JPS60226312A - Electronically controlled suspension device - Google Patents

Abstract

PURPOSE:To prevent a vehicle body from pitching upon braking, by opening air discharge control valves for front wheels and air feed control valves for rear wheels when the opening degree of an accelerator exceeds a predetermined value while reversing the above-mentioned control of air discharge and feed for the front and rear wheels when the opening degree of the accelerator is below the predetermined value. CONSTITUTION:A controller 36 receives an accelerator opening degree signal from an accelerator opening degree sensor 49 and computes the time variation of the accelerator opening degree. When the thus obtained variation exceeds a predetermined value, the controller 36 opens discharge solenoid valves 273, 274 for front wheels and feed solenoid valves 221, 222 for rear wheels so that the level of a vehicle body is raised at its front part but is lowered at its rear part. On the contrary, when the variation is below the predetermined value, air feed and discharge control valves 223, 224, 271, 272 which respectively belong to the front and rear wheels are opened so that air feed is made for the front wheels and air discharged is made for the rear wheels. With this arrangement, it is possible to prevent the vehicle body from pitching upon acceleration or deceleration, thereby the drive feeling of the vehicle may be enhanced.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronically controlled suspension device that prevents vertical ups and downs (pitching) of an automobile.

Generally, a shock absorber and a shock absorber are interposed between the vehicle body (biddy) and wheels (tires) of an automobile. Such a shock absorption mechanism is provided for each of the left and right front wheels and the left and right rear wheels.In particular, the suspension ring absorbs the bumping up of the vehicle body due to uneven road surfaces, and the shock absorber absorbs the bumping up of the vehicle body due to the bumping up, etc. It works to quickly return the changed vehicle height to its normal position.

However, with the above-mentioned shock absorption mechanism, for example, if a continuous load is applied to the front wheel during braking, or if a continuous load is applied to the rear wheel during acceleration. , the vehicle body will pitch in the longitudinal direction. In this case, riding comfort and steering stability are adversely affected, which is undesirable.

This invention was made in view of the problems mentioned above.
It is an object of the present invention to provide an electronically controlled suspension device capable of controlling the vehicle body attitude in an optimal manner by suppressing longitudinal jerking of the vehicle body, whether during deceleration or acceleration.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An electronically controlled suspension device according to an embodiment of the present invention will be described below with reference to the drawings. In Figure 1, SFR is a suspension unit for the right 9A11 front wheel of a car, srt is a suspension unit for the left front wheel, and SRR is a suspension unit for the right rear wheel.vsi
t is a suspension unit for the left rear wheel. Each suspension 1 nit 8FR%SFL%8RL% 5
nRy '$yH) is of the same S construction, so SRL is the main air spring chamber 11.
, an auxiliary air spring chamber 12, a shock absorber 13, and a coil spring (not shown) used as an auxiliary spring. Further, an actuator 15 for switching the damping force of the 14 shock absorbers 13 between hard and soft is a bellows. The actuator 14 controls communication and non-communication between the main air spring chamber 11 and the auxiliary air spring chamber 12, and switches the air spring constant between hard and soft.

Further, 16 is an air cleaner. This air cleaner 1
The atmospheric air sent from the dryer J8 is sent to the dryer J8 via the solenoid valve 17 for shutting off outside air. This dryer 1
The air dried by 8 is compressed by a compressor 19, and is sent to a regeneration tank 2 via a compressor 20.
It can be stored in ノ. Note that 19 is a compressor relay, and this relay 191 is controlled by a signal from a controller 36, which will be described later. The air supply piping 23 in which the valves 221 to 224 are installed connects each suspension unit to the main and auxiliary air spring chambers 11 and 12 of SRL and SFL.
connected to.

In addition, the main and sub air spring chambers 11 and 12 of the suspension unit SR and SRR are connected to a communication pipe 25 in which a communication solenoid 241 is interposed, and the suspension unit, 1. Master of Tosvt, & SFB, 1
1 air spring chamber ii, 12 is a communication solenoid valve 2
The water is continuously supplied through a communication pipe 26 in which a pipe 42 is interposed. In addition, the suspension unit SRL "srL" is attached to each of the above suspension units.
The main and sub-air spring chambers 11 and 12 are exhaust solenoids and
Exhaust pipe 28 in which grooves 271 to 274 are installed, check groove 29. h" is released to the atmosphere via the tyre 1B, the solenoid nozzle 17, and the air cleaner 16. The air supply piping 23 includes a piping 3 in which an air supply side flow path selection solenoid 9 and a solenoid 3θ are interposed. Further, a pipe 33 in which an exhaust side flow path selection solenoid bell 32 is interposed is arranged in parallel with the exhaust pipe 28. Also, the above-mentioned supply is interposed. , the pressure of the compressed air stored in the reduction tank 2 is controlled by a pressure switch 35.
Detected by The detection signal of this pressure switch 35 is sent to the controller 36. Further, 32 is connected to the communication pipe 25, and is connected to the rear wheel suspension unit).
SRR+ 5RLO This is a pressure switch that detects the internal pressure of the main and auxiliary air spring chambers 11 and 12. This pressure switch 37
The detection signal is sent to the controller 36. Also,
38F is a front vehicle height sensor attached to the lower arm 39 on the front right side of the vehicle to detect the front vehicle height (front vehicle height), and 38R is attached to the lateral rod 4o on the rear left side of the vehicle to detect the rear vehicle height. This is a rear vehicle height sensor that detects (rear vehicle height). The above vehicle height sensor 38F,
Vehicle height detection number 41 output from 38B is input to the controller 36. The sensor sensors 38F and 38R have a Hall IC element and a magnet, one of which is attached to the wheel side, and the other to the vehicle body side, to detect the distance from the no-mill vehicle height level and the low or high vehicle height level, respectively. Also,
4. IId is a vehicle speed sensor that detects the vehicle speed, and a detection number 1δ outputted from this vehicle speed sensor 41 is inputted to the controller 36. Furthermore, 42 is a steering wheel angle sensor for detecting the steering angle of the steering wheel 43, and this sensor 42 outputs a steering wheel steering angle detection signal to the controller 36. Further, 44 is an acceleration (G) sensor as a vehicle body posture sensor that detects changes in the posture of the vehicle body, and this acceleration sensor 44 is designed to detect changes in pitch, roll, and yaw body posture on the automobile spring. .

For example, when there is no acceleration, the light from the light emitting diode 91 is in a hanging state and is blocked by the shielding plate and does not reach the photodiode.
No acceleration is detected. First, when acceleration acts in the front and back, left and right, or up and down directions, the weight may tilt or move.
4-x-hn'#r-,hia#jP4. Furthermore, the 45 has a high vehicle height (HIGH) and a low vehicle height (LO).
W) is a vehicle height selection switch that is set to vehicle height adjustment (AUTO), and 46 is an attitude control selection switch that selects attitude control to prevent the vehicle from rolling. Signals from the switches 45 and 46 are input to the controller 36. Furthermore, 47 is an oil pressure switch that detects whether the oil pressure of the engine oil has reached a predetermined value and the amount of oil pressure, and the oil pressure detection signal output from this oil pressure switch 47 is input to the controller 36. A brake switch 48 detects the depression and amount of depression of the brake, and its detection signal is input to the controller 36.

Further, an accelerator opening degree sensor 491d detects the opening degree of the accelerator, and an accelerator opening degree signal outputted from this sensor 49 is also inputted to the controller 36. Roughly,
5o is an engine rotation speed sensor that detects the engine rotation speed, and the sensor 50 outputs an engine rotation speed signal to the controller 36 +7. , a complete set of V, AIH, and Thorn key switchers, the operation signals of which are output to the controller 36. A gear position sensor 52 detects the gear position, and this sensor 52 outputs a gear position signal to the controller 36.

In addition, the above solenoids/lubs 11.221 to 224.
271 to 274, 30, and 34 are normally closed valves, and the above-mentioned solenoid valves 241 and 242 are normally open valves.

Next, the operation of the electronically controlled suspension device configured as described above will be explained with reference to the flowchart shown in FIG. When the ignition key is turned on, the controller 36 starts the operation of the flowchart shown in FIG.

First, in step S1, the controller 36 reads the output signal of the brake switch 48. Determine whether or not there is a rake-off. If NOJ is determined in this step S1, the process proceeds to step S2 and executes a pitching control routine during braking.In other words, when the brakes are applied to the wheels while the vehicle is running and the weight of the vehicle body attempts to move forward, the controller 36 Front wheel side air supply solenoid valves 223, 224 and rear wheel side exhaust solenoid/
Controls the opening of J-Lubes 271 and 272. Accordingly, compressed air is supplied from the reserve tank 21 to the air spring chamber 11.12 of the front wheel suspension unit SFR*SFL via the air supply pipe 23, and at the same time, the rear wheel suspension unit ( tion units) SRR* SRL (D air 1
The compressed air in the drying chamber 11.12 is released to the atmosphere from the air cleaner 16 via the exhaust pipe 28 and the dryer 18. That is, the vehicle body is prevented from leaning forward during braking.

Further, if it is determined as "YES J" in step S1, the controller 36 proceeds to step S3, where the controller 36 reads the gear position detection signal from the gear position sensor 52 and determines whether the gear position (mission gear) is in 1st or 2nd gear. It is determined whether or not there is. If the determination is "NO" in step S3, the above steps and de S1 are repeated again, and if it is determined that rYIE:S is present, the process advances to step S4. This step S4
Then, the controller 36 reads the vehicle speed detection signal from the vehicle speed sensor 41 and determines whether the 95 vehicle speed is equal to or higher than the constant speed vo (km/h). Here, if the determination is "NO", the process returns to step S1, and if the determination is YES J, the process proceeds to step S5.

In this Stella fs5, the accelerator opening number 44 detected by the accelerator opening sensor 49 is read into the controller 36, and the temporal change in the accelerator opening, that is, the accelerator opening speed v, (m/s) is calculated. It is determined whether this accelerator opening speed va (m/!I) is greater than or equal to a certain value. If it is determined as "YES" in this Stella 7°s5, that is, if it is determined that the vehicle is in an acceleration state exceeding a certain value, the process proceeds to the next step S6, and the controller 36 Solenoid 2F3
．． 274 and rear wheel side air supply solenoid valve 221
, 222 are opened. This is the suspension unit that is used for twisting the fi wheel) SFRr SFL's Burning Lead Song 11 1
At the same time, the air cleaner 16 is released to the atmosphere via the air cleaner piping 28 and the dryer 18, and the rear wheel suspension unit) SRR*
The air spring chambers 11 and 12 of the SRL contain the reserve tank 2.
Compressed air is now supplied via the air supply piping 23. In other words, K is set such that the vehicle body is suppressed from tilting rearward when the acceleration is on a constant line.

In addition, if it is determined that rNOJ is detected in the above Stella 7°S5, the process proceeds to Stella 7'S7, and the controller 36
is whether the accelerator opening speed va (nVs) is a negative value,
In other words, it is determined whether or not the accelerator is on the release side. If this step..., f S 7 is determined to be rNOJ, the process returns to step s1. In other words, if the accelerator opening speed va (7 n/s) is less than a certain value and the vehicle is decelerating, the vehicle body attitude control is not performed.Furthermore, in step S7 above, ``ryp:s'' is performed.

When the vehicle is applied to the engine brake, the vehicle moves to ψS8, and the core troller 36 moves to the air supply solenoid 2 on the front wheel side.
23, 224 and Shin Ryowa's exhaust solenoid 271, ? 72 is opened. Due to this,
In the same manner as the pitching control routine in step S2 above, the front wheel suspension unit) SFR+ 8
Compressed air is supplied to the rL air splash chamber 11.12 from the reserve tank 2 through the air supply pipe 23, and at the same time, the rear wheel suspension unit SRn+5Ft
The compressed air in the air spring chamber 11.12 of b is released to the atmosphere from the air cleaner 16 via the exhaust pipe 28 and the dryer 18.

In other words, the vehicle body is prevented from leaning forward during deceleration by the automatic brake.

Therefore, even if a load is applied in either the front or rear direction during movement, deceleration, or acceleration, the vehicle body will not tilt due to the load and will always maintain a steady vehicle height. It starts to sag.

In the control operation in the above embodiment, the pitching control during braking and the pitching control during deceleration are performed by substantially the same solenoid group control. By performing the control operation, it becomes possible to perform more optimal vehicle body attitude control, especially during deceleration. That is, in the same manner as the flowchart shown in FIG. 2, the ignition key is turned on and the controller 36 starts the operation shown in the flowchart shown in FIG. First, in Stella rszx, the controller 36 confirms that the air supply side and exhaust side flow path selection solenoid valves 30 and 32 are in the open state, respectively.

Next, in steps 812 to S14, determination operations similar to steps S2 to S5 in the flowchart shown in FIG. If it is determined that the state is present, the process advances to step S15.

In this Stella f815, in the same manner as in step 811 above, the controller 36 again confirms that the air supply side and exhaust side flow path selection solenoids 30 and 32 are in the open state, and the next Stella fS
7 Proceed to e. This station.

In fS16, steps S6 and S6 in FIG.
The same solenoid control operation is performed, and the vehicle body is prevented from tilting backwards during acceleration on a constant line.

If the determination in step 814 is "No", the process proceeds to Stella fs z y and performs the same determination operation as Stella fs7 in FIG. 2 above. In this step Sx7, "NoJ, that is, accelerator opening speed v8
If (w's) is less than a certain value and the vehicle is not decelerating, the process returns to step 811 and no vehicle attitude control is performed.

Furthermore, in step s17, if it is determined that the vehicle is decelerating due to the en- non brake, the process proceeds to step 818, and the air supply side and exhaust side ([111・Toshibu 3
o and 32 are controlled to close by the controller 36. Here, large diameter piping 31 and 3 on the air supply side and exhaust side
No. 3 is in a blocked state, and only the small-diameter flow path is selected. Then proceed to Stella fB J 9,
The same solenoid valve control operation as Stella fsB in FIG. 2 above is performed. In other words, when the vehicle is decelerated by the engine brake, the front wheel suspension unit (SFR+) air supply operation for SFL and the rear wheel suspension unit (SRR+)
The exhaust operation of the SRL is gradually performed through the selected small-diameter flow paths. As a result, optimal slow vehicle body attitude control is performed during the fifth deceleration, and forward tilting of the vehicle body is gently suppressed.

Next, the vehicle attitude control operation when setting the opening time of each control/glue based on the magnitude of the accelerator opening speed V @ (ffl/l!ee) will be explained with reference to the flowchart shown in Fig. 4. explain. When the ignition key is turned on, the controller 36 starts the operation shown in the flowchart shown in FIG.

First, in Stella fS21, the accelerator opening speed Va
A controller 36 that stores (ffl/lie e)
A predetermined memory area within is cleared. Next Stella fB
Proceeding to step 22, Massive Memory TM is reset ('r,=
o) be done. Then, at STETSU 7O823°824, STELLA 7'S 3 in FIG. 2 of the above embodiment
, Stella 76S 2 performs the same judgment operation as S 4.
Proceed to step 5. In this Stella F825, the accelerator opening signal detected by the accelerator opening sensor 49 is transmitted to the controller 3.
At the same time, the temporal change in the accelerator opening degree, the knob, and the accelerator opening speed va (m/sqc) are calculated and read. Then, proceeding to Stella fs26, the controller 36 determines whether or not the accelerator is on the open side based on the accelerator opening signal. This step f826
If it is determined that l'-YES J, that is, the accelerator is on the open side, the process proceeds to step S27, and the accelerator opening speed V @ (tn/l !lee) is determined based on the valve control time Tp.

table In this Stella 76827, the valve control time T.

If this occurs, the program proceeds to Stella 76szg, where the luzo opening control time T (=T, -T, ) is calculated. Then, the process proceeds to step 829 and the valve opening control time T is set to 0.
It is determined whether the value is greater than or not. If it is determined that "T≦0" in step S29, the process returns to Stella 7'' S23. In other words, in this case, the vehicle body attitude control is not performed. On the other hand, in step S29, r"I') OJ
If it is determined that this is the case, the process proceeds to step 830. This step S
30. Now, the controller 36 operates the front wheel side exhaust solenoid valve 2 in response to the above-mentioned valve opening control time T.
73, 274 and the air supply solenoid valves 221, 222 on the rear wheel side. That is, when the accelerator opening speed map a (tPV'1leC) is greater than or equal to the constant opening speed determined by the accelerator opening speed map <Ivat≧1.
,,l), and if it is determined that the acceleration is on a constant line, the front wheel suspension unit) SFR
r 8FL (The compressed air in the D air chamber 11.12 is released to the atmosphere in accordance with the above valve control time T, and the rear wheel suspension unit F SRRh SRL
Compressed air is supplied to the air splash chambers 11 and 12 in accordance with the valve control time T. As a result, the rearward tilting of the vehicle body during start-up acceleration is reliably suppressed and the attitude is controlled in accordance with the acceleration state determined by the accelerator opening speed (m/see). When the vehicle body attitude control in step fB30 is completed, the process proceeds to step 831 to update the mass memory (TM = Tp
) L, return to step 823 above.

On the other hand, if rNOJ is determined in step S26, the process proceeds to step S32 and map memory T, = 0.
It is determined whether or not. In this step 32, “YES”
”, the process returns to step 822,
Is there any vehicle attitude control? Also, this step S32
If it is determined that there is a 1" NOJ and that the engine is in a multi-engine brake state, the process proceeds to step 833.

This Stella F33 has air supply solenoids 223 and 224 on the front wheel side and exhaust solenoid 223 and 224 on the rear wheel side.
The second file 1.272 is sent by the controller 36 to the time T of the map memory updated in step 831 above.
Opening is controlled in response to M. That is, when it is determined that the vehicle is in the engine braking state, compressed air is supplied to the air spring chambers 11.12 of the front wheel suspension unit 5FIL r SFR in accordance with the control time TM, Further, the compressed air in the air spring chamber 11.12 of the rear wheel suspension unit SRR*8RL is released to the atmosphere in accordance with the control time T. This prevents the vehicle from leaning forward when decelerating.
The deceleration is reliably suppressed and the attitude is controlled according to the deceleration state.

In addition, in the control operation shown in FIG. 4 above, when controlling the opening of each air supply solenoid 9/group 221-224 and exhaust solenoid/group 271-274, compressed air is always supplied at a constant flow rate. Or let it be exhausted but 5
Next, the control operation when varying the compressed air flow rate depending on the degree of the valve control time T will be explained with reference to 70-bookie 70 in FIG. When the ignition key is turned on, the controller 36 starts the operation of the flowchart shown in FIG. First, the Stellas 76B41 and 842 perform the same operation as the Stellas fs21 and 822 in FIG. The controller 36 confirms that something is true. Next, Stella 76B 4
Stella 7pszs in the above figure 4 from 4 to 849
The same operation as step 828 is carried out, and in step S50, the magnitude of the valve control time T determined in step 7.849 is determined to be a constant time T. will be judged based on. If it is determined that "T≦0" in this Stellar fSso, the process returns to step 843 described above. That is, in this case, vehicle body attitude control is not performed. On the other hand, in the above step, 76S5o, rT)T, J, tmashi.

If it is determined that the rapid acceleration state corresponds to a fast accelerator opening speed V B (m/8e(+)), Stella fs51
Proceed to step 7'' and install the solenoid valves 3° and 32 for selecting the air supply and exhaust side flow paths in the same way as the above Stella 7''843.
The 5 controller 36 confirms again that each of the 5 controllers is in an open state. In addition, in the above ST and Z850, rO<T≦ToJ, normal accelerator opening speed V
If it is determined that the acceleration state corresponds to B (m/gee), the process proceeds to step 852, and the solenoid valves 30, 32 for selecting the air supply side and exhaust side flow paths are controlled to close by the controller 36. Here, the large-diameter pipes 31 and 33 on the air supply side and the exhaust side are in a blocked state, and only the small-diameter flow path is selected, respectively. Then, when the flow path selection process in step 851 or S52 is completed,
Proceed to Stella fS53, Stella in FIG. 4 above, '
7" The same solenoid/globe control operation as S30 is performed. In other words, when the vehicle is in a state of sudden acceleration due to rapid depressing of the accelerator, the exhaust operation of the front wheel suspension unit SFRr SFL and the rear wheel suspension unit are performed. pension unit) SRR+SRL (LC vs. SRL air supply operation is performed using the large diameter piping 31 and 3 selected above
3, a high flow rate of compressed air is used to quickly carry out the control in accordance with the above-mentioned lubricant control time T. , again 5
When the vehicle is in a normal acceleration state due to depression of the accelerator, the supply/exhaust operation of the valve is gradually carried out in the selected small-diameter flow path in accordance with the valve distance T.

As a result, vehicle body posture control suitable for all start-up and acceleration conditions can be performed, and rearward tilting of the vehicle body can be accurately and reliably suppressed. After this, the process proceeds to step S4, where the map memory is updated (TM = Tp
), and the process returns to step S43.

On the other hand, if NOJ is determined in step 847, the process proceeds to Stella'fS55, where the size of the map memory TM remains unchanged for the predetermined time T. will be judged based on. If it is determined in step 0S55 that rTM=OJ, the process returns to step 842 and the vehicle body attitude control is not performed.

Moreover, in this step S55, r O<TM<TO
J, that is, when it is determined that it is a normal work/gin brake state, the process advances to step 856, and the solenoid groups 30 and 32 for selecting the air supply side and exhaust side flow paths are closed and controlled by the controller 36. be done. In this case, only the large-diameter and small-diameter channels on the air supply side and the exhaust side are selected. Also, in step 855 above, r TM>To
If it is determined that the sudden deceleration is due to a strong brake, proceed to step 857 and set the solenoid for selecting the air supply side and exhaust side flow path in the same manner as in the above Stella 7'' S43. The controller 36 again confirms that the valves 30 and 32 are in the open state.Then, step 856-'j or step 85
When the flow path selection processing in step 7 is completed, the flow advances to step 858, where the solenoid valve 9J control operation similar to step 833 in FIG. 4 is performed. In other words, when the engine is in a normal engine braking state, the front wheel suspension unit SFR+ sP・t,
The exhaust operation of the SRL is gradually performed using a small flow rate of compressed air through the selected small-diameter flow paths in response to the control time TM. In addition, in the case of sudden deceleration due to strong engine braking, the above
The supply/exhaust operation of the valve is performed using the selected large diameter piping 3 and 3.
3, a large amount of compressed air is used to quickly carry out the operation in accordance with the control time TM. As a result, vehicle body attitude control suitable for all deceleration conditions due to engine braking is performed, and forward tilting of the vehicle body is accurately and reliably suppressed.

As described above, according to the present invention, pitching of the vehicle body in the longitudinal direction is suppressed by supplying and exhausting the suspension units on the front and rear wheels during either deceleration or acceleration. In addition, since the amount of compressed air to be supplied and exhausted is adjusted, it is possible to perform optimal vehicle body posture control with control amounts corresponding to all deceleration and acceleration states. Thereby, riding comfort and steering stability can be significantly improved.

[Brief explanation of drawings]

FIG. 1 is a diagram showing an electronically controlled suspension device according to an embodiment of the present invention, FIG. 2 is a flowchart showing the operation of the same embodiment, and FIGS. 3 to 5 are diagrams showing other embodiments of the invention. 3 is a flowchart illustrating an example operation. ``'PR+ SFL... Suspension unit for front wheels, SRRr SRL... Suspension unit for rear wheels, 11... Main air spring chamber, 12... Sub air spring chamber, 21... Reserve tank, 221-224...
Air supply solenoid valve, 241 * 242... Communication solenoid group, 25.26... Communication piping, 271-274... Exhaust solenoid group, 3
0... Air supply side flow path selection solenoid valve, 31.
33... Piping (large diameter), 32... Exhaust side flow path selection solenoid/lube, 36... Controller, 49...
...Accelerator opening sensor. Applicant's representative Patent attorney Takehiko Suzue Figure 2 Figure 3 Continued from page 1 ■ Inventor Yasutaka Taniguchi @ Inventor Masanaga Suzumura 0 Inventor Tatemoto Minoru 0 Inventor Kumagai Direct Judgment @ Inventor Yuki Abe 1 Nakashinkiri, Hashime-cho, Okazaki City Mitsubishi Motors Corporation Passenger Vehicle Technology Center 1 Nakashinkiri, Hashime-cho, Okazaki City Mitsubishi Motors Corporation Passenger Vehicle Technology Center 1 Nakashinkiri, Hashime-cho, Okazaki City Mitsubishi Motors Inside the Passenger Car Technology Center of Kogyo Co., Ltd., 1 Nakashinkiri, Hashime-cho, Okazaki-shi, inside the Passenger Car Technology Center of Mitsubishi Motors Corporation.

Claims (2)

[Claims] (1) A suspension suspension unit provided for each wheel that uses both main and auxiliary air spring chambers and auxiliary springs, and a pair of communication pipes that connect the left and right air spring chambers of the front and rear wheel suspension units; A communication control valve installed in each of the pair of communication pipes, a reserve tank for storing compressed air, and a pipe connecting the reserve tank and the air spring chamber of each suspension unit to each suspension unit. and an air supply flow path suspension installed between the reserve tank and each of the air supply control valves, which allows the compressed air flow path to be selected into two systems, large and small. an exhaust flow path selection control valve that can select two large and small flow paths for exhaust compressed air installed in each engine unit; and an accelerator opening speed detection means for detecting an accelerator opening speed; When the accelerator opening speed detected by the accelerator opening speed detecting means is equal to or higher than a fixed value, the front wheel side exhaust control valve and the rear wheel side air supply control valve are controlled to open, and the accelerator opening speed detected by the accelerator opening speed detecting means is controlled to open. an electronically controlled suspension system comprising: a controller that controls the vehicle body posture by controlling the opening of the front wheel side air intake control valve and the rear wheel side exhaust control valve when the accelerator opening speed is a negative value; equipment. (2) A suspension unit provided for each wheel that uses both main and auxiliary air spring chambers and auxiliary springs, and a pair of communication pipes that connect the left and right air spring chambers of the suspension unit for the front and rear wheels. , a communication control valve installed in each of the pair of communication pipes, a reserve tank for storing compressed air, and piping connecting the reserve tank and each suspension to the air spring chamber of the tension unit. An air supply control valve is installed in each suspension unit, and a compressed air flow path provided between the redeveating tank and each air supply control valve can be selected from two large and small systems. The air supply flow path selection control valve and each of the above suspension units are connected to the exhaust pipes that connect the air spring chamber of the suspension unit and the atmosphere.
an exhaust control valve installed in each John unit; an exhaust flow path selection control valve installed between the exhaust control valve and the atmosphere and capable of selecting two large and small compressed air flow paths; , an accelerator opening speed detecting means for detecting the accelerator opening speed, and when the accelerator opening speed detected by the accelerator opening speed detecting means exceeds a certain value, the above-mentioned intake air flow path selection control valve and exhaust flow path selection control valve are respectively activated. The opening control valve is controlled to select the large-diameter flow path, and the front wheel side exhaust control valve and the rear wheel side air supply control valve are also controlled to open, and when the accelerator opening speed detected by the accelerator opening speed detection means is At this value, the intake air flow path selection control valve and the exhaust flow path selection control valve are respectively closed to select the small diameter flow path, and the air intake control valve on the front wheel side and the exhaust air flow control valve on the rear wheel side are controlled to close. An electronically controlled suspension device comprising: a controller that controls the opening of a valve to control the posture of a vehicle body.