JPH0551482B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to an electronically controlled suspension device that controls the attitude of a vehicle body during cornering.

[Technical background of the invention and its problems] Conventionally, as described in U.S. Pat. a fluid supply device that supplies fluid through the fluid spring chamber, a fluid discharge device that discharges fluid from each fluid spring chamber via a discharge control valve, a steering state detection means that detects the steering state of the steering wheel, and a steering state detection means that detects the steering state of the steering wheel. A roll that executes roll control that controls each of the control valves so as to supply fluid to a fluid spring chamber on the outside of the turn and to discharge fluid from the fluid spring chamber on the inside of the turn when the steering state is detected by the means. Suspension devices equipped with control means are known.

However, with this conventional device, even if, for example, the rear wheels slip during a turn and the occupant performs a reverse steering operation (countersteer), roll control is executed based on the steering condition at that time. The problem is that fluid is discharged from the outer fluid spring chamber and fluid is supplied to the inner fluid spring chamber, resulting in roll control being executed in the opposite direction, impairing running stability when steering in the opposite direction. It was hot.

[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 the invention] A fluid spring chamber provided for each wheel, a fluid supply device that supplies fluid to each fluid spring chamber via a supply control valve, and a discharge control valve from each fluid spring chamber. a fluid discharge device for discharging fluid through the steering wheel, a steering state detection means for detecting a steering state of the steering wheel, and supplying fluid to a fluid spring chamber on the outside of the turn when the steering state detection means detects that the steering state is in the steering state. and a roll control means for performing roll control that controls each control valve to discharge fluid from a fluid spring chamber on the inside of the turn. The roll control is performed when it is detected from the sensor and the direction of the acceleration in the left and right direction detected by the steering state detection means that the steering wheel is in a reverse steering state in which the side where the steering wheel is operated is opposite to the turning direction of the vehicle. This electronically controlled suspension device is characterized by comprising a roll control inhibiting means for prohibiting execution of the electronically controlled suspension device.

[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, the air suspension units FS1, FS2, RS1, and RS2 have almost the same structure, so below, they will be referred to as those for the front.
The air suspension unit will be described using the symbol S, unless specifically distinguished from the rear air suspension unit.

That is, the air suspension unit S incorporates a strut type shock absorber 1, and this shock absorber 1 is fitted into a cylinder 2 attached to the front wheel or the rear wheel side, and is slidably inserted into the cylinder 2. 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 by an actuator 5a, and a first damping chamber 6a and a second damping chamber 6b are connected to each other.
It is selected whether the two are communicated through only orifice a1 (hard state) or through both orifices a1 and a2 (soft state). The drive of the actuator 5a is controlled by a control unit 37, which will be described later.

By the way, an air spring chamber 7 which also serves as a fluid spring chamber for adjusting vehicle height is arranged coaxially with the piston rod 2 at the upper part of the shock absorber 1.
Since a part of the air spring chamber 7 is formed with a bellows 8, the piston rod 4 can be moved up and down by supplying and discharging air to the air spring chamber 7 through a passage 4a provided in the piston rod 4. It's getting old.

Further, the outer wall of the shock absorber 1 is provided with a spring receiver 9a facing upward, and the outer wall of the air spring chamber 7 is provided with a spring receiver 9b facing downward.
are formed, and a coil spring 10 is loaded between these spring receivers 9a and 9b.

Thus, 11 is a compressor. This compressor 11 compresses the atmospheric air sent from the air cleaner 12 and supplies it to the dryer 13 . The compressed air dried with silica gel or the like from the dryer 13 is transferred to the reserve tank 15 via the check valve 14 . It is stored in the high pressure side reserve tank 15a. This reserve tank 1
5 is provided with a low pressure side reserve tank 15b. A compressor 16 driven by a compressor relay 17 is provided between the reserve tanks 15a and 15b. Further, a pressure switch 18 is provided which 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. As a result, the reserve tank 15b is always kept below atmospheric pressure. The route by which compressed air is supplied from the high-pressure side reserve tank 15a to the suspension unit S is indicated by a solid arrow.
That is, the compressed air from the reserve tank 15a is supplied to the air supply flow control valve 19, which is a three-way valve (described later), the front wheel air intake solenoid valve 20, the check valve 21, the front right solenoid valve 22, and the front left solenoid valve 23. Suspension unit FS for front right via
2. Front left suspension unit FS
Sent to 1. Similarly, the compressed air from the reserve tank 15a is supplied to an air intake flow control valve 19 consisting of a three-way valve (to be described later), an air intake solenoid valve 24 for the rear wheels, a check valve 25, a solenoid valve 26 for the rear right, and a solenoid valve 26 for the rear left. The rear right suspension unit RS2 and the rear left suspension unit are connected to the rear right suspension unit RS2 through the solenoid valve 27.
Sent to RS1. In addition, the above check valve 2
1 and downstream of the check valve 25 are connected via a check valve 211. On the other hand, the exhaust route from the suspension unit S is indicated by a broken line arrow. In other words, the exhaust from suspension units FS1 and FS2 is from solenoid valve 2.
2, 23, front exhaust valve 28, residual pressure valve 29
The water is sent to the low pressure side reserve tank 15b via the above. Furthermore, suspension unit FS1,
Exhaust from the FS 2 is released to the atmosphere via the solenoid valves 22 and 23, the front exhaust valve 28, the dryer 13, the exhaust solenoid valve 30, and the air cleaner 12 when the valve 28 is in the actuated state. In addition, suspension units RS1 and RS2
The exhaust gas 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. Furthermore, if the valve 31 is in the actuated state, the exhaust from the suspension units RS1 and RS2 will be discharged from the solenoid valve 2.
6, 27, rear exhaust valve 31, dryer 13,
It is released to the atmosphere via the exhaust solenoid valve 30 and the air cleaner 12. Note that when the pressure in the reserve tank 15b is lower than the pressure in the air spring chamber 3, the residual pressure valves 29, 32 are opened, and when the pressure in the reserve tank 15b is higher than the pressure in the air spring chamber 3, the residual pressure valves 29, 32 are opened. becomes closed. Further, 33 is a pressure switch provided in a communication passage communicating with the rear air spring chamber 3, and its operation signal is outputted to a control unit to be described later.

Further, 34 is a vehicle height sensor, and this vehicle height sensor 3
Reference numeral 4 denotes a front vehicle height sensor 34F that is attached to the lower arm 35 of the front right suspension of the automobile to detect the front vehicle height of the automobile, and a front vehicle height sensor 4F that is attached to the lateral rod 36 of the rear left suspension of the automobile to detect the rear vehicle height of the automobile. Detection signals are supplied to the control unit 37 from these vehicle height sensors 34F and 34R.

Each sensor 34F, 34 in the vehicle height sensor 34
R is designed to detect the distance from the normal vehicle height level, the low vehicle height level, or the high vehicle height level, respectively.

Furthermore, the speedometer has a built-in vehicle speed sensor 38, which detects the vehicle speed and transmits the detection signal to the control unit 3.
7.

In addition, for example, a differential transformer type G sensor 39 is used as a vehicle body posture sensor that detects a change in the posture of the vehicle body.
An acceleration sensor that detects acceleration in the left and right direction is provided. The output voltage V of this G sensor 39 increases as the acceleration G increases, and an example of the output voltage is shown in FIG. 4.

Reference numeral 40 is an indicator that displays the oil pressure, and the display of this indicator 40 is controlled by the control unit 37.
controlled by A steering sensor 41 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.

Furthermore, 44 is an accelerator opening sensor (not shown) that detects the depression angle of the accelerator pedal of the engine, and its detection signal is sent to the control unit 3.
Sent to 7. In addition, 45 is the compressor 1
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.
Compressor relay 45 is operated under the control of control unit 37. As a result, the copressor 11 is driven to feed compressed air into the reserve tank 15a, and the pressure inside the reserve tank 15a is made to be equal to or higher than a predetermined value. Note that the solenoid valves 20, 22, 23, 24, 26, 273
The opening and closing of the valves 19, 28, and 31 is controlled by control signals from the control unit 37. In addition, the solenoid valves 22, 2
3, 26, 27 and valves 19, 28, 31 are 3
It consists of a directional valve, and its two states are shown in FIG. FIG. 2A shows the three-way valve in a driven state, and in this state compressed air moves along the path indicated by arrow A. On the other hand, FIG. 2B shows a state in which the three-way valve is not driven, and in this state compressed air moves along the path indicated by arrow B.
The solenoid valves 20, 24, and 30 are two-way valves, and their two states are shown in FIG. Figure 3A shows the state in which the solenoid valve is activated, and in this state the arrow C
Compressed air moves in the direction. On the other hand, when the solenoid valve is not driven, the situation is as shown in FIG. 3B, 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, an overview of each control mode will be explained with reference to the valve opening/closing diagram shown in FIG. 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. Therefore, the front wheel air intake solenoid valve 20, the rear wheel air intake solenoid valve 24, the front solenoid valve 22, and the rear right solenoid valve 26 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 transferred to the front wheel solenoid valve 20 and the front left solenoid valve 23.
The air is sent to the air spring chamber 7 of the front left suspension unit. Furthermore, the compressed air stored in the reserve tank 15a is supplied to the rear wheel air supply solenoid valve 24 and the rear left solenoid valve 27.
The air is sent to the rear left suspension unit air spring chamber 7 through the air. As a result, the left suspension unit is biased in the direction of raising the vehicle height. On the other hand, the compressed air discharged from the air spring chamber 7 of the front right suspension unit is discharged in the set amount into 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 chamber 7 of the rear right suspension unit is discharged in a set amount to the reserve tank 15b via the rear right solenoid valve 26 and the rear exhaust valve 31. This biases the right suspension unit in a direction that lowers the vehicle height. In this way, when the vehicle turns 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 processing is the start mode, and when the start mode processing is finished, the process moves to the holding mode. In other words, the front wheel air intake solenoid valve 2
0 and rear wheel air supply solenoid valves 24 are closed. As a result, the supply of air to the air spring chamber 7 of the front left suspension unit and the rear left suspension unit is stopped. Furthermore, the front exhaust valve 28 and the rear exhaust valve 31 are driven to stop the discharge of compressed air from the air spring chambers 7 of the front right and rear right suspension units. This maintains the roll controlled state. Then, when the right turn is completed, all valves are turned off. As a result, the air spring chambers 7 of the left and right suspension units are communicated via the front right solenoid valve 22 and the front left solenoid valve 23, as well as the rear right solenoid valve 26 and the rear left solenoid valve 27. Therefore, the air spring chambers 7 of the left and right suspension units are maintained at the same pressure. This releases roll control.

Next, roll control when turning the vehicle to the left by steering the steering wheel to the left will be described. In this case, the vehicle height of the suspension unit on the right side of the vehicle body tends to decrease, and the vehicle height of the suspension unit on the left side of the vehicle body tends to increase. For this reason, the front wheel air intake solenoid valve 20, the rear wheel air intake solenoid valve 24, the front left solenoid valve 23,
The rear left solenoid valve 27 is opened for a set time by a control signal from the control unit 37. As a result, the compressed air stored in the reserve tank 15a is transferred to the front wheel air supply solenoid valve 2.
0, is sent to the air spring chamber 7 of the front right suspension unit via the front right solenoid valve 22. Furthermore, the compressed air stored in the reserve tank 15a is sent to the 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 the direction of raising the vehicle height. on the other hand,
Compressed air discharged from the 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 solenoid valve 23 and the front exhaust valve 28. Similarly, compressed air discharged from the air spring chamber 7 of the rear left suspension unit is discharged in a set amount to the reserve tank 15b via the rear left solenoid valve 27 and the rear exhaust valve 31. This biases the left suspension unit in a direction that lowers the vehicle height. In this way, when the vehicle turns left, the vehicle height of the right suspension unit is lowered, 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 supply of air to the air spring chamber 7 of the front right suspension unit and the rear right suspension unit is stopped. Furthermore, the front exhaust valve 28 and the rear exhaust valve 31 are driven to stop the discharge of compressed air from the air spring chambers 7 of the front left and rear left suspension units. This maintains the roll controlled state. Then, when the left turn is completed, all valves are turned off. This results in
The air spring chambers 7 of the left and right suspension units are communicated through the front right solenoid valve 22 and the front solenoid valve 23, and through the rear right solenoid valve 26 and rear left solenoid valve 27. , the air spring chambers 7 of the left and right suspension units are maintained at the same pressure. This releases roll control.

Next, nose type control will be explained. This control prevents the front of the car from going down and the rear of the car from going up when the brakes are applied. First, as a start mode in which this nose dive is started, the front wheel air intake solenoid valve 20, the rear right solenoid valves, and the rear left solenoid valves 26 and 27 are turned on. As a result, compressed air from the reserve tank 15a is supplied to the air spring chambers 7 of the left and right front suspension units. Then, compressed air is discharged from the air spring chambers 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. Then, after a predetermined period of time, the above-mentioned turned-on valve is turned off. As a result, air supply to the front suspension unit is stopped, and exhaust air from the rear suspension unit is also stopped. This moves to holding mode. by the way,
When the brake is no longer depressed, the control shown in the disclosure mode described above is no longer necessary. Therefore, as a return control, the rear wheel air intake solenoid valve 24 and the front right and left solenoid valves 22 and 23 are turned on, respectively. As a result, the compressed air discharged from the air spring chambers 7 of the front right and left suspension units is transferred to the solenoid valves 22 and 2.
3. It is sent to the reserve tank 15b via the front exhaust valve 28. Also, reserve tank 1
The compressed air from 5a is supplied to the air spring chamber 7 of the rear wheel suspension unit via the rear wheel air supply solenoid valve 24 and solenoid valves 26 and 27. This returns the vehicle to the state before nose dive control.

Next, squat control will be explained. This control is designed to prevent the front of the car from rising and the rear of the car from falling when the accelerator is suddenly stepped on. First, the rear wheel air intake solenoid valve 24 is turned on as an open mode in which this squat control is started. As a result, compressed air from the reserve tank 15a is supplied to the air spring chambers 7 of the rear left and right suspension units. As a result, the vehicle height on the rear side is raised. Then, after a predetermined period of time, the above-mentioned turned-on valve is turned off. This stops the air supply to the rear suspension unit. This moves to holding mode. By the way, when the accelerator is no longer depressed, the control shown in the above-mentioned start mode is no longer necessary. Therefore, as a return control, the front wheel air intake solenoid valve 20 and the rear right and left solenoid valves 26 and 27 are turned on, respectively. As a result, the compressed air discharged from the 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. Further, compressed air from the reserve tank 15a is supplied to the air spring chamber 7 of the front wheel suspension unit via the front wheel air supply solenoid valve 20 and the solenoid valves 22 and 23. This returns the body to the state before squat control.

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 rate control valve 19 is turned on. For this purpose, an air supply flow rate control valve 19 with a small diameter for compressed air sent from the reserve tank 15a, air supply solenoid valves 20, 24 for front wheels and rear wheels,
The air is sent to the front and rear suspension unit air spring chambers 7 via solenoid valves 22, 23, 26, and 27. This raises the vehicle height.

On the other hand, the case of lowering the vehicle height will be explained. In this case, the front and rear exhaust valves 28, 3
1. The exhaust solenoid valve 30 and the solenoid valves 22, 23, 26, and 27 are turned on. As a result, the compressed air discharged from the air spring chambers 7 of the front and rear suspension units is transferred to the solenoid valves 22, 23, 26, 27, the front exhaust valve 28, the rear exhaust valve 31, and the dryer 1.
3. Exhaust solenoid valve 30, air cleaner 1
2 to the atmosphere. 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 supply solenoid valve 2
0 and rear wheel air supply solenoid valves 24 are opened. As a result, the compressed air from the reserve tank 15a is transferred to the air spring chambers 7 of the suspension units of the front and rear wheels via the large diameter pipe of the air supply flow rate control valve 19 and the solenoid valves 22, 23, 26, and 27.
supplied to In this case, the supplied compressed air is supplied through the large-diameter pipe of the air supply flow rate control valve 19, so the amount of compressed air supplied can be increased, and the vehicle height can be adjusted rapidly. I can do it.

Next, a case will be described in which the air spring chambers of the left and right suspension units are disconnected from each other to maintain a roll-controlled state. In this case, the front exhaust valve 28 and the rear exhaust valve 31 are turned on, and the front right solenoid valve 22 and the rear right solenoid valve 26 are turned on. As a result, the air spring chambers 7 of the left and right suspension units are disconnected from each other.

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

Next, the operation of an embodiment of the present invention configured as described above will be explained. The flowchart of FIG. 6 shows the operations performed by control unit 37. First, the memory that stores the steering angle, steering angular velocity, vehicle speed, and lateral acceleration of the steering wheel is reset (step S1). Next, the map memory Tm that stores the control time during which the valve was driven is reset (step S2). Then, it is confirmed that the fluid spring chambers of the left and right suspension units are communicated with each other (step S3). In other words, it is confirmed that all of the solenoid valves 22, 23, 26, and 27 are turned off. If it's not off, it will be turned off. Subsequently, steering angle Θh 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 S5). In other words, it is determined whether the steering wheel is being steered from the neutral position to within a predetermined angle Θ0. If the determination in step S5 is ``YES'', the processes from step S2 onwards are repeated. In this case, no roll control is performed.

By the way, if "NO" is selected in step S5 above,
That is, when it is determined that the steering wheel has been steered to either the left or right by a predetermined angle Θ0 or more, the fluid spring chambers of the left and right suspension units are disconnected from each other (step S7). This is the "left and right communication closed mode" in Figure 5.
The valves marked with "○" are driven to disconnect the fluid spring chambers of the left and right suspension units.
Then, it is determined whether the steering direction of the steering wheel is clockwise or not based on the steering wheel angular velocity (step
S8). 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 S9). 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 acceleration g is negative (<0) (step S10). Here, "g<0" is the sign of the lateral acceleration that occurs when turning to the left, and "g>0" is the sign of the lateral acceleration that occurs when turning to the right. If the steering wheel is being steered to the left, if the determination is ``YES'', the counter steer flag is reset (step S11). This countersteer flag is a flag that is set when the direction in which the steering wheel is steered is contrary to the acceleration applied to the vehicle body, that is, when the steering wheel is in the opposite direction. If all of the above steps S8 to S10 are determined to be ``YES'', 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 S12).
Here, when it is determined that the steering angular velocity of the steering wheel is equal to or higher than the threshold value, the control time Tp for driving the valve is determined based on the steering angular velocity-vehicle speed map shown in FIG. 7B.
is required (step S13). 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.
S14). Thereafter, the process proceeds to step S15, where the control time T (=Tp-Tm) for driving the valve is calculated.
Then, it is determined whether "T>0" (step S16). If "T>0", a command for the control time T is output from the control unit 37 to each valve (step S17). In this case, since the vehicle is turning left, the valve is driven in accordance with the "left turning mode" shown in FIG. next,
The map memory is updated (step S18). In other words, Tm=Tp. This is to store the control time Tp of the valve that has already been driven. Thereafter, the process returns to step S4 and subsequent steps. If the steering wheel continues to be steered further to the left, the control time Tp is calculated again in step S14 or step S13. If this control time Tp is greater than Tm stored in the map memory, step S15 is performed.
It is determined that T=Tp-Tm calculated by is greater than 0, and additional control is performed in step S17.

Thereafter, the processing from step S4 onwards is performed again.
If the steering wheel is operated in the opposite direction, the determination in step S10 is "NO". and,
It is determined whether the counter steer flag is set (step S19). Here, if the counter steer flag is not set, the counter steer flag is set (step S20),
The fluid spring chambers of the left and right suspension units
Communication is carried out for only 0.25 seconds (step S21). In other words,
Valves 28, 31, 22, which had been driven until now,
All 26 are turned off for 0.25 seconds. Then, 0.25 seconds later, the system shifts to the mode where the fluid spring chambers of the left and right suspension units are closed again (step
S22). Then, the process returns to step S4.

By the way, if the steering wheel is turned to the left and then turned to the right, the above step S8
The process advances to step S23 where the determination is ``YES'' in step S23. In this step S23, since the steering position of the steering wheel is still to the left of the neutral position, the determination is "NO" and the process proceeds to step S24.
In step S24, 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 ``YES'' is determined in this step S24, the left and right fluid spring chambers are communicated with each other (step S24).
S25). On the other hand, even if the steering angular velocity of the steering wheel is smaller than the threshold value, if the steering angle Θh of the steering wheel is less than the predetermined angle Θ0 (step S26) or the vehicle speed V is less than the predetermined vehicle speed V0 (step S27), the process proceeds to step S25. The left and right fluid spring chambers are communicated with each other.

By the way, if the steering wheel continues to be steered back to the right, the steering position of the steering wheel will be located to the right of the neutral position. For this reason, the above steps
If “YES” is determined in S23, step S28
Proceed to. In step S28, it is determined whether the lateral acceleration g is positive (>0). This step S28
If it is determined as ``YES'' in step S11, it is determined that the turning is to the right when the steering wheel is steered to the right, and the process proceeds to step S11. 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, if the determination in step S28 is "NO", the process returns to step S19 and control for the reverse steering wheel is performed. In this way, if lateral acceleration g occurs in the opposite direction to the direction in which the steering wheel is turned, it is determined that a reverse steering wheel operation has been performed, and the fluid spring chambers of the left and right suspension units are communicated to prevent roll. Control is interrupted.

In this way, according to this embodiment, when a reverse steering wheel operation is performed, communication control is performed to eliminate the differential pressure between the left and right fluid spring chambers (step S21).
After that, as long as the reverse steering wheel operation continues, fluid is discharged from the fluid spring chamber on the outside of the actual turn, and fluid is prevented from being supplied to the fluid spring chamber on the inside of the turn, thereby improving driving stability during reverse steering operation. can be maintained. In particular, in this embodiment, the process of step S22 is provided, and when the handle is reversed, the left and right fluid spring chambers are communicated with each other by the process of step S21 and then disconnected, so that the fluid in the left and right fluid spring chambers is The flow is blocked and the roll rigidity of the vehicle body can be secured to a certain extent, which is useful in cases where reverse steering operation is to be continued for a long period of time.

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, steps S11 and S19 to S22 are deleted. If a reverse steering wheel is detected in step S10 or S28, 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 flow of the left and right suspension units. The spring chamber is communicated (step S3) and the roll control is released.
In this way, when a reverse steering wheel operation is performed 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.

In this embodiment as well, it is possible to maintain running stability when the steering wheel is operated in the opposite direction in the same way as in the above-mentioned embodiment. The electronically controlled suspension device is capable of eliminating the problems of the conventional device because the roll control inhibiting means prohibits execution of the roll control, thereby maintaining running stability during reverse steering operation. 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, and Fig. 2 A and B are 3
Figures 3A and 3B are diagrams showing the driving and non-driving states of the directional valve, Figure 4 is a diagram showing an example of the output voltage of the G sensor, and Figure 5 is a diagram showing the driving and non-driving states of the solenoid valve. 6 is a flowchart showing the operation of the same embodiment. FIG. 7A is a diagram showing a steering wheel angle-vehicle speed map. FIG. 7B is a diagram showing steering wheel angular velocity. A diagram showing a vehicle speed map, FIG. 8 is a diagram showing communicating areas and non-communicating areas of the left and right air spring chambers in the vehicle speed-steering wheel angular velocity coordinate, and FIG. 9 is a diagram showing the vehicle speed-steering wheel angle map in the vehicle speed-steering wheel angular velocity coordinate, or FIG. 10 is a flowchart showing another embodiment of the present invention, which is a diagram showing the vehicle speed-steering wheel angular velocity map usage range. 5a... Actuator, 11... Compressor, 15... Reserve tank, 19... Air supply flow rate control valve, 20... Air supply solenoid valve for front wheels, 24... Air supply solenoid valve for rear wheels, 28
...Front exhaust valve, 31...Rear exhaust valve, 37...Control unit.

Claims (1)

[Claims] 1 A fluid spring chamber provided for each wheel, a fluid supply device that supplies fluid to each fluid spring chamber through a supply control valve, and a fluid supply device that supplies fluid from each fluid spring chamber through a discharge control valve. a fluid discharging device for discharging fluid; a steering state detection means for detecting the steering state of the steering wheel; and a fluid spring chamber for supplying fluid to a fluid spring chamber on the outside of the turn when the steering state detection means detects that the steering state is in the steering state, and a fluid spring chamber on the inside of the turn. A suspension device comprising: a roll control means for performing roll control for controlling each control valve to discharge fluid from a fluid spring chamber of the vehicle body; Prohibits the execution of the roll control when it is detected that the steering wheel is in a reverse steering wheel condition in which the operated side of the steering wheel and the turning direction of the vehicle are opposite to each other based on the direction of the acceleration in the left and right direction detected by the steering condition detection means. An electronically controlled suspension device comprising a roll control inhibiting means.