JPS61218414A - Vehicle attitude control device - Google Patents

Abstract

PURPOSE:To enhance the running stability of a vehicle upon turning, by computing a desired roll angle which makes the distribution of load on right and left wheels substantially uniform, in accordance with a lateral acceleration exerted to the vehicle body when the speed of the vehicle exceeds a predetermined value in order to control vehicle level control means. CONSTITUTION:A microcomputer 5 controls vehicle level control means 2a through 2d provided respectively to vehicle four-wheels A through D, that is, the microcomputer 5 calculates a lateral acceleration in accordance with the outputs of a vehicle speed sensor 3 and a steering sensor 4. Further, when the vehicle speed is below a predetermined value, the computer 5 sets the desired roll angle of the vehicle body to zero while when the vehicle speed exceeds the predetermined value, computes, in accordance with the above-mentioned lateral acceleration and the outputs of roll angle sensors 7a, 7b, a desired roll angle which makes the distribution of load on the vehicle wheels A through D substantially equal. Further, the computer 5 controls the above-mentioned vehicle level control means 2a through 2d to attain the above-mentioned roll angle.

Description

[Detailed Description of the Invention] "Industrial Application Field" This invention relates to a vehicle body attitude control device that controls the tilting attitude of a vehicle body in the left and right direction. and is useful for improving maneuverability.

"Prior Art and Problems" As shown in FIG. 1I, when a car turns, a centrifugal force μW acts on the car body T, so the car body T leans toward the outside of the curve. In other words, rolling occurs. Here μ is the lateral acceleration,
W is the weight of the vehicle body, and the centrifugal force is the product of both μW.

Figure 13 schematically shows this rolling, in which the vehicle body T is tilted by a roll angle φ in the direction in which the centrifugal force μW acts.
The outer suspension spring 51 is compressed, while the inner suspension spring 52 is stretched. Note that when the centrifugal force μW is not acting, as shown in FIG. 12, the suspension springs 51 and 52 have the same length, and the roll angle φ of the vehicle body T is 0°.

When the vehicle body T rolls, the center of gravity of the vehicle body T moves outward and a moment due to centrifugal force acts, so that the load applied to the wheels is biased outward. This impairs driving stability and, in extreme cases, can lead to drift, spin, or rollover.

Therefore, in order to obtain running stability when turning, it is necessary to suppress rolling as much as possible.

By the way, there is a device that maintains the vehicle height constant regardless of changes in the driving condition or load of the vehicle.
It is disclosed in Japanese Utility Model Publication No. 365 and Japanese Utility Model Publication No. 59-11767.

However, these conventional devices do not have a sufficient effect of suppressing rolling, so there is a problem with stability when turning.

``Object of the Invention'' An object of the present invention is to provide a vehicle body attitude control device that can actively suppress rolling caused by lateral acceleration to which the vehicle body is subjected, thereby improving the running stability of the vehicle. .

``Structure of the Invention'' The vehicle body posture control device of the present invention comprises a vehicle height adjusting means for adjusting the height of the left and right sides of the vehicle body, a vehicle speed detecting means for detecting the traveling speed of the vehicle body, and an acceleration detection means for detecting the lateral acceleration applied to the vehicle body. When the vehicle speed detected by the vehicle speed detection means is less than a predetermined speed, O is set as the target roll angle, but when the vehicle speed is greater than the predetermined speed, the load on the left and right wheels is determined based on the acceleration obtained by the acceleration detection means. The vehicle is configured to include a target roll angle calculation means for calculating a target roll angle that substantially equalizes the sharing, and a control means for controlling the vehicle height adjustment means so as to achieve the target roll angle.

In the above configuration, the predetermined speed is preferably about 60 km/h.

"Example" The present invention will be explained in more detail below based on the example shown in the drawings. FIG. 1 is a block diagram showing a vehicle body posture control system according to an embodiment of the present invention, FIG. 2 is an explanatory diagram of the installation of a vehicle height adjustment means and a roll angle sensor on the right rear wheel of an automobile, and FIG. FIG. 4 is a sectional view of the main part of the high adjustment means, FIG. 4 is an explanatory diagram of the configuration of the roll angle sensor, FIGS. 5(a) to (e) are flowcharts of the operation of the vehicle body attitude control device shown in FIG. FIG. 7 is a schematic diagram for explaining the movement of the vehicle body T of the automobile having the vehicle body attitude control device shown in FIG. 1, and shows a state in which there is no centrifugal force, and FIG. 6 is a diagram corresponding to FIG. 6 explaining the movement of the vehicle body T in a state where the attitude control device is not activated, and FIG. 8 is a diagram corresponding to FIG. Figure 9 is a diagram equivalent to Figure 6 and Figure 10 when attitude control is achieved to roll in the opposite direction when centrifugal force is applied.
The figure is a schematic external view of the automobile in the state shown in FIG. 9.

Note that this invention is not limited to this.

As shown in FIG. 1, the vehicle body posture control device 1 includes vehicle height adjustment means 2a, 2I, +2c+2a, a vehicle speed sensor 3, a steering sensor 4, a microcomputer system 5, and a base height of 2 inches. .

, 6I, and roll angle sensors 7a and 7b.

The vehicle height adjusting means 2a=2b, 2c, and 2a are provided corresponding to the right rear wheel A, the left rear wheel B, the right front wheel C1, and the left front wheel, respectively. A specific configuration example is vehicle height adjustment means corresponding to the right rear wheel.2. To explain, as shown in FIGS. 2 and 3, the hydraulic cylinder 11. is provided between the vehicle body T and the axle housing Xa. This is a vehicle body suspension system in which a suspension spring 12a and a suspension spring 12a are connected in series. The hydraulic cylinder 113 adjusts the vehicle height,
The suspension spring 128 functions to absorb vibrations. Other vehicle height adjustment means 26.2c, 2
The specific configuration of a is also the same.

Other specific configuration examples include a hydropneumatic system that adjusts the vehicle height using hydraulic pressure as disclosed in Japanese Patent Publication No. 59-14365 and Utility Model Publication No. 59-11767, an air spring system, and an air spring system. Examples include a method that uses a coil spring in combination.

As the vehicle speed sensor 3, for example, a conventional sensor for a speedometer can be used.

The steering sensor +4 is, for example, a device in which a slit plate is attached to the steering shaft, and the amount of rotation of the slit plate is detected by a photo ink club.

These vehicle speed sensor 3 and steering sensor +4 function together as acceleration detection means. That is, the vehicle speed sensor 3 determines the speed V, the steering sensor 4 determines the turning radius r, and the lateral acceleration μ is calculated from these. The formula for this calculation is % Formula % Note that instead of the vehicle speed sensor 3 and steering sensor 4, a conventionally known acceleration detection means using a piezo element or the like may be used.

The microcomputer system 5 is the wheel A.

In order to eliminate the bias in load distribution to B, C, and D,
The angle at which the roll is rolled in the opposite direction to the roll direction caused by the centrifugal force μW, that is, the target roll angle θ. is calculated,
Its target roll angle θ. Vehicle height adjustment means 2 to achieve
, 1.2I, , 2e+ 2a.

This will be explained in detail later.

Base height switch 61! ,6. is a vehicle height adjustment means 2a,
2I, and detects the base position of the hydraulic cylinder 11.2I, as shown in FIG. A limit switch can be used that is turned on when it is shortened to the maximum and turned off at other times (when it is extended).

As shown in FIG. 2, the roll angle sensor 78 connects the rotating part of a potentiometer 158 attached to the bottom of the vehicle body T, which is a sprung member, to the axle housing Xa, which is an unsprung member, via links 163 and 178. A configuration has been adopted.

Although the axle housings X and l are at approximately constant positions relative to the road surface, the vehicle body T is displaced due to rolling or the like. Therefore, the potentiometer 15a provided between the vehicle body T and the rear axle housing Xll changes its output signal in accordance with the displacement of the vehicle body T, thereby making it possible to detect the roll angle θ of the vehicle body T.

The roll angle sensor 7b also has a similar configuration.

In addition, as another example of the structure, for example, the Japanese Patent Publication No. 59-1436
A roll angle sensor composed of a magnet and a magnetoelectric conversion element as disclosed in Japanese Patent No. 6 can be used.

Figure 4 shows the roll angle detection circuit, in which the output signals Va, V from the left and right potentiometers 78.7&
, to the low-pass filter 21. ．． 21+, respectively V
, +V, and input these to the differential amplifier circuit 22, and an output signal ■ corresponding to the output difference between the two (Va VI,). This is a circuit that generates The larger the roll angle θ of the vehicle body T, the larger the difference (VI V2) between the outputs of both potentiometers 7a and 7b, so the roll angle θ can be determined from the output signal v0 based on this.

Also, since the height of the vehicle body T decreases as the vehicle weight W increases, the output value v of each potentiometer 71.7&,
V increases or decreases. Therefore, these output values vI
The vehicle weight W can be determined based on +V2.

That is, each roll sensor 7i, 7b can function as vehicle weight detection means.

Note that the low-pass filters 21a and 2lb remove unnecessary high frequency components generated due to vibrations of the vehicle body T, etc.

Next, the operation of the vehicle body attitude control device 1 of the present invention will be explained with reference to FIGS. 5 to 10. These operations are performed with the microcomputer system 5 at the center. In the following description, SO-328 indicates each process number in the flowchart shown in FIG.

As shown in 5th [iU (a), when the key switch of the automobile is turned on, the microcomputer system 5 starts and initializes the system (30).

Next, read the left and right base height switches 6a, 6& (S
l) If these are not on, lower the height of the vehicle body T to the base height. For this purpose, first, left base conversion is performed (S3), but this process, as shown in FIG. 5(b), reads the left base height switch 6b (S30) and determines whether it is on or off (531). , if it is off, the left hydraulic cylinder 111. is used to lower the vehicle height on the left side. This is to remove more pressure oil (332). Next, the right base height switch (S4) is performed, but in this process, as shown in FIG. The right hydraulic cylinder 11. This is to remove pressure oil from l (S42
).

After confirming that the left and right base height switches 6H, 61 are turned on, the vehicle body T has been lowered to the base height on both the left and right sides (
S2), the microcomputer system 5 has a roll angle sensor 7!1.71. Each value V.

, ■2 is read, then read again after a predetermined short time (for example, 1 second), and the average value vLn of all is calculated (S
5).

Since the car is still at rest, the height of the car body T is determined by the car body i1W and the suspension spring 12a.
, 12b, 12c, and 12a. Suspension spring 12a, 1
2I, , 12c, 12a are constant depending on the vehicle, so the roll angle sensors 7, . The output values V, . . . , V of 7I are values uniquely determined by the vehicle depending on the vehicle weight W. Then, the vehicle weight W is determined from the relationship between the previously stored average value V□ and the weight W (S6). The reason for taking the average value ■□ is to suppress errors and increase measurement accuracy.

By actually measuring the vehicle body NW in this manner, the centrifugal force μW acting on the vehicle body T can be accurately calculated, and thereby the attitude of the vehicle body T can be accurately controlled.

Next, the microcomputer system 5 determines the target roll angle θ for determining the attitude of the vehicle body T. Calculate.

This target roll angle θ. Two methods are used to determine θ, and if the vehicle speed V is less than 60 km/h, θ is set so that the vehicle body T is always kept in a horizontal position. = o°, and the vehicle speed V is 60k
m;/h, the target roll angle θ is set in the opposite direction to the centrifugal force μW and at a size corresponding to the magnitude of the centrifugal force μW so as to cancel out the bias in load sharing due to the influence of the centrifugal force μW. Determine.

That is, as shown in FIG. 5(d), the vehicle speed V is read by the vehicle speed sensor 3 (S7), and if the vehicle speed V is less than 60 km/h, the target roll angle θ is determined. Set to 0 (S8.S9)
.

On the other hand, if the vehicle speed V is 60 km/h or more, the steering angle is read as the output of the steering sensor 4, the corresponding turning radius r is found, and μ is calculated from the turning radius r and the vehicle speed V.
= (,v-,v), 7r to calculate μ. Next, after a short period of time (for example, 0.2 seconds), the same process is repeated again, and μ is calculated in the same manner as above. Then, the average of these two values of μ is taken as the lateral acceleration μ. The reason why the average of two times is taken in this way is that attitude control is not performed for instantaneous steering operations, but only when continuous steering operations are determined to be a true turn and attitude control is performed.

Next, the centrifugal force μW is calculated based on the vehicle weight W and the lateral acceleration μ determined above. Then, the target roll angle θ corresponding to the centrifugal force μW is determined based on a comparison table set in advance. seek. In addition, the target roll angle θ. As mentioned above, the direction of is opposite to the direction of the lateral acceleration μ (
S41).

Desired roll angle θ from centrifugal force μW. The comparison table for determining the value is a one-dimensional array, but instead, the target roll angle θ can be determined from the vehicle weight W and the lateral acceleration μ.

It is also possible to use a two-dimensional array-like table to find the . Alternatively, the calculation may be performed using an experimentally obtained calculation formula.

The target roll angle θ is determined by step S9 or Sll.

Once , the output V from the roll angle sensor 7.1'+71° is obtained. Then, the actual roll angle θ1 and its actual roll direction are read (S12).

Next is the target roll angle θ. Determine whether or not is 0 (
313).

θ. If it is -0, then it is determined whether the actual roll angle θ1 is O (S14).

If the actual roll angle θ,=0, then the target roll angle θ. =
Since O has already been achieved and the vehicle body T is maintained in a horizontal position, the vehicle body height is controlled without controlling the roll angle θ. That is, the height of the vehicle body T is lowered to the base height by the same processes Sl' to S4' as described in steps 81 to S4.

When the vehicle body T is at the base height on both the left and right sides, the hydraulic cylinder 1
1. ~111. is maintained in that state, that is, the height of the vehicle body T is maintained, and the process returns to step S7 (S15).
.

By the way, in step S14, the actual roll angle θ,
If is not 0, it is determined whether the actual roll direction is to the right (316), and if the actual roll direction is to the right, the right side of the vehicle body T is too low or the left side is too high. θ.

In order to achieve =O, it is necessary to raise the right side of the vehicle body T or to lower the left side of the vehicle body T.

Therefore, in order to decide which method to select, the left base height switch 6t is read (317).

If the left base height switch 6I is on, the left side of the vehicle body T is at the base height. Therefore, since the left side of the vehicle body T cannot be further lowered, the right side must be raised. On the other hand, the left side of the vehicle body T can be further lowered if the base height is not high. Step S18 is a process for making this selection.

If the left side of the vehicle body T is at the base height, the hydraulic cylinder 11 on the right side of the vehicle body T. Pressurized oil is sent to 11o and 11o to raise the vehicle height on the right side (S19).

On the other hand, if the left side of the vehicle body T is not at the base height, the hydraulic cylinder 111 on the left side of the vehicle body T. ,,Remove the pressure oil from Ila,
Lower the vehicle height on the left side (S20). At the same time, the right base is changed to bring the entire vehicle T to the lowest height (S4
"). This right base conversion (S4") is the same process as the above-mentioned right base conversion (S4).

If it is determined in step 316 that the actual roll direction is not to the right, it means that the actual roll direction is to the left. Therefore, the same processing as described in steps 317 to S20 is performed with the left and right sides reversed (S2
1-324 and S3").

After these processes, the process returns to step S7.

The target roll angle θ is determined by the above explanation. The attitude control of the vehicle body T when the vehicle speed is -0 is understood, but to summarize here, when the vehicle speed V is less than 60 km/h, the attitude control of the vehicle body T is always performed so as not to roll. Moreover, the height is always the lowest that can be controlled. The state of the vehicle body T at this time will be further explained later with reference to FIG.

Next is the target roll angle θ. The case where is not O will be explained.

In step S13, the target roll angle θ is determined. If is not 0, then its target roll angle θ. It is determined whether or not the actual roll angle θ is equal to the actual roll angle θ (S25).

If θ, -〇〇, it is determined whether the direction of the target roll angle and the actual roll direction match (826).

If the direction of the target roll angle and the actual roll direction match, the target roll angle has already been achieved, so the vehicle height can be adjusted to the lowest height without controlling the roll angle θ. Control. That is, the fifth t4. As shown in (e), read the left and right base height switches (, S, 1") and determine whether either the left or right is at the base height (3
27). Detecting either the left or right base height in step 327 means first determining whether the hydraulic cylinder on the side facing the lateral acceleration μ (for example, on the inside of the curve) is at the base height. It means that.

This is because in a natural state, the suspension spring on the side facing the lateral acceleration μ (for example, on the outside of a curve) will contract more than the suspension spring on the side facing the lateral acceleration μ, but the desired roll angle θ . is the roll angle in the opposite direction to the roll angle φ due to the centrifugal force μW, so the target roll angle θ. In order to achieve this, the hydraulic cylinder on the side facing the lateral acceleration μ must be compressed more than the hydraulic cylinder on the opposite side. Regardless of whether the height of either the left or right vehicle body T is the base height. For example, hydraulic cylinders 113 to lld are used to maintain the left and right vehicle heights.
stops expanding and contracting, and maintains the vehicle height (S15>.

On the other hand, when neither the left nor the right is at the base height, the desired roll angle θ is. In order to further lower the vehicle height while maintaining the same, the left and right hydraulic cylinders lla to 11J are simultaneously retracted (32B).

After the above step S15 or S28, the above step S
Return to 7.

In step 52B, if the direction of the target roll angle and the actual roll direction do not match, it means that the actual roll direction of the vehicle body T is opposite to the direction of the target roll angle.

Therefore, first, it is necessary to determine whether the direction of the desired roll angle is to the right (529), and if it is right, the current state of the vehicle body T is opposite to the purpose, in which the right side of the vehicle body T is too high and the left side is too low. , raise the height of the left side of the vehicle body T (S
23') and right base conversion (34'').

On the other hand, if the intended roll direction is not right, it is the left, so raise the right side of the vehicle body T in the opposite way to the above (S19')
At the same time, left base conversion (33'') is performed.

After the step S3" or S4", the step S
Return to 7.

Now, in step S25, the target roll angle θ is determined. If the actual roll angle θ is not equal to the actual roll angle θ, the actual roll angle θ is the target roll angle θ. Determine whether it is larger than (S30
).

If the actual roll angle θ is the target roll angle θ. If it is larger, then it is determined whether the actual roll direction and the direction of the desired roll angle are equal (326'').

If the direction of the target roll angle and the actual roll direction match, it means that the roll angle is over controlled, so it is necessary to return it a little.

Therefore, it is necessary to determine whether the actual roll direction is to the right (316'),
If the actual roll direction is to the right, the left side is too high, so the left side of the vehicle body T is lowered (320') and the right side is made into a base (S4'').

On the other hand, since the actual roll direction is not right, it is left,
The right side of the vehicle T is too high. Therefore, the right side of the car body T is lowered (S24') and the left base is changed (S24').
S3").

After these steps, the process returns to step S7.

Now, in step 826', the target roll direction and
If the actual roll direction is different, then the roll direction is opposite to the intended roll direction, so step S29. S
23', S19', S3", and S4" are performed, and the process returns to step 17.

Further, in step S30, the actual roll angle θ1 is the target roll angle θ. If the desired roll angle θ is not greater than
. In order to add the missing amount to achieve the above step S29. S23', S4", 31
9' and S3" are performed, and the process returns to step 37.

The above is the target roll angle θ. This is attitude control when is not 0.

Next, how the vehicle body T moves as a result of the attitude control described above will be explained with reference to FIGS. 6 to 10.

First, FIG. 6 is a schematic diagram of an automobile equipped with the vehicle body T attitude control device 1 of the present invention, and shows a state in which lateral acceleration μ is not applied (μ=0).

When the vehicle speed is less than 60 km/h, the target roll angle θ.

-〇, and even if it is 5Qkm/h, the centrifugal force μW=O, so the target roll angle θ is still the same. −〇. Therefore, at this time, the right hydraulic cylinder 11, . 11c and the left hydraulic cylinders llb and lla are both at the base height,
Also, the right suspension spring 12. ．． 12c length 80 and left suspension spring 12a, 1
It is equal to the length Bo of 2a.

Suspension spring at this time 12° ~ 12J
The length of the vehicle body T is determined by the weight W of the vehicle body T, and by detecting this with the roll angle sensor 7m, II,
The scales to be measured are as explained above.

Next is the 7th vj! J represents a state in which the vehicle body T rolls when subjected to centrifugal force μW when the vehicle body attitude control device 1 of the present invention is not functioning.

That is, the left and right suspension springs 12@~12
The roll stiffness is basically determined by a, and the centrifugal force μW is determined by the lateral acceleration μ and the vehicle body T weight W.
The vehicle body T is rolling in the direction of the centrifugal force by a roll angle φ that balances the movement of the center of gravity due to the rolling of the vehicle body T.

The length A of the outer suspension spring in the direction in which the centrifugal force μW acts is compressed by the increased load due to the centrifugal force μW and the movement of the center of gravity of the vehicle body T, and is reduced to A>A. On the other hand, the length B of the suspension spring on the inner side in the direction in which the centrifugal force μW acts is elongated as the load is reduced, conversely to the above, and Bo<B holds true.

This state directly represents the rolling state in a conventional automobile, and the lengths A1 and B1 of the outer and inner suspension springs in the direction in which the centrifugal force μW acts
As can be understood from the imbalance, there is also an imbalance in the load distribution between the outer and inner vehicle wheels, which has a negative impact on driving stability.

However, in the present invention, when the roll angle is less than 60 kn+/h, the target roll angle θ is set. Attitude control is performed to achieve -0. Therefore, as shown in FIG. 8, the outer vehicle body T on which the centrifugal force μW acts is lifted by a hydraulic cylinder, and the vehicle body T is controlled in a horizontal position. At the same time, the centrifugal force μW
The inner vehicle height in the left and right directions is adjusted to the lowest controllable height by retracting the hydraulic cylinder to the base position. At this time, since the center of gravity of the vehicle body T no longer moves, the left and right suspension springs have a length difference sufficient to support the centrifugal force μW. Therefore, the seventh
Comparing with the state shown in the figure, A, <A2r B I >B
2, and the imbalance in load sharing between the left and right wheels is reduced to a certain extent.

Furthermore, since the height of the vehicle body T on the inside in the direction in which the centrifugal force μW acts is set to the lowest possible height, the running stability of the vehicle is improved.

An even bigger effect is the effect it has on the driver, since the vehicle body T maintains a horizontal position, there is no need to take an unreasonable posture, and the driver is able to drive with psychological stability. be.

In this way, when the vehicle speed V of the automobile is less than 60 km/h, the target roll angle θ. = 0 attitude control is performed when the vehicle speed is 60
This is because at speeds below km/h, the unbalance of the left and right loads due to the centrifugal force μW is not so much of a problem, and the above-mentioned effects on the driver are more important.

On the other hand, if the vehicle speed V exceeds 60+n/h, load imbalance due to centrifugal force μW becomes a problem.
Target roll angle θ. is set opposite to the natural roll angle φ.

FIG. 9 shows this target roll angle θ. This is a diagram illustrating a state in which attitude control is being performed to achieve the following: the outer vehicle height in the direction in which the centrifugal force μW acts is raised, and the inner vehicle height is set to the lowest controllable height.

Furthermore, at this time, since the center of gravity of the vehicle body T is moved in a direction opposite to the lateral acceleration μ, a component opposite to the centrifugal force μW is generated, and the unbalance between the left and right load distribution is reduced accordingly.

Ideally, the centrifugal force μW would be completely canceled out, so that the left and right loads would be equally distributed. That is, in an ideal state, the lengths A3 and B3 of the left and right suspension springs would be equal. However, since it supports the centrifugal force μW, it will be shorter than Ao and Bo in FIG.

FIG. 10 depicts the appearance of the automobile in a state where the attitude control shown in FIG. 9 is performed. If compared with FIG. 11, the difference from the conventional one will be clearly understood.

In another embodiment, the lengths of the left and right suspension springs are detected and the desired roll angle θ is set to minimize the difference between them. While correcting the desired roll angle θ. One example is one that performs posture control to achieve the following.

"Effect of the invention" The second and a half invention is a vehicle height adjustment means for adjusting the vehicle height on the left and right sides of the vehicle body;
A vehicle speed detection means for detecting the traveling speed of the vehicle body, an acceleration detection means for detecting the lateral acceleration received by the vehicle body, and when the vehicle speed detected by the vehicle speed detection means is less than a predetermined speed, the target roll angle is set to 0, but a predetermined value is set. a target roll angle calculating means for calculating a target roll angle to substantially equalize the load sharing between the left and right wheels based on the acceleration obtained by the acceleration detecting means when the speed is higher than the speed; The present invention provides a vehicle body attitude control device characterized by comprising a control means for controlling a vehicle height adjustment means, whereby the vehicle body is kept in a horizontal attitude at low and medium speeds, and at high speeds. The vehicle's attitude is controlled to alleviate or suppress the load distribution being biased toward the outside of the curve. Therefore, it is possible to significantly improve the running stability of the automobile when turning, and it also provides the driver with a greater sense of steering stability.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing a vehicle body attitude control system according to an embodiment of the present invention, Fig. 2 is an explanatory diagram of the installation of a vehicle height adjustment means and a roll angle sensor on the right rear wheel of an automobile, and Fig. 3 is a diagram showing the vehicle height. 4 is a cross-sectional view of the main part of the adjustment means, FIG. 4 is an explanatory diagram of the configuration of the roll angle sensor, FIGS. The figure is a schematic diagram for explaining the movement of the vehicle body T of a vehicle having the vehicle body attitude control device shown in FIG. 1, and shows a state in which there is no centrifugal force, and FIG. car 12,...
suspension spring. FIG. 6 is a diagram corresponding to the movement of the vehicle body T when the body posture control device is not activated, and FIG. 8 shows the target roll angle θ when centrifugal force is applied. Figure 9 is a diagram equivalent to Figure 6 in the state where 0 is achieved, Figure 9 is a diagram equivalent to Figure 6 when attitude control is achieved to roll in the opposite direction when centrifugal force is applied, and Figure 1 is a diagram equivalent to Figure 1.
Figure 0 is a schematic diagram of the exterior of the car in the state shown in Figure 9;
FIG. 1 is a schematic external view showing rolling during turning in a conventional automobile, FIG. 12 is a diagram equivalent to FIG. 6 in a conventional automobile, and FIG. 13 is a diagram equivalent to FIG. 6 in the state of FIG. 11. (Explanation of symbols) 1...Vehicle body attitude control device 211.2b, 2c, 2J...Vehicle height adjustment means 3...
Vehicle body sensor 4...steering sensor 5...microcomputer system 6a, 6I,...
...Base height switch 71I, 7I, ...Roll angle sensor 11, ...Hydraulic cylinder

Claims (1)

[Scope of Claims] 1. Vehicle height adjusting means for adjusting the vehicle height on the left and right sides of the vehicle body, vehicle speed detecting means for detecting the running speed of the vehicle body, acceleration detecting means for detecting the lateral acceleration received by the vehicle body, and the vehicle speed detecting means When the vehicle speed detected by the vehicle speed is less than a predetermined speed, the target roll angle is set to 0, but when the vehicle speed is greater than the predetermined speed, the load sharing between the left and right wheels is approximately equalized based on the acceleration obtained by the acceleration detection means. A vehicle body attitude control device comprising: a target roll angle calculation means for calculating a target roll angle; and a control means for controlling the vehicle height adjustment means to achieve the target roll angle. 2. The vehicle body attitude control device according to claim 1, wherein the predetermined speed is 60 km/h.