JPS6283209A - Electronic control suspension device - Google Patents

Abstract

PURPOSE:To improve travelling stability by building the left and right hydraulic spring chambers of a roll controller to be communicated with each other when reverse handling is detected from a handle steering angle and a car acceleration sensor, in the case of a device equipped with a roll control means, stated in the headline. CONSTITUTION:Acceleration is input from an acceleration sensor 39 to a control unit 37, and so is a steering angle from a steering angle sensor 41. The control unit 37 detects reverse handling from the input steering angle and acceleration. And, if reverse handling is detected, all the valves 28, 31, 22, 26 are made to be off for a specific period such as 0.25sec in order to make hydraulic spring chambers 7 of left and right suspensions communicate with each other for a specific period. And, after the specific period passes, the respective valves 28, 31, 22, 26 are resumed to be in specified conditions so as to be in a roll control state. Travelling stability is improved by the above mechanism.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to an electronically controlled suspension device that does not perform roll control when a reverse steering wheel is detected.

[Technical background of the invention and its problems 1] A fluid spring chamber such as an air spring is interposed between the wheel and the vehicle body, and the pressure to the fluid spring is increased. Suspension HEMs have been considered that suppress vehicle body roll by controlling air supply. For example, when turning, the suspension unit on the side opposite to the turning direction contracts, and the suspension unit in the turning direction tries to extend. supply air,
A set amount of compressed air is discharged from the fluid spring chamber of the offshore suspension unit to reverse the tilt of the vehicle and keep the vehicle horizontal. Such an electronically controlled suspension system has a problem in that when the reverse steering wheel is turned off, control is performed so as to increase the roll of the heavy body, resulting in poor running stability.

[Object of the Invention] The present invention has been made in view of the above points, and its object is to provide an electronically controlled suspension device that does not perform roll control when the steering wheel is turned in the opposite direction.

[Summary of Defense 1] A suspension unit having a fluid spring chamber provided for each wheel, a fluid supply means for supplying fluid to each of the fluid spring chambers, and a fluid discharge means for discharging fluid from each of the fluid spring chambers. and a communication control means for controlling communication and non-communication between the left side fluid spring chamber and the right side fluid spring chamber, and a communication control means for controlling communication and non-communication between the left side fluid spring chamber and the right side fluid spring chamber. A roll means for connecting the fluid spring chambers to each other, supplying a set amount of fluid to the fluid spring chamber on the contraction side in the roll direction, and issuing a control signal to discharge the set amount of fluid from the fluid spring chamber on the extension side. A respension device is provided with a steering angle detection means for detecting the steering angle of the steering wheel, and an acceleration sensor for detecting acceleration in the left and right direction applied to the vehicle body, and When a reverse steering wheel in which the steering direction and acceleration direction of the steering wheel are opposite to each other is detected by the signal, the communication control means causes the left and right fluid spring chambers to communicate with each other, thereby prohibiting roll control.

[Embodiment of the Invention] An electronically controlled suspension device according to an embodiment of the present invention will be described below with reference to the drawings.

In FIG. 1, air suspension unit FS1.
FS2. Since R81 and R82 each have substantially the same structure, the air suspension unit will be described below using the symbol S, unless the front and rear suspension units are specifically explained.

That is, the air suspension uni-nod S1 incorporates a strut type shock absorber 1, and this shock absorber 1 has a cylinder 2 attached to the front wheel (0 is the rear wheel), and a cylinder 2 that slides inside the cylinder 2. The cylinder 2 is provided with screws 1 to 3 that are freely inserted and inserted, and the cylinder 2 moves up and down with respect to the piston rod 4 in response to the up and down movement of the wheels, thereby making it possible to effectively absorb shock.

By the way, 5 is a damping force switching valve, and the rotation of this damping force switching valve 5 is controlled i1[1 by an actuator 5a, and the first damping force 6a and the second reducing chamber 6b are connected only to the orifice a1. (hard state) or through both orifices a1 and a2 (hard state).
(soft state) is selected. Note that the drive of the actuator 5a is controlled by a control unit 37, which will be described later.

Incidentally, a main air spring v7 which also serves as a width height adjusting fluid spring is disposed coaxially with the piston rod 2 at the upper part of the shock absorber 1, and a bellows 8 is provided in a part of this main air spring chamber 7. Since the main air spring chamber 7 is supplied with and discharged from the main air spring chamber 7 through a passage 4a provided in the piston rod 4, the screw-in rod 4 can be moved up and down.

Further, the outer wall of the shock absorber 1 is provided with a spring receiver 9ah< that faces upward, and the outer wall of the main air spring 7 is provided with a spring receiver IJ9b that faces downward. A coil spring 10 is installed between 9b.
is loaded.

Thus, 11 is a compressor. The compressor 11 compresses the atmospheric air sent from the air cleaner 12 and supplies it to the dryer 13. The compressed air dried by silica gel etc. It is stored in the reserve tank 15a. This reserve tank 15 is provided with a low pressure side reserve tank 15b. A compressor 1 driven by a compressor relay 17 is connected between the reserve tanks 15a and +5b.
6 is provided.

Also, a pressure switch 18h (provided) is turned on when the pressure in the low pressure side reserve tank 15b becomes higher than atmospheric pressure. When the pressure switch 18 is turned on, the compressor relay 17 is driven. The tank 15b is always kept below atmospheric pressure.The route through which compressed air is supplied from the high pressure side reserve tank 15a to the suspension unit S is indicated by a solid arrow.
The compressed air from a is supplied to the air supply flow rate control valve 19, which is a three-way valve to be described later. Front wheel air supply solenoid valve 20. Check valve 21. Front solenoid valve 2
2° Front suspension unit FS2. through the front right solenoid valve 23. It is sent to the front left suspension unit FSI. Also,
Similarly, the compressed air from the reserve tank 15a is supplied to the air supply flow Φ control valve 19, which is a three-way valve to be described later. Rear wheel air supply solenoid valve 24° check valve 25. The rear Ishikawa suspension unit R is connected to the rear Ishikawa suspension unit R via the rear Ishikawa solenoid valve 26 and the rear right solenoid valve 27.
82, sent to rear right suspension unit R81. Note that the downstream side of the check valve 21 and the downstream side of the check valve 25 are connected via a check valve 211. On the other hand, the exhaust path from the suspension unit S is indicated by an RA line arrow, that is, the suspension unit FS1. Exhaust from FS2 is through solenoid valves 22 and 23, front exhaust valve 28, and residual pressure valve 2.
9 to the low pressure side reserve tank 15b. Furthermore, suspension unit FS1. Exhaust from FS2 is carried out through solenoid valves 22, 23, front exhaust valve 28, dryer 13. Exhaust solenoid valve 30.
It is released to the atmosphere via the air cleaner 12. Further, the exhaust from the suspension units R3I and R82 is sent to the low pressure side reserve tank 15b via the solenoid valves 26, 27, the rear exhaust valve 31, and the residual pressure valve 32. Note that when the pressure in the reserve tank 15b is lower than the pressure in the main air spring chamber 3, the residual pressure valves 29 and 32 are opened, and when the pressure in the reserve tank 15b is higher than the pressure in the main air spring chamber 3, the residual pressure valves 29 and 32 are opened. It remains closed until 29,321. Furthermore, suspension unit R8I.

Exhaust from R32 is carried out through solenoid valves 26.27.1, gloss exhaust valve 31, and dryer 13. Exhaust solenoid knob 30. It is released to the atmosphere via the air cleaner 12. Reference numeral 33 denotes a pressure switch provided in a communication path communicating with the rear main air spring chamber 3, and its operation signal is output to a control unit to be described later.

Further, 34 is a vehicle height sensor, and this vehicle height sensor 34 includes a front vehicle height sensor 34F that is attached to the lower arm 35 of the front right suspension of the vehicle and detects the front vehicle height of the vehicle, and a front vehicle height sensor 34F that is attached to the lower arm 35 of the front right suspension of the vehicle, and a front vehicle height sensor 34F that is attached to the lower arm 35 of the front right suspension of the vehicle. The rear vehicle height sensor 34R is attached to the lateral rod 36 and detects the rear vehicle height of the automobile.Detection signals are supplied from these vehicle height sensors 34F and 34R to the control unit 37.

Each of the sensors 34F and 34R in the vehicle height sensor 34 detects the distance from the normal vehicle height level, the low vehicle height level, or the high vehicle height level, respectively.

Generally speaking, the speedometer has a built-in vehicle speed sensor 38, which detects the vehicle speed and supplies the detected signal to the control unit 37.

In addition, for example, a left and right differential transformer type G sensor 39 is used as a vehicle body posture sensor that detects changes in the posture of the vehicle body.
An acceleration sensor is provided to detect acceleration in the longitudinal direction. The output voltage V of this G sensor 39 increases as the J+[] speed G increases, and an example of the output voltage is shown in FIG. Further, the time differential value of the voltage V becomes a value proportional to the steering wheel angular velocity or the brake depression speed.

Reference numeral 40 is an indicator for displaying oil pressure, and the display of this indicator 40 is controlled by 37 to the control unit 1. Further, 41 is a steering sensor that detects the rotation angle of the steering wheel 42, that is, the steering angle, and its detection signal is sent to the control unit 37.

Further, reference numeral 44 denotes an accelerator opening sensor (not shown) for detecting the depression angle of an accelerator pedal of the engine, and its detection signal is sent to the control unit 37. Further, 45 is a compressor relay for driving the compressor 11, and this compressor relay 45 is controlled by a control signal from the control unit 37. Furthermore, 46 is a pressure switch that is turned on when the pressure in the reserve tank 15a falls below a predetermined value, and its output signal is output to the control unit 37. In other words, when the pressure in the reserve tank 15a falls below a predetermined value, the pressure switch 46 is turned on, and the control unit
Compressor relay 45 by -37 III lfl
is activated.

As a result, the compressor 11 is driven and compressed air is sent to the reserve tank 15a.
The internal pressure of 5a is made equal to or higher than a predetermined value. The opening and closing of the solenoid valves 20, 22, 23, 24, 26, 27° 30 and the valves 19, 28, 31 υ1'#J are performed by control signals from the control unit 37.

In addition, the solenoid valves 22, 23, 26, 27 and valves 19, 28, 31 are three-way valves, and the second
The two states are shown in Figure 2. FIG. 2 <A) shows a state in which the three-way valve is driven, and in this state compressed air moves along the path indicated by the arrow.

On the other hand, FIG. 2(B) shows a state in which the three-way valve is not driven, and in this state compressed air moves along the water path indicated by arrow B. Also, solenoid valve 20.24.3
0 consists of a two-way valve, and for its two states the third
It is shown in the figure. FIG. 3(A) shows a state in which the solenoid valve is driven, and in this state compressed air moves in the direction of arrow C. On the other hand, when the solenoid valve is not driven, the situation is as shown in FIG. 3(B), and in this case, there is no flow of compressed air.

Next, the operation of an embodiment of the present invention configured as described above will be explained. First, refer to the valve opening/closing diagram shown in Fig. 5 and check each 113 WJ mode! ! A: I will explain the main points. First, roll control when turning the vehicle to the right by steering the steering wheel to the right will be explained.

In this case, the vehicle height of the suspension unit on the left side of the vehicle body tends to decrease, and the vehicle height of the suspension unit on the right side of the vehicle body tends to increase. For this reason, the intake solenoid valve 20 for the rear wheels and the intake solenoid valve 24 for the rear wheels are installed.
, the front right solenoid valve 22 and the rear right solenoid valve 26 are activated by the control unit 1- for a set time.
It is opened by a control signal from 37. As a result, the compressed air stored in the reserve tank 15a is sent to the main air spring chamber 7 to the front left suspension unit 1 via the front wheel solenoid valve 20 and the front left solenoid valve 23. Furthermore, the compressed air stored in the reserve tank i5a is supplied to the rear wheel air supply solenoid valve 24,
The air is sent to the main air spring chamber 7 of the rear left suspension unit via the rear left solenoid valve 27.

This biases the left suspension unit in a direction that increases the vehicle height. On the other hand, the compressed air discharged from the main air spring chamber 7 of the front right suspension unit is discharged from the C9 fixed suspension 1JEIF to the reserve tank 15b via the front right solenoid valve 22 and the front exhaust valve 28. Similarly, the compressed air discharged from the air spring 7 of the rear right suspension unit is supplied to the rear right solenoid valve 26 and the rear exhaust valve 3.
1, the set amount is discharged to the reserve tank 15b. This biases the right suspension unit in a direction that lowers the vehicle height. In this way, when turning right, the vehicle height of the left suspension unit (~) is lowered, and the vehicle height of the right suspension unit is prevented from increasing.The above process is the start mode, When the start mode process is completed, the process moves to the holding mode. In other words, the front wheel air intake solenoid valve 20 and the rear wheel air intake solenoid valve 24 are closed.
Air supply to the main air springs 7 of the front left suspension unit and the rear left suspension unit is stopped. Roughly, front exhaust valve 28 and t7Jj
[The air valve 31 is driven to stop the discharge of compressed air from the main air springs 7 of the front right and right suspension units 17. From this point on, the roll-controlled state is maintained. At the end of the right turn, all valves are turned off.

As a result, the main air spring chambers 7 of the left and right suspension units are connected via the front solenoid valve 22 and the front right solenoid valve 23, the rear Ishikawa solenoid valve 26, and the rear left solenoid valve 27. Because of this communication, the main air spring chambers 7 of the left and right suspension units are maintained at the same pressure. This releases roll control.

Next, a description will be given of roll ill III when turning the steering wheel to the left to turn the vehicle to the left. In this case, the vehicle height of the suspension unit on the right side of the vehicle body tends to decrease,
The vehicle height of the suspension unit on the left side of the vehicle body is about to rise. For this reason, the front wheel air supply solenoid valve 20,
The rear wheel air intake solenoid valve 24, the front left circular solenoid valve 23, and the rear left solenoid valve 27 are opened by a control signal from the control unit 37 for a set time. As a result, the compressed air stored in the reserve tank 15a is sent to the main air spring chamber 7 of the front right suspension unit via the front wheel air supply solenoid valve 20 and the front right solenoid valve 22.

Furthermore, the compressed air stored in the reserve tank 15a is sent to the main air spring chamber 7 of the rear left suspension unit via the rear wheel air supply solenoid valve 24 and the rear right solenoid valve 26. As a result, the right suspension unit is biased in a direction that increases the vehicle height. On the other hand, the compressed air discharged from the main air spring chamber 7 of the front left suspension unit is discharged in a set amount to the reserve tank 15b via the front left circular solenoid valve 23 and the front exhaust valve 28. Similarly, the compressed air discharged from the main air spring of the rear left suspension unit is supplied to the rear left solenoid valve 27.
, a set amount is discharged into the reserve tank 15b via the rear exhaust valve 31. This biases the left suspension unit in a direction that lowers the vehicle height. In this way, the vehicle height of the left suspension unit is lowered even when turning left, and the vehicle height of the left suspension unit is prevented from increasing. The above processing is the start mode, and when the start mode processing is finished, the process moves to the holding mode. That is, the front wheel air intake solenoid valve 20 and the rear wheel air intake solenoid valve 24 are closed. As a result, the air supply to the main air spring chamber 7 of the front right suspension unit and the rear right suspension unit is stopped. In general, the front exhaust valve 28 and the rear exhaust valve 31 are driven to stop the discharge of compressed air from the main air springs 7 of the suspension units on the front left and i'ti sides. This maintains the roll controlled state. Then, when the left turn is completed, all valves are turned off. This allows the main air springs of the left and right suspension units to
The left and right suspension units 1
The main air springs 7 to 7 are kept at the same pressure. This releases roll control.

Next, nose dive control will be explained. This control is designed to prevent the front of the vehicle from lowering and the rear of the vehicle from rising when the brake is depressed. First, as a start mode in which this nose dive is started, the front wheel intake solenoid valve 20, the rear Ishikawa, and the rear left circle solenoid valves 26 and 27 are turned on. As a result, compressed air from the reserve tank 15a is supplied to the main air spring chambers 7 of the left and right front suspension units. Then, compressed air is discharged from the air springs 1 to 7 of the left and right rear suspension units to the reserve tank 15b via the solenoid valves 26, 27 and the rear exhaust valve 31. After a predetermined period of time, the above-mentioned turned-on valve is turned off. This stops the air supply to the front suspension unit and also stops the exhaust air from the rear suspension unit. This moves to holding mode. By the way, when the brake is no longer depressed, the control shown in the above-mentioned start mode is no longer necessary. Therefore, the return υ1IIl
As a result, the stage transport air supply solenoid valve 24 and the front right and left solenoid valves 22 and 23 are respectively turned on. As a result, the compressed air discharged from the main air springs 7 of the front right and left suspension units is sent to the reserve tank 15b via the solenoid valves 22, 23 and the front exhaust valve 28. Further, compressed air from the reserve tank 15a is supplied to the main air spring chamber 7 of the rear wheel suspension unit via the rear wheel air supply solenoid valve 24 and the solenoid valves 26 and 27.

This will return you to the state you were in before you performed the nose dive.

Next, we will explain the Swat system. This control is designed to prevent the front of the vehicle from rising and the rear of the vehicle from falling when the accelerator is suddenly stepped on. First, the rear wheel air intake solenoid valve 24 is turned on as a start mode in which this SWAT control is started. As a result, compressed air from the reserve tank i5a is supplied to the main air springs 7 of the rear left and right suspension units. As a result, the vehicle height on the rear side is raised. Then, the above-mentioned turned-on valve is turned off after a predetermined period of time. As a result, the air supply to the rear eggplant pension unit is stopped. This moves to holding mode. By the way, when you stop pressing the accelerator,
The subparts shown in the start mode described above are no longer needed. Therefore, to control the return Ib1J, the front wheel air intake solenoid valve 20 and the rear right and left solenoid valves 26 and 27 are respectively turned on.

As a result, the compressed air discharged from the main air spring chambers 7 of the rear right and left suspension units is sent to the reserve tank 15b via the solenoid valves 26, 27 and the rear exhaust valve 31. In addition, the reserve tank 15a
The compressed air from the front wheel air supply solenoid valve 20 and the solenoid valves 22 and 23 are supplied to the main air channels t2 to t7 of the front wheel suspension unit. This will return it to the state it was in before Shwat construction.

Next, a case will be described in which the vehicle height is adjusted slowly. First, the case of raising the vehicle height will be explained. In this case, the front wheel air intake solenoid valve 20 and the rear wheel air intake solenoid valve 24 are turned on, and the air intake flow 1 control valve 19 is turned on. For this reason, reserve tank 15a
The compressed air sent from the supply air flow control valve 1 with a small diameter
9. Air supply solenoid valve for front and rear wheels 20.24,
Suspension unit main air springs on the front and rear wheels through solenoid valves 22, 23, 26, 27! i
! Sent to 7.

This raises the vehicle height.

On the other hand, a case where the middle height is lowered will be explained. In this case, there are front and rear exhaust valves 28, 31, exhaust solenoid valve 30, solenoid valves 22, 23, 26.
27 turns on. As a result, the compressed air discharged from the main air spring chamber 7 of the front suspension unit and the rear suspension unit is discharged through the solenoid valves 22, 23, 26, 27,
Front exhaust valve 28. Rear exhaust valve 31, dryer 13, exhaust solenoid valve 3o, air cleaner 12
is emitted to the atmosphere via In this case, the dryer 13 is regenerated.

Next, a case in which the vehicle height is rapidly raised will be explained. In this case, the front wheel air intake solenoid valve 20 and the rear wheel air intake solenoid valve 24 are opened.

As a result, compressed air from the reserve tank 15a is supplied to the main air spring chamber 7 of the front and rear suspension units through the large pipe of the air supply flow rate control valve 19 and the solenoid valves 22, 23, 26, 27. reactor.

In this case, the supplied compressed air is supplied through the large diameter pipe of the air supply flow rate control valve 19, so that the supply of compressed air can be increased and the vehicle height can be adjusted rapidly. I can do it.

Next, a case will be described in which the main air spring chambers of the left and right suspension units are made non-communicating to maintain a roll-controlled state. In this case, the front exhaust valve 28
This is done by turning on the rear exhaust valve 31 and turning on the front Ishikawa solenoid valve 22 and the rear Ishikawa solenoid valve 26. This allows the main air spring of the left suspension unit to
The space between them is considered to be non-communicating.

As described above, attitude control is performed by the suspension device having the configuration shown in FIG.

Next, the operation of the present Brahma integrated embodiment constructed as described above will be explained. Figure 6 shows the control unit 37.
It shows the actions performed by.

First, the memory that stores the steering angle, steering angular velocity, vehicle speed, and lateral acceleration of the steering wheel is reset (step Sl).

Next, the map memory Tm that stores the control time during which the valve was driven is reset (step S2). and,
It is confirmed that the fluid spring chambers of the left and right suspension units 1 are in communication with each other (step S3). In other words,
Verify that all solenoid valves 22, 23, 26, 27 are turned off. Subsequently, steering angle eh of the steering wheel, steering angular velocity, vehicle speed, and lateral acceleration data are read out from the steering sensor 41, vehicle speed sensor 38, and G sensor 39 to the control unit 37 (step S4).

Then, it is determined whether the steering angle θh is less than or equal to a predetermined angle θ0 (step 85). In other words, it is determined whether the steering wheel is being steered within a predetermined angle of 00 left or right from the neutral position. In this step S5, rYEsJ
If it is determined that this is the case, the processing from step S2 onwards is repeated. No roll control is performed in this first case.

When it is determined in step S5 that the steering wheel has been steered left and right by a predetermined angle of 00 or more, the fluid springs of the left and right suspension units 1- are disconnected (step 87). The valve marked "○" in the "left and right communication mode" in the figure is activated, and the fluid spring drops of the left and right suspension units are brought out of communication. Then, it is determined whether the steering direction of the steering wheel is clockwise or not based on the steering wheel angular velocity (step 88). here,
If it is determined that the steering direction of the steering wheel is not clockwise, it is determined whether the steering position of the steering wheel is to the left of the neutral position based on the steering angle of the steering wheel (step 89). If it is determined in step S9 that the steering position of the steering wheel is on the left side, it is determined whether the lateral hO speed 9 is negative (step $10). Here, I'Q<OJ
is the sign of the lateral acceleration that occurs when turning left, and rQ>OJ is the sign of the lateral acceleration that occurs when turning right. If the steering wheel is being steered to the left, the counter steer flag is reset when rYEsJ is determined (step S11).
. This countersteer flag is a flag that is set when the direction in which the steering wheel is steered is opposite to the acceleration applied to the heavy body, that is, when the steering wheel is in the opposite direction. Steps above $8~
If all the results are determined to be rYEsJ in 10, this means that the steering wheel has been steered to the left and not returned to the right.

Next, it is determined whether the steering angular velocity of the steering wheel is greater than or equal to the threshold value shown in FIG. 9 (step 512).

Here, if it is determined that the steering angular velocity of the steering wheel is equal to or greater than the threshold (1n), the control time Tp for driving the valve is determined from the steering angular velocity-vehicle speed map shown in FIG. 7(B) (step 513). On the other hand, if it is determined that the steering angular velocity of the steering wheel is smaller than the threshold value, the control time Tp for driving the valve is determined from the steering angle-vehicle speed map shown in FIG. 7(A) (step 514). Proceeding to step 315, the control time T (-T
p-Tm) is calculated. Then, it is determined whether rT>OJ or not (y11) (step 816). And r
If 1->OJ, a command of υl1f1 hours is output from the control unit 37 to each valve (step 517). In this case, it is a left turn, so the fifth
The valve is driven according to "left turn mode J" in the figure. Next, the map memory is updated (step 518).
), that is, Tm-Tp. This indicates the control time To of the valve that has already been driven 1! This is to keep it safe. Thereafter, the process returns to step 84 and subsequent steps. If the steering wheel continues to be steered further to the left, the control time T ph<Kl is output again in step s1.1 or step 313. And this control 1
If the time TD is greater than the Tm stored in the map memory described above, the TmTp-
It is determined that Tm is greater than 0, and additional field control is performed in step 817.

Thereafter, the processing from step S4 onwards is performed again.

If the steering wheel is turned in the opposite direction, it is determined that rNOJ occurs in step S10. Then, the counter steer flag is set (step 519). If the counter steer flag is not set, the counter steer flag is set (step 519). 520), the fluid spring rods of the left and right suspension units are communicated for 0.25 seconds (step 521). In other words, valves 2B and 31, 22, and 26, which have been driven up until now, are all turned off for 0.25 seconds. Then, 0.25 seconds later, the mode shifts again to the mode in which the fluid spring chambers of the left and right suspension units are closed (step 522).

Then, the process returns to step S4.

By the way, when the steering wheel is turned to the right from a state in which the steering wheel is being steered to the left, rYE is set in step S8 above.
It is determined as sJ and the process proceeds to step 823. In this step S23, steering of the steering wheel (since the steering wheel is still on the left side of the neutral position, rNOJ is determined, and step S23 is performed).
Proceed to step 24.

In this step 324, it is determined whether the steering angular velocity of the steering wheel is greater than or equal to the threshold value shown in FIG.

If rYEsJ is determined in step 324, the left and right fluid spring chambers are communicated with each other (step 525). On the other hand, even if the steering angular velocity of the steering wheel is smaller than the threshold field, if the steering angle θh of the steering wheel is less than the predetermined angle θO (step 826) or the vehicle speed V is less than the predetermined vehicle speed vO (step 521), the process proceeds to step 325. The left and right fluid spring chambers are communicated with each other.

By the way, if the steering wheel is further steered back to the right and G is turned, the steering wheel ml will be located to the right of the neutral position. Therefore, in step 823 above, rY
It is determined to be EsJ and the process proceeds to step 828. In this step 828 the lateral acceleration.

It is determined whether or not is positive (>0). If rYEsj is determined in step 828, it is determined that the vehicle is turning to the right when the steering wheel is steered to the right, and the process proceeds to step 811 described above. Thereafter, following the same route as for the left turn, the valve in the "right turn mode" shown in FIG. 5 is driven to perform roll control during the right turn. On the other hand, “NO” in step 328 above
If it is determined that this is the case, the process returns to step 519 and control is also performed on the reverse nozzle. In this way, if lateral acceleration Q occurs in the opposite direction to the direction in which the steering wheel is steered, it is determined that the steering wheel has been turned in the opposite direction, and communication is established between the fluid spring chambers of the left and right suspension units. and interrupting roll control.

Next, another embodiment of the present invention will be described with reference to the flowchart of FIG. In the flowchart of FIG. 10, the same steps as in FIG. 6 are given the same numbers. In the flowchart of FIG. 10, step 311
, 319-822 have been deleted. If a reverse steering wheel is detected in step 310 or 828, the process returns to step S4, and if it is determined in step S5 that the steering angle of the steering wheel is within the neutral range, the process returns to step S2 to adjust the fluid springs of the left and right suspension units. The chambers are communicated (step S3) and the roll II fill is released. When the steering wheel is turned in the opposite direction and the steering wheel is in the neutral range, the fluid spring chambers of the left and right suspension units are communicated with each other to cancel roll control.

[Effects of the Invention] As detailed above, according to the present invention, when the steering wheel is turned in the opposite direction, the fluid spring chambers of the left and right suspension units are communicated with each other so that roll control is not performed. An electronically controlled suspension device that can maintain stability can be provided.

[Brief explanation of drawings]

FIG. 1 is a diagram showing an electronically controlled suspension device according to an embodiment of the present invention, FIG. 2 (Δ) and (B) are diagrams showing the driving and non-driving states of the three-way valve, and FIG. 3 (A) and (B)
Figure 4 shows the activated and non-activated states of the solenoid valve.
The figure shows an example of the output voltage of the G sensor, Figure 5 shows the valve opening and closing during vehicle height adjustment and attitude control, Figure 6 is a flowchart showing the operation of the same embodiment, and Figure 7 (f) 7 (F3) is a diagram showing a steering wheel angle-vehicle speed map, FIG. 7 (F3) is a diagram showing a steering wheel angular velocity-vehicle speed map, and FIG. FIG. 9 is a diagram showing a non-communicating region, and FIG. 9 is a diagram showing a vehicle speed-steering wheel angle map or a vehicle speed-steering wheel angular velocity map usage range in vehicle speed-steering wheel angular velocity coordinates.
FIG. 0 is a flowchart showing another embodiment of the present invention. 5a...actuator, 11...compressor,
15... Reserve tank, 19... Air supply flow IM control valve, 20... Front wheel air supply solenoid valve, 24
...Air supply solenoid valve for rear wheels, 28...Front exhaust valve, 31...Rear exhaust valve, 37...
control unit. Applicant's Representative Patent Attorney Takehiko Suzue Figure 2 Page 3 Figure 4

Claims (1)

[Claims] A suspension unit provided for each wheel and having a fluid spring chamber, a fluid supply means for supplying fluid to each of the fluid spring chambers, a fluid discharge means for discharging fluid from each fluid spring chamber, and a left fluid A communication control means for controlling communication and non-communication between the spring chamber and the right fluid spring chamber, and a communication control means for controlling communication between the left and right fluid spring chambers when it is detected that a cause of rolling occurs in the vehicle body. and a roll control means for supplying a set amount of fluid to the fluid spring chamber on the contraction side in the roll direction and issuing a control signal to discharge the set amount of fluid from the fluid spring chamber on the extension side, A steering angle detection means detects the steering angle of the steering wheel, an acceleration sensor detects the acceleration in the left and right direction applied to the vehicle body, and the steering direction of the steering wheel and the direction of the acceleration are opposite to each other based on the signals from the steering angle detection means and the acceleration sensor. 1. An electronically controlled suspension device comprising: control means for communicating the left and right fluid spring chambers by the communication control means when a reverse steering wheel is detected.