JPS6280113A - Suspension controlling device - Google Patents

Abstract

PURPOSE:To suppress the vibration of a car and increase controllability and safety by varying the characteristic of a suspension when a car height data corresponds to a suspension characteristic varying condition while varying a car height when said car height data corresponds to a car height varying condition. CONSTITUTION:When the difference between the maximum value and the minimum value, in a defined suspension characteristic variation judging time, of a car height data from a car height detecting means M1 which detects the interval between a wheel and a body as a car height, is above a predetermined suspension characteristic variation judging reference value, the data is judged to correspond to a suspension characteristic varying condition by a judging means M2. And, after this judgment, when a condition that the difference between the maximum value and the minimum value of the car height data in a defined car height variation judging time becomes above a predetermined car height variation judging reference value, has continued certain times, the judging means M3 judges that the data corresponds to a car height varying condition. And, a suspension characteristic varying means M4 and a car height varying means M5 are operated in accordance with the judged results of the judging means M2, M3.

Description

DETAILED DESCRIPTION OF THE INVENTION OBJECTS OF THE INVENTION 1. INDUSTRIAL APPLICATION FIELD The present invention relates to a suspension control device, and more particularly to a lease suspension control device that suppresses vibrations of a vehicle when traveling on a rough road.

[Prior art] The condition of the road surface on which one car is traveling, for example, the car body and width
It is detected by a vehicle height sensor etc. that detects the displacement of the distance for 1 hour, and when driving on rough roads (or the vehicle's suspension 15
″) By changing the vehicle height, the turbulence of the vehicle body is suppressed,
Suspension control devices are being developed that aim to balance ride comfort with maneuverability and stability. For example, a "vehicle height adjustment device" that is configured to raise the vehicle height by more than a predetermined value when the vehicle transitions from driving on a good road to driving on a rough road, thereby preventing the occurrence of a photoforming state caused by the vehicle bouncing, etc. Japanese Unexamined Patent Publication No. 1983
, No. 172808) have been proposed. Such a conventional suspension control device is designed to detect when the number of times the vehicle height displacement exceeds a predetermined judgment value while the vehicle is running is equal to or greater than a predetermined number of times.
Then, it was determined that the vehicle was being driven on a rough road, and the vehicle was lowered to lower the vehicle height.

[Problem 1 to be solved by invention: Suspension system of C according to the prior art tl+)W
The following problems existed in the installation. (1) If the conditions for determining whether to raise the vehicle height are not set properly, for example, a single <, -
The problem is that the vehicle height must be changed frequently in response to uneven road surfaces, reducing the durability and reliability of the vehicle height adjustment device.

(2) In addition, frequently raising the vehicle height increases the vehicle's control, which often causes a roll phenomenon when driving at high speeds, resulting in a decrease in maneuverability and stability.

(3) Furthermore, in order to prevent shocks caused by single irregularities on the road surface, it is preferable to change the suspension characteristics immediately after detecting the irregularities. On the other hand, the control to raise the vehicle height is effective when driving on a continuous rough road. By the way, when irregularities on the road surface are detected and the suspension characteristics are immediately changed, the 1, V dynamic state of the vehicle changes because the suspension characteristics have changed. Therefore, under the same judgment conditions as before changing 1 North Pension i, '+ 1ff-, if you continue to drive on a rough road (1), accurately judge the condition and adjust the vehicle height. 4; 1. (There is a problem that the present invention will inevitably cause problems.)
An object of the present invention is to provide a suspension control device that can suitably control both the vehicle height and vehicle height.

(1η formation [Means for solving the problem 'gf/i']) The present invention adopts the configuration shown in FIG. 1 in order to solve the above problem.
The figure is a basic configuration diagram conceptually illustrating the content of the present invention. However, the present invention (as shown in Fig. 1) uses a vehicle height detector m that detects the distance between the φ wheel and the vehicle body as the vehicle height.
M1 and the difference between the maximum value and the minimum value of the vehicle height data obtained by 1':I from the detected vehicle height, which fall between the predetermined suspension characteristic change determination thresholds, are determined as the predetermined lease suspension characteristic change determination criteria (( (a suspension characteristic change determination means M2 that determines that the suspension characteristic change condition is met when the suspension characteristic change condition is equal to or greater than the above value); a vehicle height change determination means M3 that determines that the vehicle height change condition is met when the difference between the maximum value and the minimum value of the data exceeds a predetermined vehicle height change determination base '4 (value) for a predetermined period of time; When it is determined by the suspension characteristic/+4 change determination means M2 that the suspension characteristic change condition is met, the suspension characteristic change means M4 changes the suspension characteristic, and the width height change condition ( The gist of the present invention is a suspension control device comprising: a vehicle height changing means M5 that changes the vehicle height when it is determined that the condition falls under 1;

The vehicle height detection means M1 detects the distance between the wheels and the vehicle body as the vehicle height. For example, the displacement of the lease pension arm relative to the vehicle body may be detected by a potentiometer and output as an analog signal. Alternatively, for example, the displacement may be detected as a rotation angle of the grating disk and output as a digital signal. Furthermore, vehicle height data can be obtained from this vehicle height. Here, the vehicle height data includes various quantities such as the amount of displacement from the target vehicle height or the amplitude of vehicle height vibration.The amount of displacement from the target vehicle height is the preset target vehicle height and the current It is the difference between the maximum value and the minimum value of the vehicle height detected within a certain period of time, which includes the amplitude of vehicle height vibration.

The suspension characteristic change determination means M2 determines the predetermined suspension characteristic by determining the difference between the maximum value and the minimum value within a predetermined suspension characteristic change determination time of vehicle height data obtained from the vehicle height detected by the vehicle height detection means M1. If the change determination reference value is exceeded, it is determined that the suspension characteristic change condition is met. For example, the above vehicle height data is detected at every predetermined detection time, and the difference between the maximum value and the minimum value of the above detection results is edited in a predetermined manner. The output value is set to a predetermined value! The suspension characteristic change determination fj j% (value) may be compared to determine whether the vehicle height data at the predetermined suspension characteristic change determination interval corresponds to the suspension characteristic change condition.

The vehicle height change determination means M3 refers to the vehicle height data obtained from the vehicle height detected by the vehicle height detection means M1 within a predetermined vehicle height change determination time after it is determined that one suspension characteristic change condition is met. If the difference between the maximum value and the minimum value in is greater than or equal to a predetermined vehicle height change determination reference value for a predetermined number of consecutive times, it is determined that the vehicle height change condition is met. For example, the above vehicle height data is detected at every predetermined detection time, the difference between the maximum value and the minimum value of the above detection results is calculated every predetermined vehicle height change judgment time, and the calculated value is calculated in advance. By comparing with a predetermined vehicle height change determination reference value that has been set, the comparison results that occur during the predetermined vehicle height change determination time are stored, and the comparison results that are equal to or greater than the predetermined vehicle height change determination reference value are predetermined times in a row. Depending on whether or not, vehicle height data or Φ
It can also be configured to determine whether or not a high change condition is met.

The suspension characteristic change determining means M2 and the vehicle height change determining means M3 are, for example, independent disks 1 to 3, respectively.
It can be realized as a logic circuit. Also, for example, the vehicle height data may be configured as a logical operation circuit including a CPU, ROM, RAM, and other peripheral circuit elements, and implement the above means according to a predetermined processing procedure, so that the vehicle height data satisfies both of the above conditions. It is necessary to determine which category applies.

The suspension characteristic changing means M4 is for changing the characteristics of the I suspension. For example, the spring constant of the suspension, the damping force of the shock absorber, the bush characteristics, the stabilizer characteristics, etc. may be changed in multiple steps or steplessly.

That is, in an air suspension or the like, the spring constant may be changed in size by communicating or blocking the main air chamber and the sub-air chamber. Further, for example, the damping force can be increased or decreased by changing the diameter of the orifice through which the oil of the shock absorber flows. Furthermore, for example, by changing the stiffness of the tatami mats, etc., the suspension characteristics can be changed to a hard state (T1ΔRD), an intermediate state (SPORT), or a soft state (SOFT). Conceivable.

The vehicle height changing means M5 is necessary because it changes the set vehicle height. However, the vehicle height detecting means M1 mentioned above does not care about the change in vehicle height by the vehicle height changing means M5. It is important to note that the vehicle is running [the displacement of the vehicle height and the vibrations involved]
It is the elephant-6. For example, in a near suspension using an air spring device, a compressor forces air into the air chamber of the air spring device to expand the volume of the air chamber, thereby raising the vehicle height (+-
110+-1), or set the vehicle height to the standard state (NORMAL>) or low state (LQW) by exhausting the air in the air chamber by controlling the opening and closing of the bleed valve to reduce the volume of the air chamber. It can be constructed in a sliding configuration.Also, there is a type of shock absorption using hydraulic pressure.
In the j-spension, the height may be adjusted in multiple steps bt, <= stepless, by supplying and discharging hydraulic oil, as in the case of air.

[Function 1] As shown in FIG. 1, the suspension control device of the present invention provides vehicle height data obtained from the vehicle height detected by the vehicle height detection means M1 by suspension 1? j gender change determination means M2
When it is determined that lease pension characteristic change clause A/1 is applicable, the suspension characteristic changing means M4 changes the suspension characteristics, and then the vehicle height detecting means M1
When the vehicle height change determination means M3 determines that the vehicle height data obtained from the vehicle height detected by the vehicle height change determination means '1 corresponds to the vehicle height change determination means '1, the vehicle height change means M5 operates to change the vehicle height.

Therefore, when the suspension control device of the present invention detects a single unevenness on the road surface, it first prevents the vehicle from being photographed by changing the suspension characteristics, and then determines that the vehicle is continuously traveling on a rough road. When it does, it moves to change the vehicle height. As described above, each component of the present invention works to solve the technical problem of the present invention.

[Embodiment] Hereinafter, a preferred embodiment of the present invention will be described in detail based on the drawings.

FIG. 2 shows an automobile ride suspension control system using an air suspension according to an embodiment of the present invention.

1-+ 1R stands for a right front wheel height sensor installed between the right front wheel and the vehicle body, and detects the distance between the vehicle body and the stone suspension arm that follows the movement of the wheel. ing. 1-111 represents a left front wheel height sensor installed between the left front wheel and the vehicle body, and detects the distance between the left suspension arm and the vehicle body.

1-120 represents a rear wheel height sensor provided between the rear wheels and the vehicle body, and detects the distance between the rear suspension arm and the vehicle body. Vehicle height sensor H1R.

1-111', l-12C short cylindrical main body 1Ra,
1 La.

1Ca is fixed to the vehicle body side, and the main bodies 1Ra, 1La,
Links 1Rb, 11b in a direction approximately perpendicular to the central axis of 1Ca
, 1Cb are installed. The link 1Rb, 1Lb
, 1Cb has turnbuckles 1RC, 1Lc at the other end,
1cc is rotatably attached, and furthermore, the turnbuckle 1Rc.

The other ends of 1LC and 10C are rotatably attached to a part of each lease pension arm.

Ij, car height range I nato 11R, l-111, l-12
A plurality of foot interrupters are arranged in the main body of the 0, and a disc plate 1 having a slit coaxial with the vehicle height center axis turns the foot interrupter ON/OFF according to changes in vehicle height. 4 Changes in vehicle height by U
It is configured to detect the [bth] vehicle height data and output a digital signal.

311.31 R, S2L, S2R are front left and right respectively.
Showing the near suspension installed on the rear wheel. The near suspension 32L is arranged in parallel with a suspension spring (not shown) between the suspension arm of the left rear wheel and the vehicle body. The air suspension S2+- includes a main air chamber 32La rl-3 and a sub-air chamber 52Lb that serve as air springs.
, a shock absorber 321C, and an actuator A21- that changes the air spring constant or shock absorber damping force. S1L, S1R
, 32Rb represents an air suspension having a similar configuration and a machine 11L, in which the air suspension 31L is disposed on the left front wheel, the near suspension SIR is disposed on the right front wheel, and the air suspension S2R is disposed on the right single wheel.

10 is each air suspension S1L, S1R.

32! 1 represents a compressed air supply/discharge system for the air spring of S2R, and a compressor 1ob is operated by a motor 10a to generate compressed air. This compressed air is guided to the air dryer 10d via the check valve 10G. The forward direction of the check valve 10C is the direction from the compressor 10b toward the air dryer Od. The air dryer 10d has each near suspension S1L, SIR, S2
Dry the compressed air supplied to L, S2R, air piping and each air suspension S1L, SIR, S2L.

In addition to protecting the components of S2R from moisture, each near pension 31m, S1R, S2L.

Main air chambers 51La, 51Ra, 52La of S2R.

52Ra and auxiliary air 1s1Lb, 51Rb.

This prevents pressure abnormalities due to phase changes of moisture inside 521b and 52Rb. The check valve of the fixed throttle check valve 10e is connected to each near suspension S from compressor 1 no. 10b.
The direction toward IL, S1R, S2L, and S2R is defined as the forward direction. In the non-return valve 10e with a fixed throttle, the check valve part opens when compressed air is supplied, and the check valve part closes when compressed air is discharged, and the compressed air is discharged only from the fixed throttle part. The valve 10f for the one-punch valve is a two-point one-two position spring-off type solenoid valve. The exhaust valve valve 10f is
Normally, it is located at the position shown in Figure 2, and is in the cut-off state or near pension S1L, 'S1R, S2L.
When discharging compressed air from , S2R, the communication state is switched to the position shown on the right side of FIG. 2, and the compressed air is discharged into the atmosphere via the fixed throttle check valve 10e and the air dryer 10d.

VlL, VlR, V21. V2R is an air spring supply/exhaust valve that performs a center convex adjustment function, and is disposed between each of the near suspensions S1L, S1R, 82L, and S2R and the compressed air supply/exhaust system 10 described above. The air spring supply and exhaust valves V, 1 L, VlR, V21, V2
R is a 2-point, 2-position spring-off hit type solenoid valve, which is normally located at the position shown in Figure 2 and in the shut off state, but when adjusting the vehicle height, it should be placed at the upper side of Figure 2. The communication state is switched to the one shown below. In other words, air spring supply/exhaust/
<;/l/'7V1 When L, VlR, V2L, and V2R are in communication, the main air chamber 31 of each near suspension
1a, 51Ra, 52La, 52Ra and the compressed air supply/exhaust system 10, supplying and exhausting becomes possible, and when air is supplied, the volume of the main air chambers 51La, 51Ra, 52La, 52Ra increases and the vehicle height becomes higher. If the exhaust air shifts due to the vehicle's own weight, the volume will decrease and the vehicle height will become lower. Further, when the air spring supply/exhaust pulses 7VIL, VOR, V2L, and V2R are cut off, the vehicle height is maintained at the vehicle height at that time. In this way, the above-mentioned exhaust valve valve 10f of the compressed air supply and exhaust system and each of the above-mentioned air spring supply and exhaust valves V1L and V1R are connected.
, V2L, V2R (7) By performing communication/cutoff control, air suspension S1L.

Main air chambers 51La, 51Ra of S1R, S2L, S2R
, 521-a, and 52Ra to adjust the vehicle height.

SF1 is a vehicle speed sensor installed inside the speedometer, and outputs a signal according to the vehicle speed.

The above-mentioned vehicle height Senrid 111. Each signal from HlR, H2C and vehicle speed sensor SE1 is sent to an electronic control unit (hereinafter referred to as E).
It's called CU. )4. The ECU 4 inputs these signals, processes the data, and uses air suspension actuators A1L and AIR to perform appropriate control as necessary.

△2L, A2R, air spring supply and exhaust valve VIL.

VOR, V2L, V2R, compressed air supply and exhaust system motor 1
A drive signal is output to the solenoid of the exhaust valve 0a and the exhaust valve 10f.

Next, based on Figures 3 and 4, the air 1 suspension S
11. The configurations of the main parts of SIR, S2L, and S2R will be explained. Since each air suspension has a similar configuration, we will talk about the right rear wheel air suspension S2R.

As shown in FIG.
2Rc.

Cylinder 12 of shock absorber 52RC (buffer)
An axle (not shown) is supported at the lower end of a, and
A cylindrical elastic assembly 18 for elastically supporting the piston rod 12b to the vehicle body 16 is provided at the upper end of the piston rod 12b that is connected to a piston (not shown) slidably disposed within the cylinder 12a. It is provided. In the illustrated example, the shock absorber 52Rc is a well-known variable damping horn shock absorber whose damping force can be adjusted by operating a valve function provided on the piston. The control rod 20 is disposed within the piston rod 12b in a fluid-tight and rotatable manner via a seal portion (22nd).

The air spring device 14 includes a peripheral wall member 26 including a bottom portion 26a provided with an opening 24 that allows the piston rod 12b to pass through, and a peripheral wall portion 26b rising from the edge of the bottom portion, and is arranged to cover the peripheral wall member 26. and an upper housing member 28 a fixed to the vehicle body, and the housing member 2
The diton bar 32 includes a lower housing member 28b with an open lower end connected to the lower end of the lower housing member 8a, and a diaphragm 30 made of an elastic member that closes the lower end of the lower housing member 28b. The chamber 32 has an opening 34 corresponding to the opening 24 provided in the bottom 26a of the peripheral wall member, and is connected to a lower main air chamber 52Ra and an upper sub-air by a partition member 36 fixed to the bottom 26a. It is divided into a room 82Rb and a rain air room 52Ra.
and 52Rb are filled with compressed air. The partition member 36 is provided with a conventionally well-known iFi rubber 40 that can come into contact with the edge of the sill 12a.
A passage 42 is formed in the buffer rubber 40 to communicate the openings 24 and 34 with the main air chamber 32Ra.

Inwardly of the peripheral wall member 26 that constitutes the inner peripheral wall of the sub-air chamber 52Rb in the peripheral wall portion 26b, the commercial bullet 1 cow silk solid body 18 is arranged surrounding the screws 1 to 12b,
This cylindrical elastic assembly 18 has rain air chambers 52Ra and 52.
A pulp device 44 is provided to control communication of Rb.

The cylindrical assembly 1B includes an outer cylinder 18a, a cylindrical elastic body 18b, and a σ inner cylinder 18C, which are arranged concentrically with each other,
The cylindrical elastic part +J 18 b is fixed to both cylinders 18a and 18c. The outer cylinder 18a of the cylindrical assembly 18 is
The upper housing member 28a is press-fitted into the peripheral wall portion 26b of the peripheral wall portion 26 fixed to the vehicle body.

Further, a valve number container 44a of the pulp device 44 is fixed to the inner cylinder 18G so that the piston rod 12b passes through the valve number container 44a.
a, the piston rod 12b is elastically supported by the vehicle body via the cylindrical elastic assembly 18. The space between the outer cylinder 18a and the peripheral wall 26b is sealed by an annular air seal member 46, and the space between the screw rod 12b and the valve housing tA44a is sealed by an annular air seal member 48. Also, the inner cylinder 18
An annular air seal portion vi5 is provided between G and the valve number container 44a.
It is sealed by 0.

A hole 52 which extends parallel to the piston rod 12b and is open at both ends is formed in the valve number body 44a, and a rotary valve body 44b is rotatably accommodated in the hole. The rotary valve body 44b includes a main body portion J6a that can come into contact with a lower positioning ring 54a disposed at the lower end of the hole 52, and a main body portion J6a that can be connected to the cylindrical elastic assembly 1 from the main body portion.
8 and a small-diameter operating portion 56b that protrudes upward. An upper positioning ring 54b is disposed at the upper end of the hole 52 and cooperates with the lower positioning ring 54a to prevent the rotary valve body 44b from falling out of the hole 52. There is a hole 5 between the parts.
) 2 is provided with an annular seal base 60 having an inner air seal portion +A38a and an outer air seal member 58b. Further, there is a space between the seal base 60 and the main body portion 56a of the rotary valve body 44b to facilitate the rotational movement of the rotary valve body 44b when the main body portion 56a of the valve body is pressed against the seal base 60 by air pressure. A friction reducing member 62 is arranged to reduce the friction.

Below the cylindrical elastic assembly 18 is the opening 24.34.
and the passage 42 of the buffer rubber 40, the main air chamber 52Ra
A chiton bar 64 is formed which communicates with the valve body 4.
A recess 66 is formed in the main body portion 56a of 4b and is open to the chiton bar 64. Also, the main body portion 56a
A communication passage 68 is formed diametrically through the main body portion and across the recess 66 .

The valve body 56a is received in the valve number container 56b (Jl,
As clearly shown in Figure 4, one end is connected to the communication passage G8.
A pair of ventilation passages 70 are provided which can communicate with each other, and the ventilation passages extend outward in the diametrical direction of the hole 52 on substantially the same plane toward the outer peripheral surface l\ of the valve body 44b. The other end of each ventilation passage 70 is opened to the outer circumferential surface of the collection container 44a through a seat hole 72. Also, between the pair of ventilation passages 70 in the circumferential direction of the hole 52, one end is connected to the communication passage 68. Air passage 7
4 runs on substantially the same plane as the ventilation path 70, and the collection container 44a
extending toward the outer circumferential surface of. The diameter of the ventilation passage 74 is smaller than that of the ventilation passage 70, and the other end of the ventilation passage 74 opens at a seat hole 75 to the circumferential surface of the collecting container 44a. An inner cylinder 18c that covers the outer circumferential surface of the collection container 44a.
Each seat hole 72 of the ventilation passages 70 and 74 is provided on the inner circumferential surface of the
, 75, an annular groove 76 is formed surrounding the outer peripheral surface of the collecting container 44a.

The inner cylinder 18G is formed with a lower opening 8 that opens into the groove 76 forming an annular air passage, and the cylindrical elastic member 18b has a lower opening 8 that is open to the opening lower opening 8. A through hole 80 is formed extending outward in the radial direction of the elastic portion 44. Also, each through hole 80 is formed in the outer circumferential surface of the outer cylinder 18a through the opening 2 provided in the outer cylinder 18a. Therefore, the intermediate lower part 8 82 and the through hole 80 are provided corresponding to the air passage 70 and define an air passage passing through the cylindrical elastic assembly 18 .

The open lower part 8.82 and the through hole 80 are connected to the sub air chamber 3.
The sub air chamber 52Rb is connected to the outer peripheral surface of the peripheral wall portion 26b of the peripheral wall member that covers the outer cylinder 18a.
A plurality of openings 84 are provided at equal intervals in the circumferential direction. All openings 84 and the opening lower 8.82
In order to communicate with the through hole 80, an annular groove 86 is formed on the outer circumferential surface of the outer cylinder 18a, surrounding the outer cylinder at the part where the opening 82 opens. The opening 84 is open to the groove 86 to be formed.

In the example shown in FIG. 4, the open lower lower part 8.82 and the separate passage hole 80 are provided corresponding to the two ventilation passages 70 of the collection container 44a, but between the inner cylinder 18c and the collection container 44a. Since the annular air passage 76 is formed in which the air passages 70 and 74 communicate with each other, the air passage can be formed at a desired position in the circumferential direction of the Arf elastic member 18b.

Referring again to FIG. 3, -F of the piston rod 12b
A well-known actuator 2R is provided at the end to rotate the control rod 20 (υ and the rotary valve body 44t of the valve device 44) for adjusting the damping force of the shock absorber 52Rc. The rotary valve body 44b is rotated by this actuator Δ2R.

The present near suspension S2R is configured as described above and has the following effects.

First, the rotary valve body 44b is placed in the closed position as shown in FIG. When held at , the secondary air '17s2RbcF
> and the communication with the main air chamber 52Ra is cut off, so that the spring constant of the suspension S2R is set to an excessively large value.

Further, the communication path 6 of the valve body is controlled by the actuator A2R.
8 is operated to a position where it communicates with the large-diameter air passage 70 of the collection container 44a, the main air chamber 52Ra is connected to the communication passage 68, the large-diameter air passage 70, and the elastic assembly communicating with the air chamber. The open lower part 8, the through hole 80 and the opening 82 of the solid body 18
Since the suspension S2R communicates with the auxiliary air chamber 52Rb through 84 and 84, the spring constant of the suspension S2R is set to a small value.

Further, when the actuator A2R (7') is adjusted to a position where the communication passage 68 of the rotary valve body 44b communicates with the small diameter ventilation passage 74 of the collection container 44a, the main air chamber 52Ra is 52Ra, the communication passage 68, the small diameter ventilation passage 74, the air passage 76, the open lower portion 8 of the elastic assembly 18, the tooth through hole 80, and the opening 8.
2 and through opening 84, i? Connects to JI air chamber 5gRb. Since the small-diameter ventilation passage 74 can experience greater air resistance than the large-diameter ventilation passage 70, the spring constant of the eggplant pension S2R is set to an intermediate value.

Next, the configuration of the ECU 4 will be explained based on FIG. 5.

The ECU 4 is a central processing unit (hereinafter referred to as CPU) that inputs and calculates data output from each sensor υ according to a control program, and performs processing to output control signals to various devices. Read-only memory (hereinafter referred to as ROM) 4b in which programs and initial data are stored, ECU
Random access memory (hereinafter referred to as RAM) is used to read and write data input to the motor vehicle and data necessary for voice control. Backup Random Access Memory (D
The lower backup RAM is configured as a logic circuit centered around S(.>4d), and is connected to an input port (not shown), a waveform shaping circuit provided as necessary, and output signals from each of the above sensors 9- to the CPU4a. A multiplexer that selectively outputs, and an input section 4 that converts an analog signal into a digital signal.
0, OJ, H, and output capacitors 1 to J3 (not shown) and, if necessary, an output section 4 equipped with a drive circuit and the like for driving each of the above-mentioned actuators according to control signals from the CPU 4a. , CPU4a, ROM4b
and the like, the input section 4e and the output section 4 are connected to each other, and a path line 4g, through which each data is sent, connects the CPU 4a and R.
It has a clock circuit 4h that sends a clock signal serving as control timing to the OM 4b, RAM 4c, etc. at predetermined intervals.

Above vehicle height sensor high I'! In the case of a vehicle height sensor that outputs a digital signal consisting of L, H1R, H2C or multiple Ai~mil interrupters used in this example,
For example, as shown in FIG.
It can be connected to PU4a. Also, for example, vehicle height sensors that output analog signals - IJllllL, Hi11R, H
In the case of 2G, for example, a configuration as shown in FIG. 7 can be used. In this case, the vehicle height value is input to the EC('4) as an analog voltage signal, converted to a digital signal by the A/D converter 4e2, and transmitted to the CP LJ 4a via the pass line 4g.

Here, the vehicle height replacement n value group adopted in one embodiment of the present invention will be explained based on FIG.

Already mentioned front wheel height sensor l-11L, 1-+1R
detects the distance between the wheels and the vehicle body as the vehicle height. As shown in Fig. 8, the vehicle height is centered around the normal vehicle height position, and when the wheel bounces such as when it rides on a protrusion, it changes to the low vehicle height position or the high 1 to low 1 position, while the wheel is depressed. When the vehicle rebounds, such as when the vehicle gets on or off the vehicle, 16 pieces of data are output from the high vehicle height position to the extreme 1 to low height positions, which are displayed in 4th [b]. The relationship between the output value of the vehicle height sensor and the calculated vehicle height displacement value HM is defined by a map as shown in FIG.
It is stored in advance in a predetermined area in the ROM 71b of U4. ECU4 is front wheel height Senrid 111.1-11
It is used for control processing of the short and long length of the R Asahi group. In addition, extract!・The reason why the fish box 1 groups are not specified at equal intervals is to prevent mink, etc. from being set at regular intervals.

Next, the relationship between the vehicle height change in J-3 and the inspection 1j time and determination time in one embodiment of the present invention will be explained based on FIG. 9. As shown in FIG. 9, the time ts is the front wheel height 1
11. ) - +1R is the vehicle height detection time for detecting the output. In the case of this embodiment, the value is, for example, 8 [m5ec]. Further, the period 1 is during the lease pension characteristic change determination period ILIJ for determining whether or not to change the lease pension characteristics. The time T1 is determined as shown in the following equation (1).

TI = (nl-1)xts・(1)
In this embodiment, nl is 64 [number] of vehicle heights for suspension characteristic change determination.

When changing the Suspension characteristics, first check the vehicle height maximum box 1- within the Suspension characteristics change judgment date T1.
From IH and the minimum value 1-IL, the maximum value H1 of vehicle height change within the suspension characteristic change determination intercostal space is calculated as shown in the following equation (2).

1-11 = 1-11-1-HL
... (2) Here, each vehicle height is a calculated value of vehicle height position replacement. The maximum vehicle height change value 1-11 within this suspension characteristic change determination time is the suspension characteristic change determination vehicle height reference value 1. -I K1
If this is the case, the suspension characteristics are changed from the soft state (SOFT) to the sport state (SPORT) or from the sport state (SPOR-") to the hard state (+-I A RD).

In addition, in this example, the vehicle height reference value IK1 for determining 4 suspension characteristic changes is 11 and 7 when expressed as a vehicle height replacement calculation value.
Melt.

In addition, time T2 is a vehicle height change determination time for determining whether to change the vehicle height, and is also a return determination time used to determine whether or not to return the 4-nospension characteristic and vehicle height to the original value. be. The time T2 is determined as shown in the following equation (3).

T2-(n2-1)xts-(3) However, n2...Number of medium convex data detected for vehicle height change determination In this embodiment, there are 125 [2]'c.

When changing the vehicle height, first calculate the maximum value of the vehicle height change within the vehicle height change determination time T12 from the maximum value 1-1h and the minimum value 1-IQ of the vehicle height within the vehicle height change determination time T2 using the following formula. Calculate as in (4): 1-12 = 1-1. h −1−1Ω
(4) Again, each vehicle height is a calculated value for vehicle height. Maximum value of vehicle height change within this vehicle height change judgment time 1-
12 is greater than the vehicle height reference value HK2K2 for determining vehicle height change three times in a row, the vehicle height is changed from the standard state (NORMAL') to the high state (+-IIGH). In addition,
In this embodiment, 2 in the vehicle height reference value for determining vehicle height change is 8 when expressed as a vehicle height replacement value.

In addition, once the vehicle height has been changed, if the maximum vehicle height change value T12 within the time T2 in F is less than the vehicle height standard for vehicle height change judgment (target 1-1) three times in a row, the suspension characteristics Sport state = (SPORT) and soft state (S
OFT) or from the hard state (HARD) to the sport state (SPORT), and at the same time raise the vehicle height to a high state (+-I I G ) - 1 > Kara (z; 4 (state (NORMAL) G,: return) -Sl.

Next, the suspension 121 adopted in this example
The vehicle speed sensitivity related to vehicle speed will be explained based on FIG. FIG. 10 is an explanatory diagram showing a map that defines the relationship between vehicle speed V and suspension characteristics when driving on a rough road and when driving on a good road.As shown in FIG. If it is determined that the vehicle is traveling on a rough road, the vehicle speed V is set to 2.
Up to 5 [Km/h], the 1-pension characteristic is in the soft state (SOFT), and if it is necessary for the acceleration process, it is set to 40 [Km/h].
h] to SOFT state (SOFT), 40[Krn/
h] and less than L100 [Km/h] is in sports condition (SP
ORT), if the vehicle speed is 100 [Km/h] or more, the hard state (+-I A RD > is set. In addition, if the vehicle speed V is 25 [Km/h] or more and 40 [Km/h] or less) 12
; If it is in the deceleration process within the range, it is in a sports state (SPO
RT). When it is determined that the vehicle is traveling on a good road, the vehicle speed V increases to 70 [Km/h].
The suspension characteristics are set to soft state (SOFT), and 70 [
If the vehicle is accelerating at Krn/h1 or more and less than 90 [Km/h], the vehicle is in the soft state (SOFT), and if the vehicle speed is 90 [Km/h] or more, it is in the sport state (SPO).
RT). Furthermore, if the vehicle speed V is 70 [Km/
If the vehicle is in the deceleration process within a range of 90 [Krn/h] or more, the sport state (SPORT) is maintained.

As mentioned above, the reason why the Δ2 constant of the suspension characteristics changes between the acceleration process and the deceleration process is due to consideration of the history of changes in the suspension characteristics. For example, after driving on a rough road and the vehicle speed V is 1 and 90 [Km/h] or more, the vehicle speed V is 70 [Km/h] or more and 90 [Km/h] or more.
If Km/hi drops to a low level and then shifts to driving on a good road, 1) The suspension characteristics will not be changed to the soft state (SOFT) immediately in consideration of the history, but will be changed to the sport state (SPORT). It is maintained.

Next, the vehicle speed sensitivity with respect to the vehicle height adopted in this embodiment will be explained based on FIG. 11.

Figure 11 shows the vehicle speed V when traveling on a rough road and when traveling on a good road.
FIG. 3 is an explanatory diagram showing a map that defines the relationship between vehicle height and vehicle height.

As shown in Figure 11, when it is determined that the vehicle is traveling on a rough road, the vehicle height is set to high mode (HIGI-I MODE) when the vehicle speed V is less than 40 [Km/h]. If it is in the high state (1-11G l-1>), it is in the normal mode (N.

RMAL MODE) is selected, the vehicle height is set to NORMAL, and when the vehicle speed V is 40 [Km/h] or more and less than 90 [Km/h1], the vehicle height is set to a high state (1-(IG
H), when the vehicle speed V is 90 [Km/h] or more, the vehicle height is set to the standard state (NORMAL>).Furthermore, if it is determined that the vehicle is traveling on a good road, the vehicle speed V is set to the standard state (NORMAL>). 9
At speeds below 0 [Km/h], the vehicle height is set to high mode (1-II
High state (1 if GHMODE>) is redundant.
-IIGH>, normal mode (NORMAL M
ODE> is selected, the a quasi-state (NORMA
When the vehicle speed V is 90 km/h or more, the vehicle height is set to a low state (LOW>tr).

Next, the suspension control process executed by the ECU 4 will be explained based on the flowcharts shown in FIGS. It starts when the driver selects the auto mode (ΔUTO) after starting and accelerating.First, an overview of this process will be explained.

(1) The vehicle height is detected every vehicle height detection time ts, and the maximum value H1 of vehicle height change within suspension characteristic change determination time T1 is determined.
is calculated, and it is determined whether the maximum vehicle height change value 1''1 within the suspension characteristic change determination time is greater than or equal to the suspension characteristic change determination vehicle height reference value HK1 (step 1).
02,104,106.108,112,114.11
6,118° (2) Through the process in (1) above, the maximum vehicle height change within the suspension characteristic change determination time is 1-11.
If it is determined that the suspension characteristic change determination vehicle height reference value is 1 or more, the suspension characteristic is changed from the soft state (SOFT) to the sport state (SPORT) (steps 124, 126, 128, 130, 1
32,134,136,138°140.142,14
4>.

(3) Detect the vehicle height at each vehicle height detection time CS, calculate the maximum value of the vehicle height change within the vehicle height change determination time T2 three times in a row, and calculate the maximum value of the vehicle height change 1- If IN-1, white N-1, and HN are all greater than or equal to the vehicle height reference value IK2 for vehicle height change determination, the vehicle height is changed from the standard state (NORMAL>) to the high state (HIGH) (step 104).
,106,108,110.150,152,154,
156,158°-160,162,164,172,
180, 182, 184, 186, 190, 192, 1
94).

(4) Detect the vehicle height every vehicle height detection time ts, and
Calculate the maximum vehicle height change within 2 times three times in a row,
The calculated vehicle height change maximum value) -IN-1, l-lN-
1, 1-IN are all vehicle height reference values for vehicle height change judgment 1-I K
If the value is less than 2, return the suspension characteristics from the sport state (SPORT) to the soft state (SOFT), and return the vehicle height from the high state ()-IIGH to the standard state (NORMAL>) (steps 104 and 106). 1
08,110,150,152.154,156,15
8,160,162゜164.178,179,200
,202,204.206,180,182,184,
186°208.210,212,190,192>.

Next, details of this suspension control processing will be explained. First, in step 100, flags Fl, F2 . F
3. F4, counters C1 and C2.

Processing to reset C3, timers TS, and TO is performed. Here, the flag F1 indicates the target of the suspension characteristics, and is set to 1 when the target is a sport state (SPORT). The flag F2 indicates a target vehicle height, and is set to 1 when a high state (HIG1-1) is the target. The flag "3" indicates the current state of the suspension characteristics, and is set to 1 in the sport state (SPORT), and is reset to O in the rough state (1 to 5 OFT).The flag "4" indicates the vehicle height adjustment state. When the vehicle height adjustment is being performed, the counter C1 is set to 1. Also, the counter C1 indicates the number of vehicle height data that must be used for suspension characteristic change determination.

The power counters C2 and C3 are used to calculate the number of pieces of vehicle height data for determining vehicle height changes by h1.Roughly speaking, the timer TS is necessary because it calculates the vehicle height detection time. The TD beam measures the energization time of the suspension characteristic changing actuator. Next, the process proceeds to step 102, where the timer TS starts counting 81, and the vehicle height detection time Ls
At each time, the vehicle height is detected as the vehicle height replacement calculation value hN described above (steps 104, 106, 108>. In the subsequent step 110, the state of the flag "1" is determined.
has been reset in step 100 above, the process proceeds to step 112, where the counter C is set while detecting the vehicle height.
1 is added, and the process continues from step 104 to step 114 until the value of the counter C1 becomes equal to the number n1 of detected vehicle height data for suspension characteristic change determination.
Each process is repeated.

) Detection of vehicle height data for determining change in suspension characteristics
If only 1 vehicle height is detected, 981! I! is step 11
Proceed to step 6. Below, suspension characteristic change determination o;
', within interval T1, [difference 1 between the maximum value and minimum value of vehicle height position J & calculation value 1]1 is calculated, and this difference 1-11 is compared with the suspension characteristic change determination reference value t+<i. (Step 1'16, 118.120>. If the above difference [ ] 1 is less than the lease pension characteristic change determination tool (value 1 - IK1), return to step 104 above. On the other hand, the above-mentioned difference F -11 is 1 or more than the suspension characteristic change determination reference value T1, it is determined that the road surface must have unevenness of a predetermined value or more, and the vehicle speed V is VKl (40 [km/h] in this example). ) or above, a flag F1 is set to change the suspension characteristics to a sport state (SPORT>) (steps 122, 12).
4>.

Next, the state of flag F1 is determined, followed by flag F3.
After confirming that the current suspension stiffness is not in the sport state (SPORT) due to the state of
6°1 o'clock is started, and 'suspension characteristic change actuators ΔIL, AlR.

A2L and A2R are driven, and a process for changing the suspension characteristics to a sport state (SPORT) is started (steps 126, 128, 130° 132, 134).
. The suspension characteristic change actuator energization time Tl
), the suspension special [4 change actuators A1L, AlR.

A 2 L, , △2R are floated, and as the suspension characteristics are changed to the sport state (SPORT), the flag F3 is set to the value 1 (S), and the timer TD is reset (steps 130, 136° 13C3, 14
0,142,144).

The vehicle height is detected again every vehicle height detection time ts, and is repeated until the vehicle height is detected by the number n2 of detected vehicle height data for vehicle height change determination (steps 104, 106, and 108).
,110,150,152°160,126.128.
180.182>. The number n of vehicle height data detected for vehicle height change determination is 2 (when the vehicle height is detected, the difference between the maximum value and minimum value of the vehicle height conversion value within T2 during vehicle height change determination 05 is 1-
IN is calculated (step 154). The above difference 1-IN
The passage is repeated three times, and each time, ll-l
It is determined whether or not all of the vehicle height change determination vehicle height Ml value 11 is equal to or greater than 2 (steps 156, 158, 160, 162, 164>). In the case of (1), after it is confirmed that the vehicle speed V is equal to or higher than VH2 (40 [km/h] in this example), the vehicle height is changed from the standard state (NORMAL>) to a higher state. Flag F2 is set to change to (HI G Ll) (steps 170, 172>. This is because even if the suspension 1!1 characteristic is changed to the sport condition (SPORT), the vibration of the vehicle body still does not settle down. This is because it is determined that the vehicle is traveling on a continuously rough road.

Next, the suspension characteristics are already in sport condition (SPO).
RT> is confirmed by the status of flags F1 and [3, and if it is confirmed by the status of flag F4 that the vehicle height adjustment has not been performed, the vehicle height adjustment start condition is satisfied. Because of this, the vehicle height is set to standard (NORMA).
The process of changing the state i from L) to a high state (+-11G H) is started, and flag F4 is set (step 126
, 128.180, 182, 184, 186>. Here, the compressed air supply and exhaust system 10 is driven, and the air suspensions S1L, S1R, and S2L are supplied via the air spring supply and exhaust valves V1L, VIR, V2L, and V2R.

Compressed air is fed under pressure to S2R. When it is confirmed that the vehicle height has become high (1-11GH) as a result of this process, the vehicle height adjustment termination condition is satisfied, so the process of terminating the vehicle height adjustment is performed, and the flag F4 is reset. (Steps 180, 190, 192, 194>).

Further, the vehicle height is detected every vehicle height detection time ts,
The difference between the maximum value and the minimum value within the vehicle height change determination time T2)-IN is calculated three times in a row (step 104).
,106,108,110,150.152,154,
156, 158, 160°162). Difference between each time above: 1
-IN-2, HN-1, and IN are all less than the vehicle height reference value 1-IK2 for determining vehicle height change, or the vehicle speed V is VK
3 (in this example, 25 [km/h]), the suspension characteristics are changed to a sport state (SFOR).
Flag F1 to return from T) to soft state (SOFT)
is reset and the vehicle height is set to high (HIGH).
The flag F2 is set to return to the standard state rffl (NORMAL>) (steps 164, 178, 17).
9.170,174,176>. This is because the imaging of the vehicle body has converged, and it is determined that driving on rough roads has ended.
This is to restore the suspension characteristics and vehicle height to the conditions for driving on good roads.

First, depending on the states of flag F1 and flag F3, the target suspension characteristics are set to rough 1 to rough (SOFT).
After confirming that the current state of the suspension is in the sport state (SPORT), the suspension characteristic change actuators A1 L, AlR
, A21, A2R starts driving, and the suspension characteristics change from the sport state (SPORT) to the soft state (SPORT).
OFT) (steps 126, 200, 202
, 204, 206. 208, 210, 212, 214.
"216) In addition, in order to satisfy the vehicle height adjustment start condition, the air suspensions 31 L, 31R, S2L, S2
From R, air spring supply and exhaust valve VIL, 1R.

V2L, V2R and the compressed air supply/exhaust system 10 are operated to exhaust air and the vehicle height is high (To IIG +-1
> is returned to the standard state (NORMAL) (steps 180, 182, 184, 186, 190.192.1
94>. Thereafter, this suspension control process is repeatedly executed as the vehicle travels only when the auto mode (AUTO>) is selected.

Next, an example of the control timing of the above-mentioned one-plant pension control process will be explained based on FIG. 13 and FIG. 14.

FIG. 13 shows a state in which the front wheels W1R, (W1L) of the vehicle a are running on a road surface at a vehicle speed V [Km/h] and are attempting to overcome an uneven road surface C, which is the beginning of a rough road. Further, FIG. 14 shows the output of the front wheel height sensor H1L, H1R, suspension characteristic change actuator A1R, AIL, △2R, A2L drive current, suspension characteristic, vehicle height change actuator drive current,
It expresses changes in target vehicle height over time. As shown in FIG. 13, front wheels WIR, (
WlL> begins to climb over the uneven portion C. Then, the 14th
As shown in the figure, from time t1 to time t2 after suspension characteristic change determination time T1 has passed, the front wheel height
1L.

The maximum vehicle height change detected from (HIR) 1 straight 1-11 is greater than 1 for 1 suspension characteristic change determination reference value 1-1. In this case, among the vehicle height data detected every vehicle height detection time ts, the vehicle height replacement values for the maximum vehicle height and minimum vehicle height are 22 and 9, respectively, and the maximum vehicle height change value 11 is 13.
Therefore, the change determination vehicle height reference value ['' becomes larger than the value 11 of 1. For this reason, 1. ) At time L2, suspension characteristic changing actuators A1R, AIL, A2
Power is started to R and A2L, and the suspension characteristics change from the soft state (SOFT) to the sport state (SPOR) at time t3 after the suspension characteristic switching time Ta has elapsed.
T). Note that the energization of each actuator continues until v1 time t4 after the actuator energization period 04 Tb has elapsed. On the other hand, since the IJ suspension characteristics were changed to the sport state (SPORT) at h [3], the vibration of the vehicle body was suppressed, and the front wheel height was 11L.
The output of the HIR exhibits a substantially constant vibration state as shown by the solid line in the figure. In addition, the output of the front wheel vehicle height 11L and H1R when the suspension characteristics are not changed is shown by the broken line in the same figure. The vehicle height replacement values for the maximum vehicle height and minimum vehicle height up to the later time t5 are each 21
and 10, and the maximum vehicle height change 1-12 is 11,
Vehicle height change determination Vehicle height reference value 1-I The value of K2 is 8 or more. In addition, the vehicle height position replacement value of the maximum vehicle height and minimum vehicle height from time t5 to time t6 after the vehicle height change determination time T2 has elapsed is as follows:
21 and 9, respectively, and the vehicle height change maximum value 1-13 becomes 12, which is equal to or greater than the value 8 of the vehicle height reference value IK2 for determining vehicle height change. Roughly speaking, the vehicle height position replacement values of the maximum vehicle height 1 and the minimum vehicle height from time 6 to time t7 after the elapse of the vehicle height change determination time T2 are 19 and 10, respectively, and the maximum vehicle height change value H4 is 9
Therefore, the vehicle height reference value HK2 for vehicle height change determination becomes 8 or more.

Therefore, at the same time t7, since the vibrations of the vehicle body do not converge, it is determined that the vehicle is running on a continuous rough road. Then, at time t8, after the predetermined clear time TC has elapsed until the vehicle height adjustment condition is satisfied, the vehicle height change actuator drive current is applied, and the compressed air supply and exhaust system 10 is driven. 115 At time t9 after a predetermined time has elapsed from all t8, compressed air is supplied to each near suspension S.
1L, S1R, S2L.

As a result of being sent to S2R, the target vehicle height is in eA semi-state (NO
RMAL> to a high state (HIGH>. At the same time t9, the energization to the vehicle height change actuator ends.

As mentioned above, when a continuous rough road is detected, the suspension characteristics are changed to a sport state (SPORT) and the vehicle height is changed to a high state (+-110H), so that the car a can continue driving on a rough road. . The vehicle height continues to be detected while the vehicle is traveling. Time t11 after vehicle height change determination time T2 has elapsed from time t10
The vehicle height replacement values for the maximum vehicle height and minimum vehicle height up to are 2, respectively.
0 and 13, and the maximum vehicle height change value 1-15 is 7, which is less than the value 8 of vehicle height change determination vehicle height reference value) - IK2. In addition, the vehicle height position replacement calculated value of the maximum vehicle height and minimum vehicle height from time [11 to time t12 after vehicle height change determination time T2 has elapsed is as follows:
20 and 13, respectively, and the maximum vehicle height change value 1-16 is 7, and similarly, the vehicle height change determination vehicle height standard 11I:itl is 2, which is less than 8. Furthermore, from time t12, Lr! Height change judgment Il) The vehicle height replacement calculated values of the maximum vehicle height and minimum vehicle height up to time t13 after the elapse of T2 are 19 and 14, respectively, and the maximum vehicle height change value 1-17 is 5, and the vehicle height change The judgment vehicle height reference value 1 - IK2 is less than 8. Therefore, at the same time t
At step 13, it is determined that the continuous running on the rough road has ended and the vibrations of the vehicle body have converged. Therefore, in order to restore the suspension characteristics to their original state, at the same time, we changed the suspension characteristics from 13.
, energization to A2R is started, and after the suspension characteristic switching time T'a has elapsed (at 14 ticks t1, 1, the 4 suspension characteristics are returned from the sport state (SPORT) to rough 1 to 1 person g (SOFT). Note that the energization of each actuator is continued until time t15 after the actuator energization period Tb has elapsed.Furthermore, at time t13, the predetermined energization is continued until the vehicle height adjustment condition is satisfied. At time 16 after time ``[d'' has elapsed, the vehicle height change actuator driving current is applied, and the compressed air supply and exhaust system 10 is driven.
At tick t17, each air suspension 31 L
, SlR, S2L, S2R as a result of the air purification, the target vehicle height changes from high (HIGH> to standard @ (N
ORMAL>. Incidentally, at the same time 117 a3, the energization to the vehicle height change actuator is terminated and reversed. From now on, if a single irregularity on the road surface is detected, the suspension characteristics will first be changed, and if it is determined that the vehicle is traveling on a continuous rough road, the vehicle height will be changed, and then the vehicle height will be changed until the vehicle is driven on a good road. When the transition occurs, control is repeated to return the suspension characteristics and vehicle height to their original values.

In addition, in this example, J3 has the right front wheel height center 11R, the left front wheel height center) -+ 1L, ECU 4 and the ECU 4.
The process (step 108) executed by the CLI4 is performed as the vehicle height detection means M1, and the ECLI4 and the ECU=1
The process executed by (step 112゜11=1.1
16, 118, 120) are the processes (steps) 50, 152, 154, 15 executed by the ECU 4 and the F CU 4 as the suspension characteristic change determination means M2.
6,158,160°162.164) respectively function as the vehicle height change determination means M3. Also, the air suspension S1L.

S1R, S2L, S2R and “suspension characteristic change actuator △1L, AlR, △2L, A2R and ECU
4 and the process executed by the ECU 4 (step 1
30. '132,134,136゜138.140,1
42,144,202,204.206,208,21
0,212,214°216) as the suspension characteristic changing means M4, the air suspension SI L, S'
lR, S2L.

S2R and air spring supply and exhaust valves VIL and V1R.

V2L, V2R, compressed air supply/exhaust system 10, ECLI4, and the process executed by ECU4 I! Il! (Steps 180, 182, 184, 186, 190°192.
194) respectively function as vehicle height changing means M5.

As explained above, in this embodiment, if the maximum value of vehicle height change 1-11 within suspension characteristic change determination 11.1 and T1 is greater than or equal to 1 suspension characteristic change determination vehicle height semi-determination 1-IK1, first the suspension Transfer characteristics to software 1 state (
SOFT) to sport state (SPORT),
After that, the maximum value of the vehicle height change within the vehicle height change judgment time 12 is determined three times in a row, and the calculated maximum value of the vehicle height change 1-12, 1-13, l-, +4 are all determined. Vehicle height change judgment If the vehicle height reference value H is 2 or more, the vehicle height is changed from the altitude state (NORMAL) to the high state (1-IIGH).
, and then calculate the maximum value of the vehicle height change within the vehicle height change judgment time 12 three times in a row. If the determined vehicle height II value is less than 1-IK, the suspension characteristics are returned to the rough 1-state (SOFT), and the vehicle height is returned to the standard state (NORM). Therefore, by changing the suspension characteristics to a hard state, it is possible to suppress vibrations of the vehicle body caused by single irregularities on the road surface, thereby ensuring verticality and stability. When the vehicle is being driven, changing the vehicle height to a high state prevents occurrence of bottoming, improves ride comfort, and prevents contact between the bottom surface of the vehicle body and the road surface.

In addition, after the suspension characteristics are changed to a hard state, the vibration of the vehicle body will be suppressed, the amplitude will be attenuated, and the period will become longer.
Since the vehicle height change determination time T2 is set relatively small and the vehicle height change determination time T2 is set relatively long, it is possible to appropriately determine the imaging state after the suspension characteristics have been changed, so that continuous rough roads can be accurately detected. I can do it.

Furthermore, since the vehicle height is changed after detecting a continuous rough road, the number of vehicle height changes can be reduced, and the air spring supply and exhaust valves VIL and V1R are used when changing the vehicle height.

The durability and reliability of V2L, V2R and compressed air supply/exhaust system 10 can be improved.

In addition, the vehicle height is not changed when a simple road surface is uneven, but after a continuous rough road is detected, the vehicle height is changed to a high state (HIG), and when driving on a good road, the vehicle height is changed to speed 1b or the standard state. (N
ORMAL), it is possible to avoid and overcome the roll state that occurs during mid-rest, especially when driving at high speeds, etc., and it becomes possible to stabilize the vehicle posture.

Furthermore, since a clear difference is established between the control start condition and the control end condition for suspension characteristic change, it is possible to prevent hunting associated with suspension characteristic change control.

In addition, since the suspension characteristic change determination time - [1 is set shorter than the vehicle height change determination time T2, when the vehicle enters a bad road from a good road, the first impact due to unevenness of the road surface is immediately detected. Since the suspension characteristics are set in a hard state, the initial large vibration is quickly damped, thereby preventing bottoming or rebound from hitting the brim, thereby improving ride comfort.

Furthermore, both when driving on good roads and when driving on bad roads,
The suspension characteristics change control and vehicle height change control are performed based on the map that defines the J suspension characteristics and vehicle height related to vehicle speed, so even if the road surface is the same,
Optimal suspension characteristics and vehicle height corresponding to the vehicle speed V at that time can be achieved. This is particularly effective in improving maneuverability and stability during high-speed driving.

Next, other examples of suspension characteristic changing means other than air suspensions will be given.

As the first example, 4 in Figure 15 (a) and (b).

Suspension upper control arm and lower control arm 1
- This shows a configuration in which the suspension characteristics can be changed by having a mechanism that changes the rigidity of the bushing used in the connection part of a rod-shaped suspension member such as a roll arm.The change in rigidity is achieved by changing the spring constant of the bushing.・Means changing the damping force.

Fig. 15 (a) is a vertical cross-sectional view showing the connecting part of the rod-shaped four-nos suspension members, and Fig. 15 (b) is line B in Fig. 15 (a).
-Required in the cross-sectional view taken by B. In these figures, 901 indicates a control arm extending along axis 902 and having a hollow hole 903. 'Nl~Roll arm 90
A sleeve 906 having an axis 904 perpendicular to the axis 902 and having a hole 905 is fixed to one end of the sleeve 906 around the hole 905 by welding. There is a hole 90 in the sleeve 906.
7 is fixed by press fitting.

An inner cylinder 909 is disposed within the outer cylinder 908 concentrically with the outer cylinder, and a bushing 910 made of anti-squeezing rubber is interposed between the outer cylinder 908 and the inner cylinder 909. The bushing 910 cooperates with the outer cylinder 90B to form a hollow portion 91 extending in an arc shape around the axis 904 at positions facing each other along the axis 902.
1 and 912, thereby setting the stiffness in the direction along the axis 902 to a relatively low value.

The hollow hole 903 of the control arm 901 has an axis 902
It constitutes a cylinder that supports the piston member 913 so as to be able to reciprocate along the piston member 913. Piston member 913 and hollow hole 9
A seal member 914 is used to seal between the wall surface 03 and the wall surface 03. A contact plate 916 is fixed to one end of the piston member 913, which is curved around the axis 904 and extends along the axis 904 so as to come into contact with the inner wall surface 915 of the cavity 911.

The other end of the control arm 901 is also constructed of the same fMi structure as shown in FIGS. A cylinder chamber 917 is defined between the screw 1 and a screw fitting member (not shown in the drawings) that fits therein. The cylinder chamber 917 communicates with the outside through a threaded hole 918 provided in the control arm 901. In addition to a conduit 921 connected to a hydraulic pressure generation source at one end (not shown), a nipple 923 fixed to a screw hole 922 is screwed into the screw hole 918, so that the cylinder chamber 91
7 is configured to be supplied with hydraulic pressure.

When the pressure of the oil in the cylinder chamber 917 is relatively low, the force pushing the screw 1-hen member 913 to the left in the figure is also small, and the abutment plate 916 of the piston part +A913 lightly contacts the inner wall surface 915 of the bush 910. The bushing 910 is held in the tangential position shown so that the stiffness of the bushing 910 along the axis 902 is relatively low. On the other hand, when the hydraulic pressure in the cylinder chamber 917 is relatively high, the piston member 913 is driven to the left in the figure, and the contact plate 916 presses the inner wall surface 915 of the bushing 910, causing the bushing 910 to come into contact. Since the portion between the plate 916 and the inner cylinder 909 is compressively deformed, the rigidity of the bushing 910 in the direction along the axis 902 is increased.

Since the above-mentioned rod-shaped suspension member is installed between the wheels and the vehicle body, the suspension characteristics can be changed by controlling the hydraulic pressure in the cylinder chamber 917 (hydraulic pressure source and hydraulic pressure control valve, etc.). This is done by controlling with an actuator. That is, when the hydraulic pressure increases according to instructions from the ECU 4, the stiffness of the bushing 910 increases, the damping force increases, the spring constant increases, the suspension characteristics become hard, and the maneuverability improves.
Stability can be improved, and if the hydraulic pressure is lowered, shock can be reduced.

Next, as a second example, FIGS. 16(a) and 16(b) show other configurations of bushings having similar effects.

Fig. 16(a) is a longitudinal sectional view of the bushing that is integrally constructed with the inner cylinder and the outer cylinder as a bushing assembly.
FIG. 6(b) is a sectional view taken along line CC in FIG. 16(a).

Buried inside the bushing 1005 are four retractable hollow bags 1010 extending along the axis 1003 at positions equally spaced around the axis 1003,
Four chamber spaces 1011 extending along the axis 1003 are equally spaced along the axis 1003 by the hollow bag.
has been determined. Each hollow bag 1010 has a base 101 embedded in the bush 1005 at one end thereof.
Each chamber space 1011 is fixed to one end of 2 by a clamp 1013, and each chamber space 1011 is fixed to one end of the bush 1005 by a base 1012.
communicated with the outside. One end of a hose 1015 is connected and fixed to the other end of the mouthpiece 1012 by a clamp 1014. Although the other end of each hose 1015 is not shown in the figure, it is connected to a compressed air supply source through an actuator such as a pressure control valve.
Controlled air pressure is introduced into the air conditioner 11.

When the reactuator is operated by the ECU 71, the air pressure within each chamber space 1011 can be changed, and thereby the stiffness of the bushing can be changed steplessly. In this way, after detecting a change in vehicle height of the front wheels by d3, the stiffness of the bushing can be changed as appropriate.

Next, the configuration of the stabilizer relay as a third example is shown in FIGS. 17(a) to 17(g).

Fig. 17 (a) is a perspective view showing a torsion bar set stabilizer incorporated in an axle-type rear suspension of an automobile, and Fig. 17 (b) and Fig. 17 (c) are respectively
FIG. 17(d) is an enlarged partial vertical sectional view showing the main parts of the example shown in FIG. 7(a) in an unconnected state and a connected state, respectively; FIG.
17(b) and 17(c) with the clutch removed, and FIG. 17(e) shows the main parts shown in FIG. 17(d). FIG.

In these figures, 1101 is a car connected to wheels 1102! ! An axle housing rotatably supporting ll+1103 is shown. Axle housing 1101
A pair of brackets 1104 and 1105 are fixed at positions spaced apart in the vehicle width direction, and these brackets connect the torsion bar set stabilizer according to this example via rubber bushings not shown in the figure. 1106 is connected to the axle housing 1101.

The stabilizer light 1106 consists of a stabilizer light 1107 disposed on the right side of the vehicle and a stabilizer left 110B disposed on the left side of the vehicle, and the stabilizer lights 1107 and 1108 are selectively connected to each other by a coupling device 1109 They are designed to be integrally connected. Rod portions 1110 and 1112
End portions 1114 and 1115 shown in FIG. 17(B) opposite to the arm portions 1111 and 1113, respectively, have a protrusion 1117 and a hole 1118 extending along the axis 1116.
is formed. These protrusions and holes are provided with male threads and 11Il threads that are screwed together, respectively, and the rerod portions 1110 and 1112 are aligned with the axis 11.
and are connected to each other for relative rotation around 16. Returning to FIG. 17(a) again, arm parts 1111 and 11
The tips of 13 are connected to the lead frames 1121 and 1122 of the vehicle 1) by links 1119 and 1120, respectively.
It is connected to brackets 1123 and 1124 fixed to.

As shown in FIG. 17(c), the coupling device 1109 includes a cylindrical clutch 1125 and one end 11 of a rod portion 1110.
14, and the rod portion 111.
The clutch 1125 is installed at the end 1115 of the shaft 1
1] 6 includes a phase receiver '1127 which is non-rotatably received. This is clearly seen in the DD cross-sectional view of FIG. 17(b). As shown in FIG.
planes 1128 and 1129 that face each other on both sides and extend parallel to each other along the axis 1116, and cylindrical surfaces 1130 and 1131 that connect these planes at opposite positions in a U direction with respect to the axis 1116. It has become. In contrast, the outer peripheral surface of the clutch guide 1126 is aligned with the axis 11.
Consisting of planes 1132 and 1133 facing each other on both sides of 16 and extending parallel to each other along the 1h11 line 1116, and cylindrical surfaces 1134 and 1135 connecting these planes at positions opposite to each other with respect to the axis 111G. There is.

Similarly, as shown in FIGS. 17(d) and (e), the outer circumferential surface of the clap receiver 1127 has flat surfaces 1136 and 1137 that face each other on both sides of the axis 1116 and extend parallel to the axis 1116, and The plane is the axis 1116
cylindrical surfaces 1138 that connect to each other at opposite positions.
and 1139.

As shown in FIG. 17(f), planes 1132 and 1133 of the clutch guide 1126 are planes of the clutch 1125]
Clutch 1 is always engaged with 129 and 1128 and is d3.
125 is in the position shown in FIG.
7 also represent planes 1129 and 11 of clutch 1125, respectively.
28, thereby the stabilizer light 1107
and 1'108 to the stabilizer lever L is the axis 1116
It is designed to be integrally connected around the . As shown in FIG. 17(e), chamfers 1140 and 1
141, and even when the rerod portions 1110 and 1112 are slightly rotated relative to each other around the axis 1116, the clutch 1125 remains in the position shown in FIG. 17(b). Therefore, the stabilizer right 1107 and the stabilizer left 1108 can be moved to the position shown in FIG. It is now connected to.

The clutch 1125 is moved back and forth along the axis 1116 by an actuator 1142 controlled by the ECU 4. As shown in FIG. 17(a), the actuator 1142 is connected to a hydraulic screw fixed to the differential casing (not shown).
- Cylinder device 1143 and E-E in Fig. 17 (b)
As shown in FIG. 17 (G), which is a cross-sectional view, the grooves 1144 and 11 formed on the outer peripheral surface of the clutch 1125 are
arm portions 1146 and 1147 that engage with 45;
Piston-silling "A neck 114" shown in Fig. 17 (a)
The shift lever A- connected to the piston rod 1148 of No. 3
1149 and more.

According to instructions from the ECU 4, the actuator 1142 moves the clutch 1125 to the position shown in FIG.
For example, the stabilizer lever 1107 and the stabilizer levers 1 to 110B are integrally connected to the stabilizer riser 1, so that the stabilizer lever 1106 exerts its mechanism and moves 1q:
By applying this to B, the Ll-ring can be reduced and maneuverability and stability can be improved. Also, Akbuuni [-ta 11
42 and crank 1125 to the position shown in FIG.
116 so that they can rotate relative to each other, thereby reducing the shock of the vehicle, especially the shock to only one wheel, and improving ride comfort.

Next, FIGS. 18(a) and 18(b) show another example of a stabilizer as a fourth example.

As shown in FIG.
8 and a second stabilizer lever 1320. The first stabilizer 18 has a main body part 1322 and an arm part 1.
323 and C are on the right.

The main body part 1322 is attached to the vehicle body by a pair of mounting brackets 1324 so that it can be twisted around 7L of its axis.

The second stabilizer lever 1320 is shown in FIG. 18 ([1)
As shown in FIG. 2, it is formed in a hollow shape and passes through the main body portion 1322 of the first stabilizer bar 1318. This second
The stabilizer bar 1320 has a pair of mounting brackets 1324.
The first stabilizer bar 1318 can be connected and disconnected. In the illustrated example, the screw 1330 with which the spool 1328 is fixed is attached to the end of the second stabilizer and river lever 1320 by a seal part +A1332 to make it liquid-tight. It is arranged so that it can slide in the state. This spool 1328 is made liquid-tight by a seal member 1334 and protrudes outward from the second stabilizer lever 1320.

Spool 1328 has a spline 1336 adjacent piston 1330, while second stabilizer lever 1320 has a spline 1338 at one end that can engage spline 1336. Spool 1328
In addition, there is a spline 1 inside the 48 part that protrudes to the outside.
It has 340.

Coupler 13 coupled to body portion 1322 of first stabilizer bar 1318 by spline 1342
44 has been taken. This one 1344 has a spline at the end opposite to the spool 1328.
40 and has a spline 1346 that can be engaged with the spline 1346. In the illustrated example, the coupler] 344 is a rubber bushing 134.
By connecting the bushing 1345 to the mounting bracket 1324 via the bushing 1345, the main body portion 132
2' is configured to be torsionally deformed. The attachment position of the coupler 1344 is such that when the spool 1328 moves to the left jj and the spline 1336 engages with the spline 1338, the spline 1340 engages with the spline 13.
The position is determined by the fact that it meshes with 46. Protecting two splines 1340.1346 from das1~ji15
The loose boots 1347 go to the second stabilizer -1
320 and the coupler 1344.

Screw 1-13 of the second stabilizer 1 avatar 1320
There are two ports 13 on the part blL on both sides of 30.
4B, 1350@ is provided, and piping is provided so that pressure fluid can be introduced to each port 1-, and it is put into use.

Now, when pressure fluid is introduced into the port 1350 through an actuator such as a hydraulic control valve, the screws 1 to 1330 move to the left together with the spool 1328, and the splinter 3
36 or spline 133B, also spline 1340
and splines 1346, respectively. As a result,
First and second stabilizer levers 1318.1320
is in a connected state, and the rigidity of the stabilizer bar silk solid body increases.

Conversely, when pressure fluid is introduced into port 1348, piston 13
30 moves to the right, the engagement of each spline is VfI-strengthened, and the rigidity of the stabilizer lever assembly is only that of the first stabilizer lever 1318.

Next, FIGS. 19A to 19C show examples of other stabilizers as the fifth example.

The stabilizer 1410 of this example is shown in a schematic 1 m diagram in FIG. 19(a). Here, 1411 is a Φ wheel, and 1412 is a suspension arm. The main body 1414, the pair of arms 1416, and the extension means 1418 (!).

The round bar-shaped main body 1414 has an interval of 3) in the width direction of the vehicle body.
Bearing portion 1421 of a pair of links 1420 arranged as
, and is supported by the bearing portion 1421 so as to be able to twist around its axis. Another bearing 1422 at the upper end of the link 1420 supports one wheel 1424
Pin 1428 passed through bracket 1426 welded to
It is rotatably supported by. As a result, the main body 1414 is arranged in the width direction of the vehicle body and can be twisted relative to the vehicle body.

In the illustrated example, the pair of arms 1416 are formed by a flat body, with first ends 1430 of the arms 1416 extending from the body 141.
4 is rotatably connected around a vertical axis by poles 1 to 1432. The second end 1431 is spaced from this end 1430 in the longitudinal direction of the vehicle body. Here, the front-back direction includes a diagonal case.

The extension means 141ε3 displaces the second a part 1431 of the arm 1416 toward the width of the vehicle body. In the illustrated example,
The stretching means 141ε3 is made of power shilling. As shown in FIG. 19(c), the power cylinder includes a cylinder 1434, a piston 1436 slidably disposed in the cylinder 1434 in a liquid-tight manner, and one end connected to the screw 1 hem 1436, and the other end connected to the screw 1 hem 1436. cylinder 1
a piston rod 1438 protruding outward from 434;
A compression spring 1440 moves the piston 1436 laterally in the direction in which the piston rod 1438 contracts.The biasing of the piston 1436 beyond a predetermined level is suppressed by a stopper 1442 fixed to the screws 1 to 1.

The cylinder] 434 is fixed to the rispen cylinder farm 1412 so that the piston rod 1438 is positioned outward in the width direction of the vehicle body.

Then, the second end 143 of the arm 1416 is attached to the end 1439 (which protrudes outward from the piston loft 1438).
1 are connected for rotation about a vertical axis by a bolt and nut 1432.

The flexible 11\-s 14 is located in the liquid chamber 1444 on the opposite side of the cylinder 1434 from where the compression spring 1440 is located.
One end of 46 is connected. The other end of this flexible hose 1446 is connected to a hydraulic pressure source (illustrated - Ul) via an actuator such as a hydraulic pressure control valve.

Depending on the state of the actuator according to the instructions from the ECU4,
Power cylinder fluid'! -1444, the second end 1431 of arm 1416 is inwardly located as shown in FIG. 19(a). Therefore, the wheel rate of the stabilizer is low.

- When the actuator is activated by a command from the ECU 4 and pressure is supplied to the liquid chamber 1444 of the power cylinder, pressure moves to the piston 1436 and the piston rod 1438 is pushed out against the compression spring 1440, so that the arm The second end 1431 of 1416 is pushed outward as shown by the two-dot chain line in FIG. Become.

Next, as a sixth example, FIGS. 20(a) and 20(b) show the configuration of a connecting device between the stabilizer and the lower controller J/roll arm.

Fig. 20(a) is a partial front view showing a wishbone type 1 suspension incorporating the vehicle stabilizer coupling device according to this example; Fig. 20(b);
An enlarged view showing the coupling device shown in a) is included. In these figures, 1501 is the knuckle 1503
It shows a wheel rotatably supported by a wheel. Knuckle 1503 is the upper width) (this C+ku 11sen 1505
The upper control arm 1 is pivotally connected to one end of the roll arm 1507 through four arms, and each of the lower ends is pivotally connected to one end of the lower control arm 1511 by a pivot shaft 1509. An upper control arm 1507 and a lower control arm 1511 are pivotally connected to a vehicle cross member 1517 by pivots 1513 and 1515, respectively.

In addition, in FIG. 20 (A), reference numeral 1518 indicates a U-shaped stabilizer bar arranged in the vehicle width direction. Bracket 1-1 through
522 and J are connected to the vehicle body 1524 so as to be rotatable around its axis.

Tip 15 of arm portion 1520 of stabilizer relay 1518
20a are respectively connected to one end of the lower controller 1 to the roll arm 1511 by a connecting device 1525 according to the present example.

As shown in detail in FIG. 20(b), the connecting device 1
525 includes a cylinder piston device 1526. The cylinder-piston arrangement 1526 consists of a piston 1529 and a cylinder 1530, which cooperate with each other to define two cylinder chambers 1527 and 1528. The cylinder 1530 includes an inner cylinder 1532 that reciprocally receives a piston 1529 along an axis 1531, an outer cylinder 1533 that is arranged substantially concentrically with respect to the inner cylinder 1532, and an end cylinder that closes both ends of the inner cylinder and the outer cylinder. 7th part 'tA 153
4 and 1535. , Bis 1 Hen 152
9 includes a main body 1536, an end key V-shaped member 1534 supporting the main body 1536 at one end, and a stabilizer member 1518.
The piston rod 1537 is installed at the tip 1520a of the arm portion 1520 of the piston rod 1537 and extends along the axis 531 through the drilled hole 1538.

A rubber bush 1540 is located between the shoulder 1539 formed on the screw 1 to the rod 1537 and the tip 4; 1520a.
and σ A retainer 1541 is interposed to hold these, and a rubber bush 1543 and a retainer 1544 are interposed between the hoops 1 to 1542 screwed into the tip of the piston rod 1537 and the tip 1520a. Piston rod 1537 is stabilizer 'f151
It is buffer-connected to the tip 1520a of the arm portion 1520 of No. 8.

A rod 1546 extending along the axis 1531 passing through a hole 1549 formed in the lower control arm 1511 is fixed to the end kit T-tub portion 411535. End lock [A rubber bush 1547 and a retainer 1548 that holds the rubber bush 1547 are interposed between the knob member 1535 and the lower controller 1 to the roll arm 1511.
A rubber bush 1550 and a retainer 1551 that holds this are interposed between a nut 1549 screwed into the tip of the rond 1546 and the lower control arm 151.
vL'tlqi is connected to the roll arm 1511,
Ru.

Through holes 1552 and 1553 are provided in the inner cylinder 1532 at positions close to the inner cylinder and tongue portions +A1534 and 1535, respectively. The end cap member 1534 has a protrusion 1 that extends along the axis 1531 between the inner cylinder 1532 and the outer cylinder 1533 and comes into close contact with the inner cylinder and the outer cylinder.
55/l is integrally formed. The protrusion 1554 is formed with an internal passage 1556 that aligns with the collapse hole 1552 at one end and opens into an annular space 1555 between the inner cylinder 1532 and the outer cylinder 1533 at the other end. In this way, the through hole 1552, the internal passage 1556, the annular space 1555, and the through hole 1553 form two cylinder chambers 15.
27 and 1528 are defined to communicate with each other. Note that a part of the annular space 1555 is filled with air, and the cylinder chamber 1527 and the internal passage 15
56. A part of the annular space 1555 is filled with oil, and a piston rod 1537 is generated when the piston 1529 is displaced relative to the cylinder 1530.
The volume change in the cylinder of is the annular space 15; 5
J is designed to be caught by the compression and expansion of the air sealed in 5.

Communication of the internal passage 1556 is selectively controlled by a normally open electromagnetic on-off valve 1557. The electromagnetic on-off valve 1557 has a solenoid 1558 inside and a 7
Housing 155 fixed to 1 cylinder 1533
9, a core 1561 disposed within the housing 1559 so as to be reciprocally movable along an axis 1560, and a
Compression coil bone 1562 that biases to the right as seen in figure (b)
It is becoming more and more. At one end of the core 1561 is a valve element 15.
63 is integrally formed, and the valve element 1563 is adapted to selectively enter a hole 1564 formed in the protrusion 1554 across the internal passageway 1556.

Thus, the solenoid] 558 is not energized according to the instruction from ECtJ4.11. 'l core 1561
) By being biased to the right in the figure by the upper line coil spring 1562, the valve is closed as shown in the figure, and the internal passage 1556
On the other hand, when the solenoid 155B is energized according to the instruction from the ECU 4, it resists the spring force of the core 1561 or the compression coil spring 1562 as shown in FIG.
The valve element 1563 is driven in the lt direction by entering the hole 1564, thereby blocking communication with the internal passage 1556.

In the +11S connecting device as described above, by energizing the solenoid 155ε of the electromagnetic on-off valve 1557, the electromagnetic on-off valve is closed, thereby cutting off communication between the cylinder chambers 1527 and 1528. ,
It is clear that the oil in the two cylinder chambers flows into the phase U through the internal passage 1556, etc., and as a result, the piston 1529 is displaced along the axis 1531 with respect to the cylinder 1530. This brings the Stahirai'f 151ε3 into a state where it can perform its original functions, so the rolling of the vehicle is suppressed, and the vehicle's maneuverability and stability are improved. Ru.

Moreover, if the solenoid 1558 is not energized, the electromagnetic on-off valve 1557 is in the state shown in FIG. Oil in 527 and 1528 or internal passage 1
Since the screw 1529 flows freely into the phase 4j through the screen 556 and flows 1q, the screw 1529 moves λ·1 to the cylinder 1530 and moves relatively freely.
The arm parts C'JQA on both the left and right sides of 518 can be attached to the corresponding lower control arms 1511 and can be relatively automatically returned, so the squirrel is able to demonstrate its function, and this allows the center Shock to the wheels can be reduced, ensuring sufficient ride comfort.

Although the embodiments of the present invention have been described above, the present invention is not limited to such embodiments, and may be implemented in various ways without departing from the gist of the present invention. Of course.

Effects of the Invention As described in Section 1, the suspension control device of the present invention makes a suspension characteristic change determination when the vehicle height data obtained from the vehicle height detected by the vehicle height detection means falls under the suspension characteristic change condition. If it is determined by the vehicle height change determination means, the suspension characteristic is changed by the suspension 't5j. The height changing means is configured to change the vehicle height. Therefore, by changing the suspension 12i characteristics, the vibrations of the vehicle body caused by single irregularities on the road surface are suppressed, and the handling and stability are improved.
This has the excellent effect of improving the ride comfort by keeping the vehicle at a constant level, and by roughly changing the vehicle height when the vehicle is traveling on a continuous rough road.

In addition, since the vehicle height is changed by determining whether the vehicle is driving on a continuous rough road based on the vehicle height change conditions, it is possible to prevent hunting caused by changing the vehicle height, so the number of times when changing the vehicle height is reduced to the necessary minimum. , it is possible to improve the durability and reliability of various devices that change the vehicle height.

Zarani IJ Spendicon characteristics change conditions and vehicle height change conditions 1'
Since there are 41 different condition settings from Suspension 1, once you have changed the suspension characteristics,
? Since the vibration state of the vehicle body is determined based on vehicle height change conditions corresponding to the vehicle height, it is not possible to reliably detect continuous rough road driving and perform control tl+ to change the vehicle height.

In addition, it is possible to perform a so-called semi-active control of the suspension, which changes the lease pension 12't and the car iQ according to the road surface condition.

For this reason, regarding the suspension characteristics when the suspension n2 r+'1, ride comfort and handling,! ! This eliminates the constraint of prioritizing either performance or stability, and has the advantage of increasing the degree of freedom in suspension design.

4 Simplified drawings of the drawings Fig. 1 is a basic configuration diagram conceptually illustrating the content of the present invention, and Fig. 2 is a system configuration showing a 4-nospension control device that is an embodiment of the present invention. Figure 3 is a cross-sectional view of the main parts of the air suspension used in this embodiment, Figure 4 is a cross-sectional view of Figure 3, and Figure 5 is the electronic control unit (ECU).
FIG. 6 is a block diagram showing a digital vehicle height hint signal input circuit, and FIG.
Fig. 1 is a block diagram showing an analog type vehicle height sensor signal input circuit, Fig. 8 is a map defining the relationship between the calculated value of the vehicle height position and the output value of the vehicle height sensor, and Fig. 9 is an explanatory diagram. An explanatory diagram for clarifying the relationship between front wheel vehicle height sensor output J, vehicle height detection time, and various judgment times; FIG. 10 is an explanatory diagram showing a map that defines the relationship between vehicle speed and revenge: Fig. 11 is an explanatory diagram showing the pump that defines the relationship between the middle part and the vehicle height, and Fig. 12 (A>, (B), and (C) are electronic 1
13 is a schematic diagram of a platform for a vehicle to overcome a convex part of a curved road according to an embodiment of the present invention. 1/1
The figure shows changes in front wheel vehicle height sensor output, suspension characteristic change actuator drive current, (suspension characteristic, vehicle height change 7 actuator drive current, and target vehicle height) over the course of 2005. ~Figure 20 shows an example of another device that avoids changing the suspension characteristics, and Figure 15 (a) is a longitudinal cross-sectional view of the first example;
Figure 5 (b) is a sectional view taken along line B-B, and Figure 16 (a) is the second
The cross-sectional view of the example, FIG. 16 (b) is the C-C cross-sectional view,
FIG. 7(a) is a perspective view of the third example in use, FIGS. 17(b) and (c) are enlarged longitudinal cross-sectional views of the third example, respectively.
Figure 17 (2) is a perspective view of the main part, Figure 17 (e) is the same figure (
d) is a plan view, FIG. 17(f) is a D--D sectional view in FIG.
Fig. 18 (a) is a perspective view of the fourth example, Fig. 18 (a) is a partially enlarged wL sectional view of the same figure (a), and Fig. 19 (a) is a perspective view of the 5th example.
A schematic plan view of the example, FIG. 19(B) is a partial explanatory view of FIG. 19(A), FIG.
b) is a partial front view of the usage condition of the 6th example, and Fig. 20 (
B) is an enlarged sectional view of the coupling device in FIG.

Ml...vehicle loop), detection means M2...suspension characteristic change determination means M3...
Vehicle height change determination means M4...Suspension special/one change means M5...
Vehicle height changing means S1L, SIR, S2L, S2R...Near suspension 1-111. HlR...Front wheel height center 9H2G...
Rear wheel cautious glance 4...Electronic control unit (FCU) A11, AlR, A21, A2R...Suspension special i production change actuator V1
L, Vl R, V21, V2R...Air spring supply and exhaust valve 10...Compressed air supply and exhaust system

Claims (1)

[Claims] 1. Vehicle height detection means that detects the distance between the wheels and the vehicle body as the vehicle height, and a maximum value of vehicle height data obtained from the detected vehicle height within a predetermined suspension characteristic change determination time. Suspension characteristic change determining means for determining that a suspension characteristic change condition is met when the difference from the minimum value is equal to or greater than a predetermined suspension characteristic change determination reference value; A vehicle height change that determines that the vehicle height change condition is met when the difference between the maximum and minimum values of the vehicle height data within the change determination time exceeds a predetermined vehicle height change determination reference value for a predetermined number of consecutive times. a determining means; a suspension characteristic changing means for changing the suspension characteristic when the suspension characteristic change determining means determines that the suspension characteristic changing condition is met; and a suspension characteristic changing means determining that the vehicle height change condition is met by the vehicle height change determining means. A suspension control device comprising: a vehicle height changing means for changing the vehicle height when the vehicle height is changed; 2. The suspension control device according to claim 1, wherein the predetermined suspension characteristic change determination time is set to be shorter than the predetermined vehicle height change determination time. 3. The suspension control device according to claim 1, wherein the predetermined suspension characteristic change determination reference value is set to be larger than the predetermined vehicle height change determination reference value. 4. The suspension control device according to claim 1, wherein the suspension characteristic changing means changes the suspension characteristic to a harder state. 5. The suspension control device according to claim 1, wherein the vehicle height changing means changes the vehicle height to a higher state.