JPS62299417A - Vehicle height adjusting roll controller for vehicle - Google Patents

Abstract

PURPOSE:To improve the roll control response such as a transient turning, by producing a vehicle height adjusting signal based upon a steering angle, a difference between an actual vehicle height and a target vehicle height obtained from a vehicle speed for producing a reverse roll and a variation of vehicle height due to the turning obtained from the vehicle speed and a steering angle speed. CONSTITUTION:When vehicle heights 87-90, a steering angle 113, a steering angle speed 114 and a vehicle speed 115 are fed to a controller 102, a target roll angle for producing a specific reverse roll is obtained based upon the steering angle 113 and the vehicle speed 115 so as to determine a target vehicle height. Under a steady turning, the vehicle height is controlled based upon the differences between said target vehicle height and the actual vehicle heights 87-90. Under a transient turning where the steering angle varies, the variation of the vehicle height due to the turning is anticipated based upon the steering angle speed 114 and the vehicle speed 115 so as to correct the deviation of the actual vehicle height from the target vehicle height thus controlling the vehicle height based upon the results. With such arrangement, the roll control response is improved under a transient turning.

Description

DETAILED DESCRIPTION OF THE INVENTION 3. Detailed Description of the Invention Field of Industrial Application The present invention relates to a roll control device for a vehicle such as an automobile, and more particularly to a vehicle height adjustable roll control device.

BACKGROUND ART When a vehicle such as an automobile turns at a vehicle speed higher than a predetermined value, a roll of the vehicle body occurs, in which the vehicle body tilts toward the outer wheels of the turn, and there is a problem in that the steering stability of the vehicle is likely to be impaired.

In order to deal with this problem, for example, Japanese Patent Application Laid-Open No. 59/1900
As described in No. 16 and Japanese Unexamined Patent Publication No. 59-202919, a plurality of actuators are provided corresponding to each wheel and increase or decrease the vehicle height at a position corresponding to each wheel, and a plurality of actuators in the vehicle width direction of the vehicle body. It has a lateral acceleration sensor that detects the acceleration a (1 m force), and a control means that controls each actuator by υ according to the output of the lateral acceleration sensor. The vehicle body is reversely rolled toward the center of the turn so that the direction of the resultant force with gravity acting on the vehicle body is as perpendicular to the floor surface of the vehicle body as possible. This improves the vehicle's handling stability and prevents the occupants from suffering damage caused by lateral forces. A vehicle height adjustable roll control device configured to reduce the sensation of pleasure has already been proposed.

Problems to be Solved by the Invention However, in the conventional roll control device as described above, during transient turns when the steering angle of the vehicle changes, there is a delay in the response of the actuator, particularly due to a delay in response of the fluid system. Therefore, it may not be possible to control the roll of the vehicle body to the desired reverse roll. The problem with bending is to accurately reverse roll the car body towards the center of the turn so that the direction of action of the resultant force of the centrifugal force acting on the car body and the gravity acting on the car body is perpendicular to the floor surface of the car body.
This is a patent application filed by the same applicant as the present applicant, which has been improved so that the steering stability of the vehicle can be sufficiently improved and the occupants can reliably avoid feeling discomfort due to lateral force. It also exists in the roll control device described in No. 1983.

In view of the above-mentioned problems in the conventional roll control device and the O-roll control device proposed above, the present invention provides the following advantages: It is an object of the present invention to provide a height adjustable roll control device for a vehicle that is improved so as to be able to control the roll of a vehicle body to a desired reverse roll without delay in response.

Means for Solving the Problems According to the present invention, the above objects are achieved by providing a working fluid chamber corresponding to each wheel of a vehicle and supplying and discharging working fluid to a working fluid chamber corresponding to each wheel. a plurality of actuators for increasing or decreasing the vehicle height at a position; a plurality of working fluid supply/discharge means provided corresponding to each actuator for supplying and discharging working fluid to the working fluid chamber of the corresponding actuator; and each wheel. a plurality of vehicle height detection means for detecting a vehicle height at a position corresponding to the vehicle height; a steering angle detection means for detecting a steering angle;
a vehicle speed detection means for detecting vehicle speed; a means for determining a steering angular velocity; A target vehicle height at the corresponding position is calculated, and the working fluid supply/discharge means is controlled based on the deviation between the actual vehicle height detected by the vehicle height detection means and the target vehicle height to adjust the vehicle height to the target vehicle height. and calculation control means for adjusting and controlling the vehicle height due to the turning of the vehicle, based on the vehicle speed detected by the vehicle speed detection means and the steering angular velocity determined by the steering angular velocity determination means. This is achieved by a vehicle height adjustable roll control device configured to predict and calculate the amount of change in the amount of change and correct the adjustment control for the working fluid supply/discharge means based on the calculation result.

Functions and Effects of the Invention The relationship between the steering angle and vehicle speed when a vehicle turns and the centrifugal force acting on the vehicle body is well known. Therefore, by detecting the steering angle and vehicle speed, it is possible to determine the centrifugal force acting on the vehicle body. Therefore, it is possible to determine the increase or decrease in vehicle height required to overcome the centrifugal force acting on the vehicle body and reverse roll the vehicle body. Further, the amount of change in the roll of the vehicle body due to the turning of the vehicle can be determined from the steering angular velocity and the vehicle speed. According to the present invention, a target vehicle height at a position corresponding to each wheel for generating a desired reverse roll of the vehicle body is calculated from the steering angle and vehicle speed respectively detected by the steering angle detection means and the vehicle speed detection means, Based on the deviation between the actual vehicle height and the target vehicle height detected by the vehicle height detection means, the working fluid supply and discharge means is controlled to adjust the vehicle height at the position corresponding to each wheel to the target vehicle height, and the vehicle speed and The amount of change in vehicle height due to turning of the vehicle is calculated based on the steering angular velocity, and the adjustment control for the working fluid supply and discharge means is corrected based on the calculation result.
Even under transient turning conditions where the vehicle's steering angle changes, the vehicle body can be controlled to the desired reverse roll state without delay in response. It is possible to reduce the discomfort caused by

The means for determining the steering angular velocity in the roll control device of the present invention may be a steering angular velocity detecting means, or may be a means for determining a steering angular velocity using a steering angle detecting means and a time differential of the steering angle signal detected by the steering angle detecting means. The control means may include a calculation control means that calculates the steering angular velocity by performing the following steps.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The invention will be explained in detail below by way of example embodiments with reference to the accompanying figures.

Embodiment FIG. 1 is a schematic configuration diagram showing a vehicle height adjustment mechanism of one embodiment of the vehicle height adjustable roll control device according to the present invention, and FIG.
FIG. 1 is a block diagram showing an electronic control device that controls the vehicle height adjustment mechanism shown in FIG. 1.

In these figures, 1 indicates a reserve tank that stores oil as a working fluid, and 2 fr.

2fl, 2rr, and 2rl indicate actuators provided corresponding to the front right wheel, front left wheel, right turret wheel, and rear left wheel of the vehicle, which are not shown in the figure, respectively. Each actuator has a cylinder 3 and a piston 4 connected to the vehicle body and suspension arm, respectively, which are not shown in the figure.
By supplying and discharging oil to and from the cylinder chamber 5 defined by these as a working fluid chamber, the vehicle height at the corresponding position can be increased or decreased. The actuator is configured so that the vehicle height at the corresponding position is increased or decreased by supplying or discharging a working fluid such as oil to the working fluid chamber, and the pressure within the working fluid chamber is increased or decreased in accordance with the bounce and rebound of the wheel. It may be any device, such as a hydraulic ram device, as long as it is

The reserve tank 1 is connected to a branch point 11 through a conduit 10 having an oil pump 6, a flow a control valve 7, an unload valve 8, and a check valve 9 in the middle.

The pump 6 is driven by the engine 12 to pump up oil from the reserve tank 1 and discharge high-pressure oil, and the flow control valve 7 controls the flow rate of the oil flowing in the conduit 10 on the downstream side. is designed to be υ1m. The unload valve 8 detects the pressure in the S pipe 10 downstream of the check valve 9, and when the pressure exceeds a predetermined value, returns the oil to the conduit 10 upstream of the pump 6 via the conduit 13. As a result, the pressure of the oil in the conduit 10 on the downstream side of the check valve 9 is maintained at a predetermined value or less. The check valve 9 is designed to prevent oil from flowing backward in the conduit 10 from the branch point 11 toward the unload valve 8.

The branch point 11 is connected to the cylinder chamber 5 of the actuators 2fr and 2fl through conduits 20 and 21, which have check valves 14 and 15, N magnetic on-off valves 16 and 17, and electromagnetic flow 8 control valves 18 and 19, respectively. There is. Further, the branch point 11 is connected to the branch point 23 by a conduit 22,
The branch point 23 is connected to the actuator 2 by S pipes 30 and 31, which have check valves 24 and 25, electromagnetic on-off valves 26 and 27, and electromagnetic flow control valves 28 and 29, respectively, in the middle.
It is connected to the cylinder chambers 5 of rr and 2rl.

Thus actuators 2fr12fl, 2rr, 2r
1 cylinder chamber 5 has conduits 10.20 to 22.30.3
Oil is selectively supplied from the reserve tank 1 through the valves 16, 17, 26, . 27 and 11 valves 18.19.2
8.29 is controlled appropriately.

The portions of the conduits 20 and 21 between the flow rate control valves 18 and 19 and the actuators 2fr and 2fl are provided with electromagnetic flow 8 control valves 32 and 33 and an electromagnetic shutoff valve 3, respectively, in the middle.
Conduits 36 and 37 with 4 and 35 are connected in communication to a return conduit 38 which communicates with the reserve tank 1. Similarly, the portions of the conduits 30 and 31 between the flow control valves 28 and 2 and the actuators 2rr and 2rl have electromagnetic flow control valves 39 and 40, f
T? Conduits 43 and 44 with Ia on-off valves 41 and 42
The return conduit 38 is connected in communication with the return conduit 38.

Kakushite actuator 2fr12fl, 2r", 2r
The oil in cylinder 5 of 1 is connected to conduits 36 to 38.43.4
The oil is selectively discharged to the reserve tank 1 through 4, and the oil discharge and flow rate in that case are as follows.
As will be explained in detail later, on-off valves 34, 35.
41, 42 and the flow rate control valves 32, 33, 39, and 40 are appropriately controlled.

In the illustrated embodiment, the on-off valve 16.17.26.27
．． 34, 35, 41, and 42 are normally closed on-off valves, and when the corresponding solenoids are not energized, they maintain the closed state as shown in the diagram and cut off communication with the corresponding conduit to respond. When the solenoid is energized, the valve opens to allow communication with the corresponding conduit. Also flow control valve 18.19.28.29.32.33
．． 39 and 40 change the degree of throttling in accordance with the voltage of the drive current applied to the corresponding solenoid, thereby controlling the flow rate of oil flowing in the corresponding conduit.

Each of the conduits 20, 21, 30, 31 has a check valve 14.
Accumulators 45 to 48 are connected in communication at a position upstream of 15.24.25. Each accumulator is composed of an oil chamber 49 and an air chamber 50 that are separated from each other by a diaphragm, and compensates for and responds to pressure changes in the conduit 10 caused by oil pulsation caused by the pump 6 and the action of the unload valve 8. A pressure accumulating effect is exerted on the oil in the conduit 20.21.30.31.

Flow control valves 18 for each of the conduits 20.21.30.31
．． Main springs 59 to 62 are connected to the portion between 19.28.29 and the corresponding actuator by conduits 55 to 58 having variable throttle devices 51 to 54 in the middle, respectively. A secondary spring 71 is connected between each variable throttle device and the main spring by conduits 67 to 70 having normally open on-off valves 63 to 66 in the middle.
~74 are connected. The main springs 59-62 each consist of an oil chamber 75 and an air chamber 76 separated from each other by a diaphragm, and similarly, the sub-springs 71-74 each consist of an oil chamber 77 and an air chamber 78 separated from each other by a diaphragm. It has become.

Thus, when the volumes of the cylinder chambers 5 of each actuator change due to the bounce and rebound of the wheels (not shown in FIG. 1), the cylinder chambers and oil chambers 75, 77
The oil inside flows through the variable throttle devices 51 to 54, and the flow resistance at that time exerts a vibration damping effect.
Further, by selectively opening and closing the on-off valves 63 to 66, the spring constant can be selectively switched between two stages. The throttle amount of the variable throttle devices 51 to 54 and the opening and closing of the on-off valves 63 to 66 are controlled by motors 79 to 82 and motors 83 to 86, respectively, and these motors are used for vehicle nose dives, autos, autos, etc. In order to reduce the roll, the system is based on signals from the vehicle speed sensor, steering angle sensor, throttle opening sensor, brake sensor, and shift position sensor (for vehicles equipped with an automatic transmission), which are not shown in the diagram. It is controlled by an electronic control unit that does not have a

Furthermore, each actuator 2fr, 2fl, 2rr, 2rl
Vehicle height sensors 87 to 90 are provided at positions corresponding to , respectively. These vehicle height sensors detect the vehicle height at the corresponding position by measuring the relative displacement between the cylinder 3 and the piston 4 or a suspension arm (not shown), and generate a signal indicating the vehicle height. is output to the electronic control unit 102 shown in FIG.

The electronic control unit 102 includes a microcomputer 103, as shown in FIG.

The microcomputer 103 may have a general configuration as shown in FIG. 2, and includes a central processing unit (CPU) 104 and a read-only memory (ROM) 1.
05, random access memory (RAM) 106,
It has an input port device 107 and an output port device 108, which are connected to each other by a bidirectional common bus 109.

The input port device 107 has a vehicle height selected from a vehicle height selection switch 110 that is installed in the molding machine and operated by the machine driver.
A switch function signal indicating which of the following is applied is input. The input port device 107 also includes signals indicating the actual vehicle heights Hfr, Hfl, l-1rr, and Hrl detected by the vehicle height sensors 87, 88, 89, and 90, respectively, the steering angle sensor 113, and the steering angular velocity sensor 11.
4. Amplifiers 87a to 90a1113a, 114a, 11 to which signals indicating the steering angle α, steering angular velocity ω, and vehicle speed V respectively detected by the vehicle speed sensor 11.5 correspond, respectively.
5a1 multiplexer 111, A/D converter 11
It is designed to be input through step 2.

The ROM 105 stores reference vehicle heights Hbhf and Hbhr as target vehicle heights for the front wheels and rear wheels when the vehicle height selection switch 110 is set to high, normal, or low.
Hbnf and Hbnr, Hblf and ll-1bl
r(Hb>)−1bnf>Hblf,
Hbhr>Hbnr>Hblr), and also stores calculation formulas and the like that will be explained later. C.P.
Based on the result of the operation, U104 outputs the output port 10 to the on-off valve and flow control valve provided corresponding to each actuator.
8, corresponding D/AD converters 117a to 11
7h and 118a to 118h, amplifiers 119a to 1
Control signals are selectively outputted via ports 1911 and 120a to 120h, and the output boat device 108
The display 116 connected to the vehicle height selection switch 110
Whether the selected reference vehicle height is high, normal, or low is displayed.

Next, the operating principle of this embodiment will be explained.

First, a target roll angle for generating a predetermined reverse roll is calculated from the steering angle α and the vehicle speed V, and this is calculated from the target vehicle height Haj at the position corresponding to each wheel, the striking reference vehicle height Hbj, and the piston position of each actuator. Target displacement Hd from reference position
Replace with the sum of j. When the vehicle is making a steady turn, the target vehicle height Haj (=)-1bj+)-16
j) and the actual vehicle height Hj, the voltage of the drive current supplied to each flow control valve is determined, and by controlling each flow control valve using the voltage, the position corresponding to each wheel is determined. By controlling the vehicle height to the target vehicle height, it is possible to control the roll of the vehicle body to a desired reverse roll. However, during transient turns when the vehicle's steering angle changes, simply controlling each flow control valve based on the deviation between the target vehicle height and the actual vehicle height will cause the vehicle height to temporarily drop below the target vehicle height due to the response delay of the hydraulic system. changes,
As a result, it may not be possible to control the cow's body roll to the desired reverse roll. Therefore, the amount of change in vehicle height due to vehicle turning is predicted from the steering angular velocity and vehicle speed, and based on the prediction result and the deviation between the actual vehicle height Hj and the target vehicle height Haj, the amount of change in vehicle height is supplied to each flow control valve. It is preferable to determine the voltage of the drive current. This can be expressed in a formula as shown in formula (1) below.

Ej = -Kj [Hj -(Hbj+H
dj) ] 10 Epj (Kj is a positive constant)
...... (1) In this case, the voltage of the driving current supplied to the flow M control valves on the supply side and the discharge side is E
If inj and Eoutj are respectively as follows.

If Ej≧0 then Einj −Ej Eoutj-O If Ej<O then [:1nj=Q E　outj　--E　j Next, characteristics necessary for HDJ will be explained.

The lateral acceleration when the steering angle is α and the vehicle speed is ■. The transfer function of is well known and is given by the following equation (2) (α is positive in the clockwise direction, and Vc is positive in the left direction).

yo=P2 s2+ PHs + P o --
−−−−(2)□α − Q2S +QI S +QO Pp = Iz KcN P+ =Kcfr # Kcfr @ Lr * Lt
/VPa = +Jl: I KOrr -LtQz
=MIZ Qo= ””'””'”'-M(Kcf'f'
Lf'-Kcf'r Lr)■2 Here P2 , P+ , Po 1Q2 , Q+ N Q
o is a coefficient expressed by each of the above formulas, M is a@ of the vehicle body, lz is the moment of inertia of the vehicle body, and Lf
is the horizontal distance from the center of gravity to the axis of rotation of the front wheel, and l-
r is the horizontal distance from the center of gravity to the axis of rotation of the rear wheel, and L
t is the wheelbase (-Lf+1-r), KCf
t is the cornering power of the front wheels, K cfr is the cornering power of the rear wheels, and ■ is the vehicle speed.

In order to prevent the occupants from feeling lateral force when the vehicle turns, as shown in FIG.
The vehicle body may be reversely rolled so that the direction of action is parallel to the inclination of the vehicle body 121, that is, perpendicular to the floor surface 122 of the vehicle body. Piston 1 of left and right 7-cut units 123 and 124
If the installation interval of 25 and 126 is 2b, then there is a relationship of ``man knee = person b MGI'', so the target displacement of the piston ffi Hdj
is expressed as follows.

Hdj=”Vc・・・・・・・・・・・・(3) From formulas (2) and (3), (1(Qt S +Q+ S +Qo )−
G (V)・F <v>・α・・・・・・・・・・・・
(4) Here, Q (v): gain with speed as a parameter F(v): becomes a filter with speed as a parameter.

Since F (V) has a high order as it is, it is approximated by the following equation (5) with T (V) as a time constant with speed as a parameter.

F tv] Snow 101.8696.
5100000111. (5) 1+'l' (v) S This equation is a low pass filter. The higher the order of the filter, the better the approximation. Time constant T <v)
FIG. 4 shows an example of the change in the value of , depending on the vehicle speed.

It is also possible to obtain the values of gain G cv) and time constant T (V) by calculation, but in that case the calculation process is extremely complicated! Since the ROM 105 of the electronic control bag W1102 shown in FIG. 2 has G<v> and T(v)
The value of may be stored as a map of a function of vehicle speed ■.

FIG. 5 shows various roll characteristics when the vehicle speed V is assumed to be constant. In Fig. 5, the two-dot chain line shows the roll characteristics when roll control is not performed, and the one-dot chain line shows the roll characteristics when the gain G<v) and time constant T (V) are determined as described above. Indicates the roll characteristics of the vehicle body. In reality, the stroke of the piston of the actuator is finite, so when the gain G (V) and the time constant T (V) are obtained as described above, the calculated target displacement f of the piston is
In some cases, f1Hdj exceeds the piston stroke limit ±δHj, and the target displacement of the piston must be corrected to the stroke limit ±δHj. Therefore, the actual roll characteristics will be as shown by the broken line in FIG. 5, and the characteristics will change rapidly at the transition point C.

Therefore, in the illustrated embodiment, the roll characteristics are, for example,
In order to have the characteristics as shown by the solid line in the figure, the ROM of the microcomputer 103 of the electronic control bag H102
105 is a piston according to the following equation (4'), which includes a gain Gj (v, α) with vehicle speed and steering angle as parameters, corresponding to the product Q (v) · α in the above equation (4). A map of the gain (3j (V, α)) corresponding to the graph shown in FIG. 6 is stored so that the target displacement amount Hdj of is calculated.

Although FIG. 6 only shows the region where the steering angle α is positive, the region where the steering angle α is angular is line symmetrical about the axis of the vehicle speed V.

Hdj −F (V) −Gj (v, cr)...”
(4') Therefore, the displacement ff1)-1dj of the piston of each actuator is determined by the following procedure according to the above equations (4') and (5). First, the vehicle speed ■ detected by the vehicle speed sensor 115 and the steering angle sensor 11
Based on the steering angle α detected by 3, the gain Gj(v
, α) and the time constant Tj(v), respectively, and based on these values, the CPU 104 calculates the [ ] target displacement maximum Hdj of the piston according to the following equation (6). Ru.

In addition, the correction value Epj of the voltage of the drive current based on the prediction of the amount of change in vehicle height caused by the turning of the vehicle is calculated using Gpj(V) as a gain with vehicle speed as a parameter, and Tpj(v) as a gain with vehicle speed as a parameter. If ω is the time constant and ω is the steering angular velocity (clockwise direction is positive), then the sign of ω is j=fr
, when rr -, j = [1, when rl +), and the gain Gpj(v) and time constant T pjc are respectively expressed as IJD numbers as shown in FIGS. 7 and 8, for example. be.

Therefore, the voltage correction 1aEpj is determined by the following procedure according to the above equation (7). First, based on the vehicle speed V detected by the vehicle speed sensor 115, a map of the gain Gpj (V) and the time constant T pj (V) stored in the ROM 105 is obtained.
The gains ξpj and τpj are read from the respective maps, and based on these values and the steering angular velocity ω detected by the steering angular velocity sensor 114, the CPU 104 supplies them to each flow control valve according to the following equation (7'). A correction value Epj of the voltage of the drive current is calculated.

Next, the operation of the roll control I device shown in FIGS. 1 and 2 will be explained with reference to the flowchart shown in FIG. 9.

In the first step 1, press the vehicle height selection switch 11.
The signal of the switch function S input from 0 is read, and then the process proceeds to step 2.

In step 2, it is determined whether the switch function S is Hi or not, and when it is determined that 5=t-++ is not, the process proceeds to step 3, and it is determined that 5=H1. When the determination has been made, the process advances to step 4.

In step 3, it is determined whether the switch function S is low, and when it is determined that the switch function S is not low, the process proceeds to step 5, where it is determined that 5=LOW. When this is done, proceed to step 6.

In step 4, the reference vehicle height Hf of the front wheels and rear wheels,
Hr is set to Hhf and Hhr, respectively, and the process then proceeds to step 7.

In step 5, the reference vehicle height Hf of the front wheels and rear wheels,
1-(r is Hnf, Hnr(Hnf<H
hf, Hnr<Hhr), and then proceed to step 7.

In step 6, the standard vehicle height of the front and rear wheels is 1-1f.
, )-1r are respectively HD and Hlr (HIf<
Hnf.

Hnf<Hnr), and then the process proceeds to step 7.

In step 7, the actual vehicle height Hj (j - fr, fl, rr
, 1'1), the steering angle α signal, the steering angular velocity ω signal, and the vehicle speed V signal inputted from the steering angle sensor 113, the steering angular velocity sensor 114, and the vehicle speed sensor 115, respectively. Proceed to step 8.

In step 8, as the gain Qj (v, α) and time constant T (V) in the above equations (41) and (5),
Gain ξj and time constant τj (j = rr, r+, r
r, rl) and then proceed to step 9.

In step 9, the target displacement ffi Hdj of the piston of each actuator is determined according to the following equation, and then the process proceeds to step 10.

In step 10, RO
Gain ξ from the corresponding map stored in M105
pj and time constant rpj (j = fr, fl, rr,
rl) and then proceeds to step 11.

In step 11, a correction value Epj of the voltage of the drive current supplied to each flow 1 control valve is calculated according to the following formula, and then the process proceeds to step 12.

Epfr = −F, pfrl + 7prrS ”E
prr =-ζprr l+τprrs111Eprl
= ζprl 1 + rprl' ωstep 1
2, the drive voltage is supplied to each flow rate control valve according to the following formula: The voltage Ej of the II current is calculated, and the process then proceeds to step 13.

Efr=-Krr[l-1fr-(+-1f +1-1
dfr)] +El)frEft--Krl [Hfl
'-()-If +Hdrl)] +EpflErr
=-Krr[l-1rr -()-1r +l-16r
r)] +EprrErl=-Krl [Hrl −
(Hr +Hdrl)] +EprlStep 13
In this case, the voltage E of the driving current supplied to each flow control valve is
If j is O or positive, supply side flow control valve 18.19.2
8.29 The voltage Einj of the drive current supplied to Ejl
C set and discharge side flow control valve 32.33.39.4
The voltage EoutjfJ of the driving current supplied to 0 is set to Q, and if the voltage Ej is negative, the voltage Einj of the driving current supplied to the supply side flow control valve is set to O, and the discharge side flow a The voltage Eoutj of the drive current supplied to the control valve is set to -Ej, and the process then proceeds to step 14.

In step 14, the voltage E
The drive t13 current of nj or E outj is supplied, and after a predetermined short time elapses, the solenoid of the corresponding on-off valve is energized for a predetermined time, thereby supplying a predetermined amount of oil to the cylinder chamber of the corresponding actuator or A predetermined amount of oil is discharged from the chamber, thereby performing reverse roll control by adjusting the vehicle height.

After step 14 is completed, the process returns to step 1, and steps 1 to 14 are repeated until the ignition switch is turned off.

Thus, according to this embodiment, the driving voltage of each flow ω control valve is determined based on the deviation between the actual vehicle height Hj and the target vehicle height Haj (=Hbj+Hdj), and the vehicle's driving voltage predicted from the steering angular velocity and vehicle speed is determined. The driving voltage is corrected based on the amount of change in the roll of the vehicle body due to turning, and each flow control valve is controlled based on the corrected driving voltage, so that it can be used under transient turning conditions where the steering angle changes. The roll of a heavy object can be controlled to a desired reverse roll without delay in response.

The roll characteristics of the vehicle body in the roll control II device of the present invention are not limited to the roll characteristics shown by the solid line in FIG. 5, but may be arbitrarily set according to the preferences of the vehicle occupants. Also, as stated in the specification of Japanese Patent Application No. 1983 filed by the same applicant as the applicant of the present application,
By setting several types of maps corresponding to Fig. 6 of the present application and configuring the map to be selected according to the passenger's preference, the roll characteristics of the vehicle body can be arbitrarily selected according to the passenger's preference. It may be configured such that it can be set.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited to such embodiments, and various embodiments are possible within the scope of the present invention. This will be obvious to those skilled in the art.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing a vehicle height adjustment Mm structure of one embodiment of the vehicle height adjustment type roll control device according to the present invention, and FIG. 2 shows a control system for the vehicle height adjustment gate structure shown in FIG. 1. Figure 3 is a block diagram showing the electronic control unit that controls the vehicle, Figure 3 shows the previous view of a turning vehicle seen from behind, and Figure 4 shows the change in the value of the time constant T(V) in equation (5) due to vehicle speed. Figure 5 is a previous graph showing various roll characteristics when the vehicle speed is assumed to be constant, and Figure 6 is a graph showing Gj (v, α in equation (4')).
), and FIGS. 7 and 8 are graphs showing examples of characteristic changes depending on vehicle speed and steering angle of gain Gpj (v) and time constant Tpj(v) in equation (7), respectively. FIG. 9 is a flowchart showing the control flow of the embodiment shown in FIGS. 1 and 2. 1... Reserve tank, 2fr, 2fl, 2rr
, 2rl...Actuator, 3...Cylinder, 4
···piston. 5... Cylinder chamber, 6... Oil pump, 7...
Flow m alIt control valve, 8... Unload valve, 9...
Check valve, 10... Conduit, 11... Branch point, 12...
・Engine, 13... Conduit. 14.15...Check valve, 16.17...Solenoid shut-off valve. 18.19...Electromagnetic flow control valve, 20-22...Conduit. 23... Branch point, 24.25... Check valve, 26.2
7... Nla on/off valve, 28.29... Electromagnetic flow control valve, 30.31... Conduit, 32.33... Electromagnetic flow control valve. 34.35... Solenoid on-off valve, 36.37... Conduit,
38...Return conduit, 39.40...Solenoid flow control valve, 41.42...Solenoid on-off valve, 43.44...Conduit, 45-48...Accumulator, 4...Oil Chamber, 50... Air chamber, 51-54... Variable throttle device, 55-58... Conduit, 59-62... Main spring, 6
3-66... Opening/closing valve, 67-70... Conduit, 71-
74... Sub-spring. 75...Oil chamber, 76...Air chamber, 77...Oil chamber. 78...Air chamber, 79-86...Motor, 87-9
0...Vehicle height sensor, 87a-91a...Amplifier, 1
02...Electronic control device, 103...Microcomputer. 104... central processing unit (CPU), 105...
・Read-only memory (ROM>, 106...Random access memory (RAM>), 107...Input port device, 108...Output port device, 109...Common bus, 110...Vehicle height selection switch, 111...
Multiplexer, 112...A/D converter, 11
3... Steering angle sensor, 114... Steering angular velocity sensor. 115...Vehicle speed sensor, 116...Display device, 121
...Vehicle body, 122...Floor surface, 123.124...
Actuator, 125.126... Piston, 1
27... Center of gravity patent applicant: Toyota Motor Corporation representative
Patent attorney Masa Akashi
Tsuyoshi Figure 3 Figure 4 Military Speed V fkm/hl - Figure 6 Steering Angle 〆One (Spontaneous) Procedural Amendment July 29, 1985 Mr. Michibe Uga, Commissioner of the Patent Office 1, Indication of the Case Showa 1961 Patent Application No. 143417 2
, Title of the invention Vehicle height adjustable roll control device 3, Relationship to the case of the person making the amendment Patent applicant address 1 Toyota-cho, Toyota City, Aichi Prefecture Name (3)
20) Toyota Motor Corporation 4, Agent Address: 1-5-19 Shinkawa, Chuo-ku, Tokyo 8104 (1) “Special Application 1986-
``Patent Application No. 134389/1989.'' (2) On page 29 of the specification, lines 16 to 17, “Patent Application No. 6
1- No. 1” to “Patent Application No. 134390, 1983.
Correct it to "No.".

Claims (1)

[Claims] A plurality of actuators are provided corresponding to each wheel of the vehicle and increase or decrease the vehicle height at a position corresponding to each wheel by supplying and discharging working fluid to a working fluid chamber, and a plurality of actuators are provided corresponding to each actuator. a plurality of working fluid supply and discharge means for supplying and discharging working fluid to and from the working fluid chambers of the corresponding actuators; a plurality of vehicle height detection means for detecting the vehicle height at a position corresponding to each wheel; A steering angle detection means for detecting a steering angle, a vehicle speed detection means for detecting a vehicle speed, a means for determining a steering angular velocity, and a desired steering angle and vehicle speed detected by the steering angle detection means and the vehicle speed detection means, respectively. The working fluid supply/discharge means calculates a target vehicle height at a position corresponding to each wheel for generating reverse roll, and based on the deviation between the actual vehicle height detected by the vehicle height detection means and the target vehicle height. and a calculation control means for adjusting the vehicle height to the target vehicle height by controlling the vehicle height, and the calculation control means controls the vehicle speed detected by the vehicle speed detection means and the steering angular velocity determined by the steering angular velocity determination means. predicting and calculating the amount of change in vehicle height caused by the turning of the vehicle,
A vehicle height adjustable roll control device configured to correct the adjustment control for the working fluid supply/discharge means based on the calculation result.