppressing means for a certain period of time is provided, the nose dive phenomenon due to braking is provided. There is an effect that an electronically-controlled suspension device for an automobile can be obtained in which the anti-nose dive control chattering is prevented ideally without causing a time delay.

[Brief description of drawings]

FIG. 1 is a block diagram showing a basic functional configuration of essential parts of Embodiment 1 of the present invention.

FIG. 2 is an explanatory diagram showing an inter-vehicle distance between a host vehicle and a front vehicle B.

FIG. 3 is a map characteristic diagram showing a relationship between a vehicle speed, an inter-vehicle distance, and a set inter-vehicle distance according to the first embodiment of the present invention.

FIG. 4 is a flowchart showing an anti-nose dive control operation according to the first to third embodiments of the present invention.

[Explanation of symbols]

 1 inter-vehicle distance measuring means 2 brake switch 3 accelerator switch 4 throttle opening sensor 5 vehicle speed sensor 6 controller (nose dive control means) 7 suspension unit 8 air suspension unit 9 front wheel side damping force changing means 10 front wheel side air spring constant changing means 11 rear Wheel side damping force changing means 12 Rear wheel side air spring constant changing means A Own vehicle B Forward vehicle D Inter-vehicle distance Do Set inter-vehicle distance Q Control area V Vehicle speed α Accelerator return signal β Braking operation signal θ Throttle opening S4 Control area on map Step S5 to determine whether or not S5 Step to perform anti-nose dive control S7 Step to determine braking state S8 Step to determine accelerator return state

[Procedure amendment]

[Submission date] March 22, 1994

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be corrected] Claim 1

[Correction method] Change

[Correction content]

[Procedure Amendment 2]

[Document name to be amended] Statement

[Name of item to be corrected] Claim 2

[Correction method] Change

[Correction content]

[Procedure 3]

[Document name to be amended] Statement

[Name of item to be corrected] 0002

[Correction method] Change

[Correction content]

[0002]

2. Description of the Related Art Generally, braking of an automobile.
At times, the front part of the vehicle body sinks and the rear part floats, resulting in a dynamic posture change, that is, a nose dive phenomenon, which results in a comfortable ride .
And steering stability is impaired. Therefore, conventionally, when an electronically controlled suspension device for an automobile is used to detect a braking state by a brake switch or a deceleration state of a vehicle speed by a vehicle speed sensor, the damping force (or the damping force of the suspension unit of the front wheel side or all four wheels) (or Air spring
Anti-nose dive control means for increasing the at least one of the constants ) to reduce the nose dive phenomenon has been proposed. Below, the damping force or air spring constant
At least one of the two is summarized as a typical "damping force".
It may be expressed.

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction content]

[0008]

Means for Solving the Problems] automotive electronic controlled suspension apparatus according to claim 1 of the present invention, the damping force also
Is a suspension means capable of switching at least one of the air spring constants in a plurality of stages, a vehicle speed sensor for detecting a vehicle speed, an inter-vehicle distance measuring means for measuring an inter-vehicle distance with a forward vehicle traveling ahead, and an inter-vehicle distance is a vehicle speed. The front wheel side of the suspension means when the distance is less than the set inter-vehicle distance according to
And a nose dive suppressing means for increasing at least one of the damping force and the air spring constant .

[Procedure Amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0010

[Correction method] Change

[Correction content]

According to a second aspect of the present invention, there is provided an electronically controlled suspension system for an automobile according to the first aspect, wherein a brake switch for detecting a depression of the brake pedal to generate a brake operation signal and a depression release of the accelerator pedal. An accelerator switch that detects and generates an accelerator return signal, a throttle opening sensor that detects the opening of the throttle valve that is interlocked with the accelerator pedal, and that braking is performed based on the vehicle speed or the brake operation signal. Equipped with a braking determining means for determining, and an accelerator return determining means for determining an accelerator return state based on an accelerator return signal or a throttle opening, and the nose dive suppressing means, when braking is determined or when the accelerator return state is If it is judged, the damping force on the front wheel side
Or a control means for increasing at least one of the air spring constants .

[Procedure correction 6]

[Document name to be amended] Statement

[Correction target item name] 0012

[Correction method] Change

[Correction content]

[0012]

According to the first aspect of the present invention, the vehicle-interval distance to the preceding vehicle detected by the vehicle-interval distance measuring means is set according to the vehicle speed before the driver attempts to perform braking. In the following cases, anti-nose dive control is entered assuming braking, and the nose dive phenomenon due to braking is ideally suppressed by increasing the damping force of the suspension means on the front wheel side or all four wheels, Ride comfort and steering stability are improved by keeping the vehicle attitude constant with respect to the road surface.

[Procedure Amendment 7]

[Document name to be amended] Statement

[Correction target item name] 0017

[Correction method] Change

[Correction content]

Reference numeral 6 denotes a controller which constitutes an electronic control unit, which is constituted by a microcomputer, and which has an inter-vehicle distance D from various sensor means 1 to 5, a brake operation signal β, an accelerator return signal α or a throttle opening.
At least one of θ, the vehicle speed V , and the like are taken in, the driving state of the host vehicle is determined based on the calculation results of these sensor signals, and a control means for generating a necessary control signal or the like is provided.

[Procedure Amendment 8]

[Document name to be amended] Statement

[Correction target item name] 0018

[Correction method] Change

[Correction content]

Reference numeral 7 is a suspension unit capable of switching the damping force in at least two steps, and 8 is at least 2
These are air suspension units whose air spring constants (damping forces) can be switched over more than one stage, and these constitute suspension means controlled by the controller 6. Normally, a vehicle that electronically controls the suspension is
At least one of the suspension unit 7 and the air suspension unit 8 is provided.

[Procedure Amendment 9]

[Document name to be amended] Statement

[Correction target item name] 0021

[Correction method] Change

[Correction content]

Controller 6 and respective changing means 9-12
, At the time of the anti-nose diving control, the front wheel side or the damping force of all four wheels of the suspension unit 7 of the vehicle, also
The air spring constant of the air suspension units 8
At least one of the two is enlarged to constitute a nose dive suppressing means for suppressing the nose dive (anti-nose dive control).

[Procedure Amendment 10]

[Document name to be amended] Statement

[Name of item to be corrected] 0022

[Correction method] Change

[Correction content]

Therefore, the controller 6 outputs at least one of the change signals C1 and C2 when performing the anti-nose dive control based on the determination based on at least one of the various sensor signals D, β, α or θ and V. Then, the damping force changing means 9 attached to the front wheel side of the suspension unit 7 or the air spring constant changing means 10 attached to the front wheel side of the air suspension unit 8.
At least one of them is driven to increase the damping force or the air spring constant.

[Procedure Amendment 11]

[Document name to be amended] Statement

[Name of item to be corrected] 0032

[Correction method] Change

[Correction content]

Therefore, in order to compensate the anti-nose dive control even when the inter-vehicle distance D cannot be measured, the above-mentioned map of the vehicle speed V from the vehicle speed sensor 5 and the inter-vehicle distance D from the inter-vehicle distance measuring means 1 is used. Not only the control area determination method but also the control area determination method using the vehicle speed V or the brake operation signal β from the brake switch 2, the accelerator return signal α from the accelerator switch 3 or the throttle opening θ from the throttle opening sensor 4 At least of
It is desirable to perform the anti-nose dive control in a triple system with the control area determination method using one of them.

[Procedure Amendment 12]

[Document name to be amended] Statement

[Correction target item name] 0035

[Correction method] Change

[Correction content]

In this case, the controller 6 determines at least one of the braking determination means for determining that braking is performed based on the vehicle speed V or the brake operation signal β, and the accelerator return signal α or the throttle opening θ.
An accelerator return determining means for determining an accelerator return state based on the other input signal , and a control means for driving the nose dive suppressing means when braking is determined or when the accelerator return state is determined .

[Procedure Amendment 13]

[Document name to be amended] Statement

[Correction target item name] 0042

[Correction method] Change

[Correction content]

On the other hand, if it is determined in step S7 that the brake pedal has not been depressed (that is, NO), the process proceeds to control area determination step S8 based on the return of the accelerator pedal. That is, the accelerator switch 3
At least one of the accelerator return signal α from the throttle opening sensor 4 and the throttle opening θ from the throttle opening sensor 4 is used to determine whether or not it is immediately after the accelerator pedal is released (step S8).

[Procedure Amendment 14]

[Document name to be amended] Statement

[Correction target item name] 0043

[Correction method] Change

[Correction content]

If the accelerator return signal α is turned on or the throttle opening θ indicates closing operation, at least.
Also filled one side and released the accelerator pedal (ie
If it is determined to be YES, it is assumed that the driver may eventually brake the vehicle,
Anti-nose dive control is performed (step S5), and the process proceeds to step S6. As a result, even when the accelerator is returned, anti-nose dive control can be performed in advance before the braking operation.

[Procedure Amendment 15]

[Document name to be amended] Statement

[Name of item to be corrected] 0045

[Correction method] Change

[Correction content]

The condition for reaching the in-control judging step S9 is that the host vehicle is stopped or the inter-vehicle distance D is sufficient even while the vehicle is running and the brake pedal and the accelerator pedal are both depressed. is there. For example, when the inter-vehicle distance D between the host vehicle A and the preceding vehicle B is sufficiently separated by braking, the driver of the host vehicle A stops pressing the brake pedal and depresses the accelerator pedal , or
Immediately after stopping from the state , the process reaches step S9.

[Procedure Amendment 16]

[Document name to be amended] Statement

[Correction target item name] 0046

[Correction method] Change

[Correction content]

If the control termination condition is satisfied and the process proceeds to step S9 and it is determined that the vehicle A is currently under anti-nose dive control (that is, YES), the anti-nose dive control is unnecessary, but immediately. When anti-nose dive control termination processing is performed, it is determined whether or not the anti-nose dive control conditions have been met at each main program cycle.
If you have repeated, anti nose dive, as described above
A control chattering phenomenon may occur.

[Procedure Amendment 17]

[Document name to be amended] Statement

[Correction target item name] 0049

[Correction method] Change

[Correction content]

[0049] As a result, anti nose dive control of conditions
It is possible to prevent the chattering phenomenon of the same control due to whether or not the condition is satisfied . Further, even if the vehicle stops before the holding timer is decremented to 0, step S3
From step S9, the anti-nose dive control can be continued.

[Procedure 18]

[Document name to be amended] Statement

[Correction target item name] 0051

[Correction method] Change

[Correction content]

As described above, while utilizing the function of measuring the inter-vehicle distance D by the inter-vehicle distance measuring means 1, the brake switch 2, the accelerator switch 3 or the throttle opening sensor is used.
At least one of the sensors 4 and various sensor information β, α, or θ from the vehicle speed sensor 5 or the like.
On the other hand, by using V and V, the attitude change due to braking of the host vehicle A is predicted, and the damping force (air spring constant) changing means 9 to 12 of the front wheel side or all four wheels of the suspension unit are driven, The posture of the host vehicle A during traveling can be always kept constant with respect to the road surface.

[Procedure Amendment 19]

[Document name to be amended] Statement

[Correction target item name] 0052

[Correction method] Change

[Correction content]

[0052]

As described above, according to claim 1 of the present invention, the suspension means capable of switching at least one of the damping force and the air spring constant in a plurality of stages, and the vehicle speed sensor for detecting the vehicle speed. And an inter-vehicle distance measuring means for measuring an inter-vehicle distance with a forward vehicle traveling ahead, and when the inter-vehicle distance is equal to or less than a set inter-vehicle distance according to the vehicle speed, the damping force or the air spring constant of the front wheel side of the suspension means Small
Even if there is nose dive suppression means that makes one side larger, anti-nose dive control is performed assuming that braking will be performed if the inter-vehicle distance from the vehicle ahead shortens before the driver attempts to brake. I decided to go in, so
There is an effect that an electronically controlled suspension device for a vehicle that can ideally suppress the nose dive phenomenon due to braking without causing a time delay is obtained.

[Procedure amendment 20]

[Document name to be amended] Statement

[Correction target item name] 0053

[Correction method] Change

[Correction content]

According to a second aspect of the present invention, in the first aspect, the brake switch for detecting the depression of the brake pedal to generate the brake operation signal and the accelerator return signal for detecting the accelerator pedal depression return. An accelerator switch to generate, a throttle opening sensor that detects an opening of a throttle valve that is interlocked with the accelerator pedal, and a braking determination unit that determines that braking is performed based on a vehicle speed or a brake operation signal. ,
An accelerator return determining means for determining an accelerator return state based on an accelerator return signal or a throttle opening is provided, and when the braking is determined or the accelerator return state is determined, the damping force or the air bar on the front wheel side is provided.
The nose dive phenomenon is ideally suppressed even when the inter-vehicle distance cannot be measured. There is an effect that an electronically controlled suspension device for a vehicle that can ideally suppress the nose dive phenomenon without causing a time delay can be obtained.

[Procedure correction 21]

[Document name to be amended] Statement

[Name of item to be corrected] Figure 2

[Correction method] Change

[Correction content]

FIG. 2 is an explanatory diagram showing an inter-vehicle distance between a host vehicle A and a front vehicle B.

[Procedure correction 22]

[Document name to be amended] Statement

[Correction target item name] Explanation of code

[Correction method] Change

[Correction content]

[Explanation of reference numerals] 1 inter-vehicle distance measuring means 2 brake switch 3 accelerator switch 4 throttle opening sensor 5 vehicle speed sensor 6 controller (nose dive suppressing means) 7 suspension unit 8 air suspension unit 9 front wheel side damping force changing means 10 front wheel side air spring Constant changing means 11 Rear wheel side damping force changing means 12 Rear wheel side air spring constant changing means A Own vehicle B Forward vehicles C1 to C4 Change signal D Inter-vehicle distance Do Set inter-vehicle distance Q Control area V Vehicle speed α Accelerator return signal β Brake operation signal θ Throttle opening S4 Step for determining whether it is in the control area on the map S5 Step for performing anti-nose dive control S7 Step for determining braking state S8 Step for determining accelerator return state

[Procedure amendment 23]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 1

[Correction method] Change

[Correction content]

[Figure 1]

Claims (3)

[Claims] 1. A suspension means capable of switching damping force in a plurality of steps, a vehicle speed sensor for detecting a vehicle speed, an inter-vehicle distance measuring means for measuring an inter-vehicle distance with a forward vehicle traveling ahead, and the inter-vehicle distance is An electronically controlled suspension device for an automobile, comprising: a nose dive suppressing means for increasing a damping force at least on a front wheel side of the suspension means when the distance is less than a set inter-vehicle distance according to a vehicle speed. 2. A brake switch for detecting a depression of a brake pedal to generate a brake operation signal, an accelerator switch for detecting a depression return of an accelerator pedal and generating an accelerator return signal, and an interlocking relationship with the accelerator pedal. A throttle opening sensor that detects the opening of the throttle valve, a braking determination means that determines that braking is performed based on the vehicle speed or the brake operation signal, and the accelerator return signal or the throttle opening. An accelerator return determining means for determining an accelerator return state based on the nose dive suppressing means, when the braking is determined or the accelerator return state is determined at least the damping force of the front wheel side. The vehicle electronic control according to claim 1, wherein the electronic control is increased. Scan pension system. 3. An electronically controlled suspension device for an automobile according to claim 1, further comprising timer means for holding the operation of said nose dive suppressing means for a certain period of time.