JPS6296123A - Ground clearance adjuster type rolling control device for vehicle - Google Patents

Abstract

PURPOSE:To prevent the rolling of a vehicle body so as to improve the ride feeling by providing a means which operates the deviation of a rolling angle based on a target rolling angle, a compensating value, and an actual rolling angle, thereby controlling the suspension properties based on the absolute value of this deviation when the deviation is less than a specified value. CONSTITUTION:A control device 102 operates both a steady-state rolling angle and a compensating value upon receiving of signals detected by a vehicle speed sensor 95 and a steering angle sensor 96 so as to operate the deviation of an rolling angle based on the compensating value, a target rolling angle, and an actual rolling angle. And when the deviation exceeds a specified value, a working fluid delivery and discharge means is controlled with a drive duty corresponding to this deviation. And when the deviation is less than the specified value, the softness and hardness properties of a suspension are controlled based on the absolute value of the deviation. This constitution can prevent the rolling of the vehicle body even if the vehicle is abruptly steered, and also can improve the ride feeling for a steady-state cornering while the rolling of the vehicle body is being reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to vehicle height adjustment of vehicles such as automobiles, and more particularly to a vehicle height adjustable roll control device.

BACKGROUND ART When a vehicle such as an automobile turns at a heavy speed exceeding a predetermined value, a roll of the vehicle body occurs in which the vehicle body tilts toward the outer wheels of the turn, which tends to impair the maneuverability of the vehicle. As one method to deal with such problems,
As described in Publication No. 509 and Japanese Patent Application No. 59-172416, the hard and soft characteristics of the suspension device, for example, the damping force of the shock absorber (and the spring constant of the suspension spring) are increased when the vehicle runs on a curve. That is already being done. However, in this method, the roll of the vehicle body is only reduced compared to the case where the damping force (spring constant) is not increased, and the roll of the vehicle body cannot necessarily be effectively prevented.

In order to deal with this problem, a plurality of hydraulic fluid chambers are provided corresponding to each wheel of the vehicle and have a variable volume, and by supplying and discharging working fluid, the vehicle height at the position corresponding to each wheel is increased or decreased. an actuator, a plurality of working fluid supply/discharge means installed corresponding to each actuator to supply and discharge working fluid to the corresponding actuator, a vehicle height detection means for detecting the vehicle height, and a vehicle height detection means. and a control means for controlling the working fluid supply and discharge means to adjust the vehicle height to a predetermined vehicle height based on the detection result of the means. As proposed in the specification of Japanese Patent Application No. 1983 filed by the same applicant as the above, by controlling the working fluid supply and discharge means based on the deviation between the actual middle height and the reference vehicle height, In addition to controlling the height to the target vehicle height, attempts are being made to completely avoid the roll of 11 bodies by adjusting the height of the vehicle when driving around curves.

The problem that we are trying to solve is that when the wheel is equipped with a conventional mid-height adjustment device like the one shown above, the drive mechanism is adjusted according to the difference in vehicle height. Therefore, roll control by adjusting the vehicle height is started when a deviation in vehicle height due to the vehicle body's 1-roll has occurred to a certain extent, so it is not necessarily necessary in cases such as sudden steering. There is a problem in J that the vehicle body roll S:!!!I cannot be stopped.

In view of the above-mentioned problems in the amount control by conventional vehicle height adjustment devices, this paper aims to calculate the roll angle of the vehicle body from the vehicle speed and steering (fl), and to calculate the actual roll angle of the vehicle body from the vehicle speed and steering (fl). If the predicted roll of the vehicle body is relatively thick, control the working fluid supply/discharge means with the drive duty according to the pre-roll angle step and the actual roll color;
In addition, Ij! When the body roll is relatively small, the stiffness and softness characteristics of the suspension system are controlled according to the predicted roll angle and the actual roll angle. It is an object of the present invention to provide a vehicular height sub-adjustable roll control device which is improved so as to improve the riding comfort of the vehicle while closing the roll of the vehicle body.

Another object of the present invention is, in addition to the above-mentioned functions, to
By providing a height adjustable roll control for a vehicle, which has a function of appropriately adjusting the vehicle height to a target vehicle height range when the vehicle is not in a turning state that causes roll of a predetermined amount or more. be.

Means for Solving the Problems According to the present invention, the above-mentioned object is such that the hardness and softness of the portions provided correspondingly to each wheel of a vehicle are greater than the first characteristic. A plurality of suspension devices that switch between at least two stages with a soft second characteristic are provided corresponding to each wheel, and a working fluid is supplied and discharged from a dynamic fluid chamber to correspond to each wheel. a small number of actuators that increase or decrease the vehicle height at the position, and a small number of working fluid supply and discharge means that are provided corresponding to each actuator and supply and discharge working fluid to the J fluid chamber of the corresponding actuator; Φ speed detection means for detecting medium speed and steering angle detection means for detecting steering angle1. υ, medium (actual roll of the tree l'llφ13 and means for determining the above q1
From the vehicle speed detected by speed detection f-+;r and the steering angle detected by the steering angle detection means, the normal roll angle φ∞ゎ8 of the vehicle body is calculated, and the steady roll angle 71φ, η is shown! Advance the 8-bow digit (0) and perform the complement of the roll angle (prize value Φ7), and calculate the target roll angle φa of the vehicle body and the compensation + fI (1)
, ka and the actual roll angle φ [and the roll angle (1
Difference φ−φa−(k+φ∞),+2φt)tt1,,k
, i (a positive constant) by 1 - 1 means, and the arithmetic system Vl+ means is such that the absolute value of φ that is one difference from the above exceeds the first predetermined 1 straight φ1. Sometimes, the fluid supply and discharge means 11 for the operation is controlled by a drive duty according to the eccentricity φ.
I full L, when the absolute value of the difference 1 is less than or equal to the first predetermined value φi, the absolute value of the deviation φ is 1·6
a small wheel height adjustable roll control device configured to control the hardness and softness characteristics of the suspension device; and a corresponding δIs provided for each middle wheel of the vehicle.
(A small number of suspension devices in which the hard and soft characteristics of the i7 are switched into at least two stages: a first characteristic and a second characteristic that is softer than the first characteristic, and a working fluid system provided corresponding to each wheel. a plurality of 7-mouth actuators that increase or decrease the vehicle height at a position corresponding to each wheel by supplying and discharging working fluid thereto; A small number of working fluid supply and discharge means for supplying and discharging working fluid, a plurality of vehicle height detection means for detecting the vehicle height H1 at a position corresponding to each wheel, a vehicle speed detection means for detecting vehicle speed, and a steering angle. a steering angle detection means for detecting the actual roll angle φ[ of the ta body; and a means for calculating the deviation Δ[-11] between the actual vehicle height detected by the vehicle height detection means and the reference vehicle height. , from the vehicle speed detected by the vehicle speed detection means and the steering color detected by the steering angle detection means, the steady roll angle φ of the vehicle body,
is calculated, and the compensation value Φ∞ of the roll color is calculated by advancing the phase of the V signal indicating the steady roll angle φ, and the target roll angle φa of the vehicle body, the compensation value Φヮ, and the actual roll angle φ[ Therefore, the deviation of the roll angle =φa−(k IΦφ←2φt)(
k+, k2 are positive constants), and when the absolute value of the deviation 1 exceeds a first predetermined value φf, the calculation control means performs a calculation according to the deviation φ. controlling the working fluid supply/discharge means with one drive duty;
When the deviation committee is less than or equal to the first predetermined value φ1, the working fluid supply/discharge means is controlled at a second drive duty according to the vehicle height deviation ΔF(i) to determine the absolute value of the vehicle height deviation. This is achieved by a height-adjustable roll control device for a vehicle configured to control tIIl to a predetermined value or less and to control the hardness and softness characteristics of the suspension device according to the absolute value of the deviation φ.

According to the former configuration, one means of calculating is to calculate the steady roll angle φ of the vehicle body from the vehicle speed and steering angle, and advance the phase of the signal indicating the steady roll angle φ∞. of roll angle compensation value. From the target roll angle φa of the vehicle body, the roll angle compensation 1 straight Φ∞, and the actual roll angle φE, the deviation of the roll angle φ=φa − (k 1 φω 1 to 2φt) (k, , k g is When the absolute value of the deviation moxibustion of the roll angle exceeds the first predetermined value φ,
The working fluid supply/discharge means is controlled by the drive duty according to (20), when the absolute value of the deviation committee is below the first predetermined ratio φILJ (, : is the suspension device's control according to the absolute value of the deviation 1+Ii). Since it is designed to control the hardness and softness characteristics,
Even in cases such as sudden steering, vehicle body roll can be precisely and accurately prevented, and/or: Vehicle body roll can be reduced and the ride comfort of the vehicle can be improved in cases such as when turning in a fixed field. It is possible to improve your sexuality.

According to the latter configuration described above, the calculation t1 control means calculates the steady roll angle of the vehicle body from the medium speed and the steering angle, advances the phase of the signal indicating the steady roll angle ψ, and obtains the roll angle compensation value Φ∞. Then, calculate the target roll angle φa of the vehicle body and the compensation of the roll color 1!
Deviation between the roll angle φ1 and the actual roll angle φ1
Calculate φa - (k IΦ7Q-2φt) (k+, k2 is a positive constant), and if the absolute value of the roll angle deviation φ exceeds the first predetermined value φ1, the roll angle deviation column is calculated. According to/ζ The working fluid supply/discharge means is controlled by the first driving J duty, and when the absolute one shift of the roll angle deviation φ is less than the first predetermined value φ1, the vehicle height deviation Δt (1) is controlled. In addition to controlling the fluid supply/drainage means using the corresponding second drive decoute, the hardness and softness characteristics of the suspension g@ are adjusted according to the absolute value of the deviation, so that the vehicle can be stopped easily. When the vehicle is traveling in a substantially straight line, it is possible to properly adjust the middle height to the target middle height by υ1 while ensuring the ride comfort of the vehicle, and when the vehicle is turning relatively gently, It is possible to ensure vehicle ride comfort while suppressing vehicle body roll, and furthermore, it is possible to ensure that vehicle height deviations and vehicle body roll actually occur on platforms where vehicles turn relatively rapidly. Regardless of whether or not the working fluid is supplied to and discharged from the working fluid chamber at a flow rate that corresponds to the pre-prepared roll angle and the actual roll angle, this allows the vehicle body to maintain its normal position even in the event of sudden steering. It is possible to prevent the problem from occurring in a timely manner.

According to one detailed feature of the present invention, 1) Even in the same configuration as before and after the wave saving, the adjustment Aij control means is configured so that the absolute value of the deviation factor of the roll angle is the first. When the value is less than the predetermined value φ1 and exceeds the second predetermined value φ2 which is smaller than the first predetermined value (direction), the hardness and softness characteristics of the suspension device are controlled to the first characteristics υO, and the roll angle (absolute deviation committee) is When the value is less than the second predetermined head φ9, the hardness and softness characteristics of the suspension device are changed to the second characteristics.

According to one detailed feature of the present invention, the target roll angle φa is set to O in both the former and latter configurations described above.

According to another detailed feature of the present invention, the pυj control means includes a storage means, and the storage means stores information about vehicle speed, steering angle, and steady state. The relationship with the roll angle is memorized.

According to another detailed feature of the present invention, in either of the above-mentioned former or latter configurations, the actual roll μJ of the vehicle body
The means for determining is a vehicle height detection means and an arithmetic control means,
The control means of the performance is detected by the vehicle height detection means, and the vehicle height is quickly increased to 1 height! Calculate the roll angle φf of the vehicle body of the front wheel 11tl+ and the roll angle φr of the vehicle body on the rear wheel side from the distance between the left and right 41 wheels of the vehicle height (-Majesty), and calculate the average value of the two roll angles. It is configured to calculate the roll angle φt.

According to another detailed feature of the present invention, in both the former and latter configurations, the means for determining the actual roll angle of the vehicle body detects the vehicle height at a position corresponding to each wheel. There are a plurality of vehicle height detection means and a single control means, and the arithmetic control means calculates the deviation of the vehicle height of the left and right front wheels, the distance between the left and right front wheels, and the distance between the left and right front wheels based on the vehicle height detected by the vehicle height detection means. Roll angle φ of the vehicle body and roll angle φr of the vehicle body on the rear wheel side
is calculated, and based on these two roll angles φf and φr, the bright line of the roll angle deviation for the front wheel side and the rear wheel side, the control of the working fluid supply/discharge means by the drive decoutee, and the control of the hardness and softness characteristics of the suspension device are individually determined. configured to do so.

According to a further detailed feature of the invention, in the latter configuration described above, the target roll angle φa is set to O;
The predetermined value H8 of the vehicle height deviation ΔHi is set to be substantially equal to or smaller than the absolute value of the vehicle height deviation when the absolute value of the roll angle deviation is at the first predetermined value φ1. This prevents the roll angle of the vehicle body from rapidly changing during the transition process between the control by the first drive duty and the control by the second drive duty.

Next, prior to a detailed description of the present invention, the principle of roll control by the apparatus of the present invention will be explained.

First, the motion of the vehicle is expressed by equations of motion in terms of three motions: horizontal translation W1, yaw motion r, and rolling motion φ.

ΣAyu = ΣM (φ to -Vr+) + ΣPsi
-1-(1) Σ工r冨ΣNφ
---(2) Engineering x't4 = 2(MufZ
f+MurZr)(u+Vr-gφ)+ΣNφ −(
3) Here, ΣM = Total weight of the vehicle Mllf: Spring quality of the front wheels 1ylur: Spring quality of the front wheels Zf: Vertical distance from the center of gravity of the vehicle to the axis of rotation of the front wheels Zr:! ]! Vertical distance V from the center of gravity of the vehicle to the axis of rotation of the rear wheels; Vehicle speed Fsi: Side force 1゛: Yaw angle φ: Roll angle ■z: Yaw inertia performance rate 1 x 20-le Inertia factor N: Yaw moment 1-N : Roll moment 1 to g : Vehicle force acceleration U : Lateral translational speed Furthermore, from equations (1) to (3), steady motion of the vehicle is assumed when the vehicle speed and steering angle are V and δ, respectively. Steady motion in a single M4 vehicle model is expressed by the following equations for horizontal translation, yaw motion, and rolling motion.

ΣMVr + 20sf'''-MF-+ 2Csr 7th knee 2Csf'6 --- (1')V
■ ---(2Q 2AfCsf''F-2ArCsr1-= 2AfCsf
δ where Csf: damping coefficient of front wheel shock absorber Csr:
To the damping coefficient of the rear wheel shock absorber [r: Horizontal distance from the center of gravity of the vehicle to the axis of rotation of the front wheels Arr: Horizontal distance from the center of gravity of the vehicle to the axis of rotation of the rear wheels Tr: Trend of the front wheels Tr: 1 of the rear wheels - Red 1 (": Stabilizer on the front wheel side" Rigidity Rr: Stabilizer stiffness on the I-wheel side Kf: Spring constant of the suspension spring on the front wheel side 1<r: Spring constant of the suspension spring on the rear wheel side Formula (1') .about.(3') are rearranged as follows using the vehicle speed V and steering angle δ as inputs.

2Csf'+Csr, u+XM・V2+2 ArC5r
−ArCsr, r=208fδ---(4)v
v 2AfCsf−ArCsr, u+2Af”Csf+Ar
”Csr, r=2AfCsr6 --- (5)■
v When the above formulas (4) to (6) are expressed in a matrix, it becomes as follows.

The predicted steady roll angle φ∞ is expressed by the following formula.

φ∞−ri. /D ・・・・・・・・・ (9) Therefore, from the relationship determined by equation <9), as shown in Fig. 5, the relationship between vehicle speed ■, steering angle δ, and steady roll angle φ∞ is shown. You will be given one graph.

Therefore, the steady roll angle φ corresponding to each instantaneous value of the steering angle that changes from moment to moment based on the vehicle speed V is estimated in advance, and the phase of the signal indicating the steady roll angle is advanced to calculate the roll angle compensation value φ. From the target roll angle φa, the roll angle compensation value Φ∞, and the actual roll angle φt, the roll angle deviation = φa −
(k 1Φ∞+ to 2φt) (k+, k2 are positive constants)
is calculated, and if the deviation φ is relatively large, the working fluid supply I of the vehicle height adjustment mechanism is
By controlling the gutter means, it is possible to compensate for the delay in roll control when the vehicle is running on a curve, and to perform roll control accurately, thereby making it possible to prevent the roll of the vehicle body reliably and appropriately. In addition, when the deviation of the roll angle is relatively small, the actual roll of the vehicle body is also small, so by controlling the stiffness and softness characteristics of the suspension device according to the deviation φ, it is possible to maintain the ride comfort of the vehicle. Vehicle body roll can be reduced.

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

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

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

2f1, 2rr, and 2rl indicate actuators provided corresponding to a right front wheel, a left front wheel, a right rear wheel, and a left rear wheel, respectively, which are not shown in the figure. Each actuator has a cylinder 3 and a piston 4 connected to the vehicle body and suspension arm, respectively, which are not shown in the figure.
By supplying and discharging oil to and from the cylinder base 5 as a working fluid chamber defined by these, the vehicle height at the corresponding position can be increased or decreased. The actuator is made by me! ! The height of the vehicle is increased or decreased in response to the supply and discharge of working fluid such as oil to and from the 7I fluid chamber, and the pressure within the working fluid constriction is increased or decreased in response to the bounce and rebound of the wheels. It may be any device, such as a hydraulic ram device, as long as it is configured.

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

The pump 6 is driven by the engine 12 to pump up oil from the reserve tank 1 and discharge high-pressure oil, and the flow control valve 7 controls the flow rate of the oil flowing in the conduit 10 on the downstream side. is designed to be controlled. The unload valve 8 detects the pressure in the conduit 10 downstream of the check valve 9, and when the pressure exceeds a predetermined value, the unload valve 8 passes through the conduit 13 to the conduit 10 upstream of the pump 6.
By returning the oil to zero, the pressure of the oil in the S pipe 10 on the downstream side of the check valve 9 is kept below a predetermined value. The check valve 9 is designed to prevent oil from flowing backward in the conduit 10 from the branch point 11 toward the unload valve 8.

The branch point 11 communicates with the cylinder chamber 5 of the actuators 2'r and 2[1 by means of conduits 20 and 21, which have check valves 14 and 15, electromagnetic shut-off valves 16 and 17, electromagnetic flow control valve 18 and one electromagnetic flow control valve on their way, respectively. The branch point 11 is connected to the branch point 23 by a conduit 22,
The branch point 23 has check valves 24 and 25, respectively, on the way. N porcelain closing valves 26 and 27, electric QL flow control '6N valves 28 and 2
9 are connected to the cylinder chambers 5 of the actuators 2r1' and 2r1, respectively.

Thus actuators 2fr, 2ft, 2rr12r
The cylinder chamber 5 of No. 1 has i#@10.20 to 22.30.
Oil is selectively supplied from the reserve tank 1 via the valves 16, 17, 26, and 27, as will be explained in detail later. and outflow control valve 18.19.2
8.29 is controlled appropriately.

The portions of the conduits 20 and 21 between the flow control valves 18 and 19 and the actuators 2fr and 2fl, respectively, are connected by conduits 36 and 37 having electromagnetic flow control valves 32 and 33, and electric 1if1 closing valves 34 and 35, respectively, in the middle. , and is connected to a return conduit 38 that communicates with the reserve tank 1. Similarly, the portions of the conduits 30 and 31 between the flow control valves 28 and 29, respectively, and the actuators 2rr and 2rl include electromagnetic flow control valves 39 and 40, respectively, in the middle.
．． The return conduit 38 is connected to the return conduit 38 by conduits 43 and 44 having electromagnetic on-off valves 41 and 42 .

Thus actuators 2fr, 2f1, 2rr, 2r
! The oil in the cylinder 5 of
4, and is selectively discharged to the reserve tank 1. In that case, the oil discharge and flow are as follows:
As will be explained in detail later, on-off valves 34, 35.
41, 42 and flow rate control valves 32, 33, 39, 40 are controlled accordingly.

In the illustrated embodiment, the on-off valve 16.17.26.27
．． 34, 35, 41, and 42 are normally closed on-off valves, and when the corresponding solenoids are not energized, they maintain the closed state as shown in the diagram and cut off communication with the corresponding conduit to respond. When the solenoid is energized, opening the valve will also cause the connection of #7) pipes to be 1. In addition, the TA valve 18.19.28.29.3
2.33, 39, and 40 change the degree of comparison by changing the drive current or the duty of the current applied to the corresponding solenoid, thereby reducing the outflow of oil flowing within the corresponding guide mark. is designed to be controlled.

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

Variable throttle devices 51 to 5 are installed in the middle of each of the conduits 20.21.30.31 between the @ m hJ control valves 18.19.28.29 and the corresponding actuators.
The main springs 59 to 62 are connected to the main springs 59 to 62 by conduits 55 to 58 having the same diameter, and normally open on-off valves 63 are disposed in the middle of each of the conduits 55 to 58 between the variable throttle device and the main spring. Secondary springs 71-74 are connected by conduits 67-70 with .about.66. The main gradients 59 to 62 are oil chambers 7 separated from each other by a diaphragm.
5 and an air chamber 76, and similarly sub springs 71 to 76.
74 consists of an oil chamber 77 and an air chamber 78, which are separated from each other by a diaphragm.

Thus, the bounce and rebound of the wheels, which are not shown in FIG. When the volume of the cylinder chamber 5 of each actuator changes, the cylinder chamber and oil 7
The oil within 5.77 flows through the variable throttle devices 51 to 54 and the flow resistance at that time exerts a photographic damping effect. In this case, the degree of throttling of each variable throttling device is controlled by the corresponding motors 79 to 82, so that the damping force C can be switched to three stages: high, medium, and low, and the on-off valves 63 to 66 are selectively opened and closed by the corresponding motors 83 to 86, so that the spring constant K can be switched between high and low levels. Furthermore, motors 79 to 82 and motors 83 to
86 is a vehicle speed sensor 95, a steering angle sensor 96, a throttle opening sensor 97, and a braking sensor 98, as will be explained later, in order to reduce 7's dive, swipe, and roll of the vehicle.
It is controlled by an electronic control device 102 based on a signal from the center.

Furthermore, vehicle height sensors 87 to 90 are provided at positions corresponding to the actuators 1-2rr, 2N, 2rr, and 2r1, respectively. These vehicle height sensors detect the vehicle height at the corresponding position by measuring the relative displacement between the cylinder 3 and the piston 4 or a suspension arm (not shown), and generate a signal indicating the vehicle height. is output to the electronic control unit ff1102 shown in FIG.

Electronic control 2I] The device 102 includes a microcomputer 103, as shown in FIG.

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

The input port device 107 has information on whether the selected vehicle height is high (H), normal (N), or low (L) from a vehicle height selection switch 110 provided in the vehicle interior and operated by the driver. A switch function signal indicating . The input port device 107 also includes signals indicating the actual vehicle heights Hfr, 1"f1, Hrr, and l-1rl detected by vehicle height sensors 87, 88, and 90, respectively, a vehicle speed sensor 95, and a steering angle sensor. 96, an amplifier 8 to which signals indicating vehicle speed V, steering angle δ (right turn is positive), throttle opening θ, and braking state detected by throttle opening a sensor 97 and brake sensor 98 respectively correspond;
7a to 90a, 95a to 99a, multiplexer 111
, Δ/[) converter 112.

The ROM 105 stores standard vehicle heights IM and Hhr, l-1 as target vehicle heights for the front wheels and rear wheels when the vehicle height selection switch 110 is set to high, normal, or low.
nf and Hnr, l-1ff and g11r (HM>Hn
r7, > 1-! If, Hhr>g1nr>l-11
r), and also stores maps and the like corresponding to graphs shown in FIGS. 5 to 7, which will be explained later.

Based on the results, the CPU 104 outputs the output port device 108 to the on-off valves and flow ■υJl) 11 valves provided corresponding to each actuator, and the corresponding D7/Δ converters 117a to 117h and 118a to 118h, respectively.
, selectively outputs control signals via amplifiers 119a to 119h and 120a to 120h, and also outputs a control signal through variable diaphragm device 51.
-54 motors 79-82 and on-off valves 63-6
Output port device 108 to motors 83 to 86 that drive 6
, corresponding D/Δ converters 121a to 12
1h and 123a to 123h, amplifiers 122a to 12
Control signals are selectively outputted via 2h and 124a to 124h.

A display 116 connected to the output port device 108 displays whether the reference vehicle height selected by the vehicle height selection switch 110 is high, normal, or low, and also displays damping force (not shown in the figure). The selection of the selection switch is the normal manual mode where the damping force C is fixedly controlled to low (normal), the sports manual mode where the damping force C is fixedly controlled to medium (sport), and the driving state of the vehicle. Normal-based auto mode in which the damping force is automatically controlled between low and high depending on the setting, and sports-based auto mode in which the damping force is automatically υJtll between medium and high (hard). It is now displayed which one it is.

Next, the operation of the roll control device shown in FIGS. 1 and 2 will be explained with reference to the flowcharts shown in FIGS. 3 and 4.

Incidentally, FIG. 4 is a flowchart showing the routines executed in steps 22 to 25 of the flowchart shown in FIG. 3, respectively. Furthermore, the flag F (Ji (i = fr, f1, rr, r
l) relates to whether drive current is being supplied to the flow control valve 18.19.28.29 and on-off valve 16.17.26.27 on the supply side, and 0 indicates that no drive current is being supplied. 1 indicates that the drive current is being supplied.

Flag FDi is the discharge side flow rate limiting valve 0 valve 32.33.3
9.40 and on-off valve 34.35.41.42, whether or not the driving current is being supplied. O indicates that the driving current is not being supplied, and 1 indicates that the driving current is being supplied. Each shows the current state. Flag FT is a flag related to the setting of damping force C and spring constant I. ○ indicates that damping force K is in base mode (low for normal base, medium for sports base) and spring constant K is 1 indicates that the damping force and spring constant are in a low state, and 1 indicates that the damping force and spring constant are in a high state. Furthermore, flag F is a general term for these flags FtJi, FDi, and FT.

In the first step 1, the vehicle height sensors 87 to 90 are
Vehicle height Hi (i = fr1f1, r
r, rl), vehicle speed V, steering angle δ, throttle opening θ, and braking state detected by vehicle speed sensor 95, steering angle sensor 96, throttle opening sensor 97, and braking sensor 98, respectively; High selection switch 110
The signal of the switch function S input from the switch function S and the signal of the switch function input from the damping force selection switch (not shown in the figure) are read, and then the process proceeds to step 2.

In step 2, based on the vehicle speed V and steering angle δ read in step 1, from the map in the ROM 105 corresponding to the graph shown in FIG. 5, 1! The steady roll angle φ is calculated with the counterclockwise direction as positive when viewed from the direction of travel of the vehicle, and then the process proceeds to step 3.

In step 3, based on the vehicle speed ■ read in step 1, the formula (1
The time constant T(V
) is calculated, and then the process proceeds to step 4.

In step 4, based on φ∞ and T(v) calculated in steps 2 and 3, a roll angle compensation value Φ∞ is calculated according to the following equation (10), and then the process proceeds to step 5. move on. S in Shangwu (1o) is a Laplace operator.

In step 5, according to the following equations (11) to (13), the roll angle φf of the front wheel side of the vehicle body, the roll angle φr of the rear wheel side, and the instantaneous value φ of the roll angle of the vehicle body which is the average value of these are calculated.
t is calculated, and then the process proceeds to step 6.

-+ Hrr-Hfl φf゛7an Tf ---
(1 work) φ=tan Tr---(12) φ=(φ+φ)/2 --- (13) tf'
r In step 6, the ROM is
The target roll angle φa (in the illustrated embodiment, it is 0, but if the absolute value is less than or equal to φQ, which will be described later, and φ is positive and negative, the target roll angle φa (0 in the illustrated embodiment) is stored in the I
The deviation between the constant roll angle φ∞ (which may be a constant value close to 0) and the instantaneous value φ of the constant roll angle φ∞ is calculated, and then the process proceeds to step 7.

$ −φ a −(k electric Φ∞ ten k 2
φ [)...(14) (k1 and c2 are positive constants) In step 7, the absolute value of the roll angle deviation committee is used as the second predetermined value for control. It is determined whether or not the threshold value φ2 (positive constant close to O) is exceeded, and Iφ1>φ2
When it is determined that
Part I> If it is determined that it is not φ2, the process advances to step 17.

In step 8, it is not determined whether the flag is FTIfiO or 1. When it is determined that FT=O, the process proceeds to step 9, and it is determined that FT=1. If so, proceed to step 11.

In step 9, the flag FT is set to 1, and then the process proceeds to step 10.

In step 10, motors 79-82 and 83-8
By controlling the energization to 6, the damping force C and the spring constant K are set high, and the process then proceeds to step 11.

In step 11, it is determined whether the absolute value of the roll angle deviation φ calculated in step 6 exceeds the control threshold value φI (a positive constant larger than φ2) as the first predetermined value. It is determined whether or not, and when it is determined that 1$1>φS, the process advances to step 12, and 1$1>φ1.
If it is determined that this is not the case, the process advances to step 20.

In step 12, based on the roll angle deviation φ calculated in step 6, the drive current to be supplied to each flow control valve is determined from the map in the ROM 105 corresponding to the graph shown in FIG. The drive duty D1i is calculated, and then the process proceeds to step 13.

In step 13, it is determined whether the deviation of the roll angle is negative or not, and when it is determined that φ is 0, the process proceeds to step 14, where it is determined that the deviation of the roll angle is not 0. When the determination has been made, the process advances to step 15.

In step 14, flags FtJf1, F(Jr1
, F D frlF D rr, F T are set to 1, and the process then proceeds to step 16.

In step 15, the flags FUfr, FFUrr,
, FDf1, FDr1, and FT are set to 1, and the process then proceeds to step 16.

In step 16, if step 14 has been passed, the flow rate control valve 19 of the supply example for the left front wheel and the right rear wheel is
and 29 respectively drive duty Df+ and [)rl
Drive current is supplied to the exhaust side flow ffi III control valves 32 and 39 for the right front wheel and the right rear wheel at the drive duty D "r and [)rr, respectively. The drive flow is supplied to the on-off valve to adjust the vehicle height on the left side and the vehicle height on the right side. Drive current is supplied to the flow control valves 18 and 28 on the supply side for the rear wheels at drive duties Dfr and [)rr, respectively, and to the flow control valves 33 and 40 on the discharge side for the left front wheel and the left rear wheel. Each drive duty D
Driving current is supplied to rl and [)rl, and at the same time, a driving IN flow is supplied to the corresponding on-off valve, thereby increasing the vehicle height on the right side and decreasing the vehicle height on the left side. After step 16, the process returns to step 1.

In step 17, it is determined whether the flag FT is 1 or O, and when it is determined that FT=1, the process proceeds to step 18, where it is determined that FT=O. When this has been done, the process advances to step 20.

In step 18, the flag FT is reset to 0, and the process then proceeds to step 18.

In step 19, motors 79-82 and 83-86
By controlling the energization, the damping force C and the spring constant K are set low, and the process then proceeds to step 20.

In step 20, when the switch function S is H, the reference vehicle heights Hbfr and Hbfl of the front wheels are l-1h.
f and the reference vehicle height of the rear wheels Hbrr and )'brl
is set to Hhr and the switch function S is N, the reference vehicle heights 1-1bfr and l-1bfl of the front wheels are set to Hhr.
nf(,: set and rear wheel reference vehicle height)1brr and)-1br1 is set to l-1nr, and the switch function S
If the front wheel is a standard vehicle height HMr and Hbfl
is set to l-(+1', and the reference vehicle heights Hbrr and Hbrl of the rear wheels are set to l-11r, and the process then proceeds to step 21.

In step 21, the actual vehicle height Hi for each wheel is determined.
The difference ΔHi between the vehicle height and the standard vehicle height H1 is calculated according to the following formula, and then the process proceeds to step 22.

ΔHi = Hi -1-1bi In step 22, the control flow shown in FIG. 4 is executed with 1=fr, so that the vehicle height is adjusted for the right front wheel, and then the process proceeds to step 23. .

In step 23, the control flow shown in FIG. 4 is executed with 1=fl to adjust the vehicle height of the left front wheel, and then the process proceeds to step 24.

In step 24, the control flow shown in FIG. 4 is executed with 1=rr to adjust the vehicle height of the right rear wheel, and then the process proceeds to step 25.

In step 25, the control flow shown in the fourth VI is executed with 1=rl, thereby adjusting the vehicle height of the left rear wheel. If step 25 has been performed, the process returns to step 1.

Although not shown in the top view, in this embodiment, conditions that cause nose dive and sfoot are detected! At time ζ, in order to control these, the degree of throttling of the variable throttle devices 51 to 54 is increased to switch the damping force C to high, and the on-off valves 63 to 66 are closed to switch the spring constant K to high ( 1
@Luzin is executed by an interrupt.

Next, the fourth step executed in steps 22 to 25, respectively.
The flowchart shown in the figure will be explained.

In the first step 101, the vehicle height deviation △1-
(It is determined whether or not i exceeds the control threshold △Ho, and when it is determined that ΔH1>△Ho is not satisfied, the process proceeds to step 102, and it is determined that ΔHi>△Ho. When this has been performed, the process advances to step 105.

In step 102, the difference in vehicle height Δl−1r is equal to Δ
A determination is made as to whether or not it is less than Ho, and △H1<−ΔH
If it is determined that ΔHt<−ΔHo, the process advances to step 103. If it is determined that ΔHt<−ΔHo, the process advances to step 108.

In step 103, all 7 lags Fi are reset to 0, and the process then proceeds to step 104.

In step 104, the flow control valve 18.19.28
．． 29.32.33.39.40 and on-off valve 16.17
．． 26, 27, 34, 35, 41, and 42 is stopped, and the vehicle height adjustment is thereby stopped.

In step 105, the map in the ROM 105 corresponding to the graph shown in FIG. 7 is searched based on the vehicle height deviation ΔHi! The drive duty DO1 of the drive current supplied to the ffi & IJ OB valve is calculated, and then the process proceeds to step 106.

In step 106, the flag FDi is set to 1, and then the process proceeds to step 107.

In step 107, a drive current is supplied to the corresponding discharge side flow market control valve at the drive duty DOi, and at the same time, a drive current is supplied to the corresponding opening/closing valve, thereby adjusting the vehicle height reduction. executed.

In step 108, the drive duty DOi of the drive current supplied to the supply side flow control valve is calculated from the map in the ROM 105 corresponding to the graph shown in FIG. and then step 109
Proceed to.

In step 109, the flag FIJi is set to 1, and then the process proceeds to step 110.

At step 110, a drive current is supplied to the corresponding supply-side credit control valve at the drive duty DOi, and at the same time, a drive current is supplied to the corresponding a0 opening valve, thereby increasing the vehicle height. is executed.

Thus, in steps 101 to 110, when the vehicle is not under conditions that cause the vehicle body to roll more than a predetermined amount, the vehicle height at the position corresponding to each wheel is set to the target vehicle height region 1-
It is adjusted to 1bi±Δ1-10. The vehicle height control threshold (direction Δt1o is substantially equal to or less than the absolute value 1ΔHi l of the deviation of the vehicle height of each wheel when the roll angle 'J2V' is φ0). It is preferable that ΔHa be smaller than , and therefore ΔHa may be set individually for each wheel or for the front and rear wheels.

Next, the flowchart ↑y -1~ shown in Figures 3 and 4
The operation of the embodiment shown in FIGS. 1 and 2 will be explained by taking as an example the case where the vehicle travels in an S-curve with reference to the time charts shown in FIGS.

In FIG. 8, control mode A corresponds to step 12 in FIG.
16 shows the temporal range of roll control by vehicle height adjustment based on roll prediction, and B shows the time range of roll control by vehicle height adjustment performed at vehicle height 1.
-1+ to the target vehicle height range 1-1bi±Δt-1o (
For i11'1, the time range of the normal vehicle height adjustment based on the vehicle height deviation ΔH1 executed in steps 20 to 25 of FIG. 3 is shown.

First, in FIG. 8, since the steering angle δ is O in the range up to the time point [+, φ and φt are O, and in step 7 of the flowchart in FIG. will be held. Vehicle height deviation △]-11 is the target vehicle height range 1-1bi±
If it is at ΔHo, steps 101 and 1 in FIG.
In step 02, a negative determination is made, and therefore no adjustment is made to increase or decrease the vehicle height. If the mid-height deviation Δl-1+ exceeds ΔHo, a YES determination is made in step 101, a drive duty DOI is calculated in step 05, and the discharge is performed on this drive date 1-D. Side flow rate ff
A drive current is supplied to the pull valves , II, and at the same time a drive vJ current is supplied to the corresponding opening/closing valve, thereby reducing the vehicle height to the target vehicle height range Hbi±ΔHa. Also, the deviation of the vehicle height is △! -11 is less than one ΔHo, a yes determination is made in step 102, and step 10
At step 8, the drive duty DO1 is activated, and this drive duty supplies a drive current to the flow control valve on the supply side, and at the same time, a drive current is supplied to the corresponding opening/closing valve.
As a result, the vehicle height is increased and adjusted to the target vehicle height range Hbi±ΔIIo.

In these cases, the damping force and spring constant are maintained at the base mode and low, respectively, thereby improving the ride comfort of the vehicle.

As shown in FIG. 8, time 1. Right steering is started at time t2, the steering angle δ shifts to a constant turning at a constant value, and at time t3, the steering wheel starts to return.
At time [4], the steering angle becomes O, at time t5, the steering angle shifts to the left with a constant steering angle, at time t6, the steering wheel begins to unwind, and at time ℃7, the vehicle turns to the left. It is assumed that the vehicle will move to a straighter running state. In this case, the steady roll angle φ∞ etc. change as shown in the figure (5).

If the absolute value of φ is less than or equal to φ1, step 7 and 1
A negative determination is made in step 1, and steps 20 to 25 are executed in the same way as in the case of straight-ahead driving described above, so that the vehicle height H1 falls within the target vehicle height range 1-1bi±△to1o.
controlled by. In this case (in the region where the absolute value of deviation φ is less than or equal to φ2, the damping force and spring constant are set to base mode and low, respectively, and when the deviation φ is less than or equal to φl and exceeds φ2, the damping The force and spring constant are each set to high.

Also, if the absolute value of φ exceeds φ through, steps 7 and 11
In step 12, the drive duty Dli is calculated, in step 9, the sign of apricot is determined, and in the case of 10, the process goes through step 14, and φ' : If it is not O, move from step 15 to step 16, thereby reducing the roll of the vehicle.
At the same time, the damping force and spring constant are maintained at high levels. If 1$1≦φ1 is established as a result of the steering wheel being returned, a negative determination is made in step 7, and the process returns to normal vehicle height adjustment in steps 20-25.

Thus, the actual roll (fjφl) of the vehicle body when roll control by vehicle height adjustment is not performed and when only normal vehicle height adjustment is performed based on the deviation of the vehicle height (fjφl is indicated by the dashed line and double dotted line in FIG. 8, respectively) In contrast to the change shown by the dashed line, in the illustrated embodiment the change is shown by the solid line, and the roll of the vehicle body is effectively closed.

From the above explanation, according to the present invention, medium speed v and steering angle δ
Then, the steady roll of the vehicle body if) φ, ゎ and the compensation value Φ of the roll angle are calculated C>, and the instantaneous value φ of the roll angle of the vehicle body is calculated from the vehicle height +-+ i, and Φ∞ and φ1 Then, the roll angle deviation φ is calculated, and when the roll angle deviation is less than or equal to the first predetermined value, the vehicle height is adjusted to the target vehicle height region by performing normal vehicle height adjustment, and the roll angle deviation is By appropriately controlling the hardness and softness characteristics of the suspension device, the amount of roll is reduced and the ride comfort of the vehicle is improved in areas where the roll of the vehicle body is small.
When the deviation of the roll angle exceeds the first predetermined value 1n, the flow control valve is driven with a drive duty according to the deviation of the roll angle, so that roll control is accurately executed without delay in response even in cases such as sudden steering. It will be understood that the rolling of the vehicle body is prevented reliably and appropriately.

In the above-described embodiment, the roll direction is determined in step 10 by determining the sign of the roll angle deviation φ, but it is determined by determining the sign of the roll angle compensation value Φ∞. It's okay to be hurt.

In addition, in the above embodiment, the instantaneous value φ of the roll angle of the vehicle body
[is calculated from the vehicle height Hi at the position corresponding to each wheel, but the angle 81
Alternatively, a lateral acceleration sensor may be provided and calculation may be performed based on the output from the lateral acceleration sensor. In addition, in step 10, only the damping force and spring constant of the outer turning wheel are set to high, and the damping force and spring constant of the inner turning wheel are respectively set to the base value.
mode and set to low, step 16 may be performed with vehicle height adjustment.

Furthermore, the actual roll angle φt in equation (14) is φf, φ
By calculating the roll angle deviation f It is also possible to deal with cases where the roll stiffness of the suspension devices differs relatively greatly, and the suspension device may be constructed so that the hardness and softness characteristics of the front wheel side and the rear wheel side are respectively appropriately set.

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

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing a vehicle height adjustment mechanism of one of the vehicle height adjustment type roll control devices according to the present invention, and FIG. 2 is a diagram showing the vehicle height adjustment mechanism shown in FIG. 1. FIG. 3 is a flowchart showing the control flow of the embodiment shown in FIGS. 1 and 2, and FIG. A flowchart showing the routines executed in steps 14 to 17 of charts 1 to 1, respectively, and FIG. 5 shows vehicle speed V and steering angle δ.
Figure 6 is a graph showing the relationship between roll angle and steady roll angle φ∞.
Figure 7 is a graph showing the relationship between the drive duty D1i and the drive duty D1i of the drive current supplied to the flow control valve of each actuator for vehicle height adjustment. FIG. 8 is a graph showing the relationship between the drive current supplied to the Flow Lulu 11111 valve and the drive duty DOi, and FIG. 8 explains the operation of the embodiment shown in FIGS. 1 and 2, taking the case of S-curve travel as an example. This is a time chart for 1... Redave tank, 2fr, 2 [1, 2rr, 2
rl...Actuator, 3...Cylinder, 4...
・Piston 15...Cylinder chamber, 6...Oil pump, 7...Flow rate control valve, 8...Unload valve, 9...
... Check valve, 10 ... Conduit, 11 ... Branch point, 12
...engine, 13...conduit. 14.15...Check valve, 16.17...Solenoid shut-off valve. 18.19...Electromagnetic flow control valve, 20-22...Conduit. 23... Branch point, 24.25... Check valve, 26.2
7... Solenoid on/off valve, 28.29... Solenoid flow control valve, 30.31... Conduit, 32.33... Electromagnetic flow control valve. 34.35...Solenoid on-off valve, 36.37...-Conduit,
38...Return conduit, 39.40...Solenoid flow control valve, 41.42...Electronic 1-time closed valve, 43.44...Conduit, 45-48...Accumulator, 4...・Oil chamber, 50... Air chamber, 51-54... Variable throttle device, 55-58... Conduit, 59-62... Main spring, 6
3-66... Opening/closing valve, 67-70... Conduit, 71-
74... Sub-spring. 75...Oil chamber, 76...Air chamber, 77...Oil chamber. 78...Air chamber, 79-86...Motor, 87-9
0...Vehicle height sensor, 87a-91a...Amplifier, 9
5...Vehicle speed sensor, 95a...Amplifier, 96...
Steering angle sensor, 96a...Amplifier, 97...Throttle opening sensor, 97a...Amplifier, 98...Brake sensor, 98a...Amplifier, 102...Electronic control tI
I device, 103... microcomputer, 104.
...Central processing unit (CPU), 105...Read only memory (ROM>, 106...Random access memory (RAM), 107...Input port Be, 1
08... Output boat device, 109... Common bus,
110...Vehicle height selection switch, 111...Multiplexer, 116...Display device, 117a to 117h,
118a to 118h...D/A:] Converter, 1
19a to 119h, 120a to 120h-=amplifier, 121a to 121h-D, *'Δ converter, 1
22a...122h...Amplifier. 123a-123h-D/A-] converter, 124a~
124h... Engraving of the amplifier drawing (no change in content) Engraving of the drawing in Fig. 4 (no change in content) Engraving of the drawing in Fig. 5 (no change in content No. 6) Issue → (Form) Procedural amendment February 27, 1985 1, Indication of case Patent Application No. 235662 of 1985 2
) Name of the invention Vehicle height adjustable type [1-Small control device 3, Relationship with the person making the amendment Patent applicant address 1-162 Toyota-cho, Toyota City, Aichi Prefecture,
2°28 Name (320) l-Yota Jidosha Co., Ltd. No-54, agent and 1 other person Address @104 3rd floor, Kayabacho Nagaoka Building, 1-5-19 Shinkawa, Chuo-ku, Tokyo Telephone 551-4171 1986 Year 1
May 8th (Shipped on January 28th, 1986) 6. Subject to amendment.
Drawings (Figures 3 to 8) 7゜Contents of amendment As attached (no changes to the contents) (1) The scope of claims will be amended as follows. January 22, 1986

Claims (13)

[Claims] (1) A plurality of suspensions that are provided corresponding to each wheel of the vehicle, and in which the hard and soft characteristics of the corresponding portions are switched to at least two stages: a first characteristic and a second characteristic that is softer than the first characteristic. A device, a plurality of actuators that are provided corresponding to each wheel and increase or decrease the vehicle height at a position corresponding to each wheel by supplying and discharging working fluid to a working fluid chamber, and a plurality of working fluid supply and discharge means for supplying and discharging working fluid to and from the working fluid chambers of the corresponding actuators, a vehicle speed detecting means for detecting vehicle speed, a steering angle detecting means for detecting a steering angle, and a vehicle body. means for determining the actual roll angle φt of the vehicle body, and a steady roll angle φ of the vehicle body from the vehicle speed detected by the vehicle speed detection means and the steering angle detected by the steering angle detection means.
_∞ is calculated, and the phase of the signal indicating the steady roll angle φ_∞ is advanced to calculate the roll angle compensation value Φ_∞, and the target roll angle φa of the vehicle body, the compensation value Φ_∞, and the actual roll angle φt are calculated. Therefore, the roll angle deviation ■=φa−(k_1Φ_∞
+k_2φt) (k_1 and k_2 are positive constants), and the calculation control means calculates the deviation according to the deviation ■ when the absolute value of the deviation ■ exceeds the first predetermined value φ_1. controlling the working fluid supply/draining means with a drive duty determined by the driving duty; and when the absolute value of the deviation (2) is less than or equal to the first predetermined value φ_1, the hardness and softness characteristics of the suspension device are controlled in accordance with the absolute value of the deviation (2). A vehicle height adjustable roll control device configured as follows. (2) In the height-adjustable roll control device for a vehicle according to claim 1, the arithmetic control means is configured such that the absolute value of the deviation (■) is equal to or less than the first predetermined value φ_1 and When the deviation exceeds the second predetermined value φ_2, which is smaller than the predetermined value of φ_2, the hardness and softness characteristics of the suspension device are controlled to the first characteristics, and the absolute value of the deviation ■ exceeds the second predetermined value φ_
2 or less, the vehicle height adjustable roll control device is configured to control the hardness and softness characteristics of the suspension device to the second characteristics. (3) In the vehicle height adjustable roll control device according to claim 1 or 2, the target roll angle φa is 0.
A height adjustable roll control device for a vehicle, characterized in that: (4) In the height-adjustable roll control device for a vehicle according to claims 1 to 3, the calculation control means includes a storage means, and the storage means stores the vehicle speed, steering angle, and steady roll angle. A height adjustable roll control device for a vehicle, characterized in that it remembers the relationship between the vehicle and the vehicle. (5) In the height-adjustable roll control device for a vehicle according to any one of claims 1 to 4, the means for determining the actual roll angle of the vehicle body is configured to detect the actual roll angle of the vehicle body at a position corresponding to each wheel. a plurality of vehicle height detection means for detecting vehicle height and the arithmetic control means, and the arithmetic and control means calculates a deviation between the left and right vehicle heights and a distance between the left and right wheels based on the vehicle height detected by the vehicle height detection means. The roll angle φf of the vehicle body closer to the front wheels and the roll angle φr of the vehicle body closer to the rear wheels are calculated, and the average value of the two roll angles φf and φr is calculated as the actual roll angle φt. Features: Vehicle height adjustable roll control device. (6) In the height-adjustable roll control device for a vehicle according to any one of claims 1 to 4, the means for determining the actual roll angle of the vehicle body is arranged at a position corresponding to each wheel. a plurality of vehicle height detection means for detecting vehicle height and the arithmetic control means; Calculating the roll angle φtf of the vehicle body on the front wheel side and the roll angle φtr of the vehicle body on the rear wheel side based on the distance, and calculating the deviation of the roll angle for the front wheel side and the rear wheel side based on the two roll angles φtf and φtr, A height adjustable roll control device for a vehicle, characterized in that the drive duty is configured to individually control the working fluid supply/discharge means and control the hardness and softness characteristics of the suspension device. (7) A plurality of suspensions provided corresponding to each wheel of the vehicle, in which the hard and soft characteristics of the corresponding portions are switched to at least two stages: a first characteristic and a second characteristic that is softer than the first characteristic. A device, a plurality of actuators that are provided corresponding to each wheel and increase or decrease the vehicle height at a position corresponding to each wheel by supplying and discharging working fluid to a working fluid chamber, and a plurality of working fluid supply and discharge means for supplying and discharging working fluid to and from the working fluid chambers of the corresponding actuators; and a plurality of vehicle height detection means for detecting a vehicle height Hi at a position corresponding to each wheel; , a vehicle speed detection means for detecting the vehicle speed, a steering angle detection means for detecting the steering angle, a means for determining the actual roll angle φt of the vehicle body, and the actual vehicle height and reference vehicle height detected by the vehicle height detection means. calculate a deviation ΔHi from the vehicle speed, calculate a steady roll angle φ_∞ of the vehicle body from the vehicle speed detected by the vehicle speed detection means and the steering angle detected by the steering angle detection means, and generate a signal indicating the steady roll angle φ_∞. The roll angle compensation value Φ_∞ is calculated by advancing the phase of the vehicle body, and the roll angle deviation ■=φa−(k_1Φ_∞+k_2φt
) (k_1, k_2 are positive constants), and the calculation control means operates according to the deviation ■ when the absolute value of the deviation ■ exceeds a first predetermined value φ_1. The working fluid supply/discharge means is controlled with a first driving duty, and when the deviation (■) is less than the first predetermined value φ_1, the working fluid is controlled with a second driving duty according to the deviation ΔHi of the vehicle height. A vehicle height adjustment device configured to control an absolute value of a vehicle height deviation to a predetermined value or less by controlling supply/exhaust means, and to control hardness/softness characteristics of the suspension device according to the absolute value of the deviation (2). type roll control device. (8) In the height-adjustable roll control device for a vehicle according to claim 7, the arithmetic control means is configured to control the first When the deviation exceeds the second predetermined value φ_2, which is smaller than the predetermined value of φ_2, the hardness and softness characteristics of the suspension device are controlled to the first characteristics, and the absolute value of the deviation ■ exceeds the second predetermined value φ_
2. A height adjustable roll control device for a vehicle, characterized in that the rigidity/softness characteristic of the suspension device is controlled to the second characteristic when the difference is less than 2. (9) In the vehicle height adjustable roll control device according to claim 7 or 8, the target roll angle φa is 0.
A height adjustable roll control device for a vehicle, characterized in that: (10) In the height-adjustable roll control device for a vehicle according to claims 7 to 9, the calculation control means includes a storage means, and the storage means stores the vehicle speed, steering angle, and steady roll angle. A height adjustable roll control device for a vehicle, characterized in that it remembers the relationship between the vehicle and the vehicle. (11) In the height-adjustable roll control device for a vehicle according to any one of claims 7 to 10, the means for determining the actual roll angle of the vehicle body is arranged at a position corresponding to each wheel. a plurality of vehicle height detection means for detecting vehicle height and the arithmetic control means, and the arithmetic and control means calculates a deviation between the left and right vehicle heights and a distance between the left and right wheels based on the vehicle height detected by the vehicle height detection means. The roll angle φtf of the vehicle body closer to the front wheels and the roll angle φtr of the vehicle body closer to the rear wheels are calculated, and the average value of the two roll angles φtf and φtr is calculated as the actual roll angle φt. Features: Vehicle height adjustable roll control device. (12) In the height-adjustable roll control device for a vehicle according to any one of claims 7 to 10, the means for determining the actual roll angle of the vehicle body is configured to detect the actual roll angle of the vehicle body at a position corresponding to each wheel. a plurality of vehicle height detection means for detecting vehicle height and the arithmetic control means; Calculating the roll angle φrf of the vehicle body on the front wheel side and the roll angle φtr of the vehicle body on the rear wheel side from the distance, and calculating the deviation of the roll angle for the front wheel side and the rear wheel side based on the two roll angles φtf and φtr, A height adjustable roll control device for a vehicle, characterized in that the drive duty is configured to individually control the working fluid supply/discharge means and control the hardness and softness characteristics of the suspension device. (13) In the vehicle height adjustable roll control device according to claim 9, the predetermined value ΔH_0 of the vehicle height deviation ΔHi is such that the absolute value of the roll angle deviation ■ is the predetermined value φ_1. 1. A vehicle height adjustable roll control device for a vehicle, characterized in that the absolute value of the vehicle height deviation is substantially equal to or smaller than the absolute value of the vehicle height deviation when the vehicle height is at .