JPH0569005B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a device for controlling the height of a vehicle (i.e., vehicle height), and in particular, the present invention relates to a device for controlling the height of a vehicle (i.e., vehicle height), and in particular, when the vehicle is stopped, for example, when one wheel runs onto a curb or falls off the curb. The present invention relates to a vehicle height control device that improves the vehicle height adjustment operation when the vehicle is stopped on an uneven surface such as a vehicle.

[Conventional technology]

As a conventional vehicle height control device, for example,
The one disclosed in Japanese Patent No. 58-112817 is known.

In this conventional device, when the actual vehicle height detected by the vehicle height sensor is higher than the target vehicle height range, fluid is discharged from the fluid chamber of the suspension device to lower the vehicle height, and the actual vehicle height is adjusted. When the vehicle height is lower than the target vehicle height range, fluid is supplied to the fluid chamber to raise the vehicle height, and the vehicle height is controlled so that the actual vehicle height is always within the target vehicle height range.

[Problem that the invention seeks to solve]

However, such conventional vehicle height control devices are configured to adjust the vehicle height even when the vehicle is stopped, regardless of the flatness of the parking spot. When the vehicle is wheeled, the vehicle height may be adjusted even though the vehicle height is originally correct. As a result,
There was a problem in that the vehicle height would be significantly incorrect when the vehicle returned to a flat road surface after driving.

This invention has been made to address these conventional problems, and it is necessary to appropriately adjust the height of the vehicle when the vehicle is stopped on an uneven surface, for example, when one wheel has run onto a curb or fallen off the road. The object of the present invention is to provide a vehicle height control device that prevents the vehicle height from going out of order when the vehicle is driven on a flat surface after that.

[Means for solving problems]

Therefore, as shown in FIG. 1, the vehicle height control device of the present invention adjusts the actual vehicle height value of the wheel portion detected by the vehicle height detection means to fall within a preset target vehicle height region or to the target vehicle height value. to match,
In a vehicle height control device that adjusts the vehicle height of a wheel portion by supplying fluid from a fluid supply source to a fluid chamber of a wheel suspension device or discharging fluid from the fluid chamber by a vehicle height adjusting means, the vehicle height is stopped. The vehicle height is based on the actual vehicle height value detected by the vehicle height detection means when the stop/running detection means detects that the vehicle is running. When it is detected that the vehicle is stopped by the average vehicle height calculation means for calculating the average vehicle height value, the opening/closing detection means for detecting the opening/closing of at least one of the doors or the trunk, and the stop/running detection means. When the opening/closing detection means detects that at least one of the doors or the trunk is closed, the actual vehicle height value detected by the vehicle height detection means is combined with the average vehicle height value calculated by the average vehicle height value calculation means. and vehicle height determination means when the vehicle is stopped for comparison determination, and the vehicle height adjustment means prohibits the vehicle height adjustment operation when the vehicle height determination means when the vehicle is stopped determines that the difference between the actual vehicle height value and the average vehicle height value is large. It is characterized by the fact that it

[Effect]

When the stopped/running detection means detects that the vehicle is running, the average vehicle height value calculation means calculates an average vehicle height value based on the actual vehicle height values of the wheel parts detected by the vehicle height detection means. .
When the stop/running detection means detects that the vehicle has stopped, and the opening/closing detection means detects that at least one of the doors or the trunk is closed, the vehicle height detection means detects that the vehicle is stopped. The actual vehicle height value calculated by the average vehicle height value calculation means is compared with the average vehicle height value calculated by the average vehicle height value calculation means, and the vehicle height determination means when the vehicle is stopped determines that the difference between the actual vehicle height value and the average vehicle height value is large. When it is determined, the vehicle height adjustment operation is prohibited by the vehicle height adjustment means.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

First, the configuration will be explained.

In Figure 2, the air system will be explained first.
1a to 1d are the vehicle body 2, front left wheel, front right wheel, rear left wheel,
This suspension device is interposed between the rear right wheel (none of which is shown), and the suspension devices 1a to 1d include air chambers 3a to 3d and shock absorbers 4a to 4d. Air chamber 3a~
3d indicates the vehicle body 2 and shock absorbers 4a to 4d.
It is formed by elastic bodies 5a to 5d made of, for example, rubber, which extend and contract in the vertical direction and surround the gap.

6 is a compressor as an air supply source that supplies air to the air chambers 3a to 3d; 7 is a compressor 6
This is a dryer for dehumidifying the air sent out from the

8a to 8d are supply and exhaust valves provided on the inlet side of the air chambers 3a to 3d; 9 is an exhaust valve provided on the outlet side of the compressor 6;
8d and 9 are electromagnetic solenoids 10 that open and close valves.
a to 10d, 11.

Next, to explain the electrical system, 13a to 13d
is a vehicle height sensor, and these vehicle height sensors 13a to 1
3d is, for example, the suspension device 1a to 1d.
A device is used that is attached near the air chambers 3a to 3d and detects the relative displacement between the vehicle body 2 and each wheel. Reference numeral 14 denotes a vehicle speed sensor that generates a vehicle speed pulse signal for detecting vehicle speed, and this vehicle speed sensor 14 is used, for example, to convert the rotational speed of a speedometer cable into a vehicle speed pulse signal using a reed switch and output it. be done. Reference numeral 15 denotes a steering angle sensor, and the steering angle sensor 15 detects, for example, the rotational movement of the steering wheel by two out of phase signals.
A photoelectric type that detects as one voltage pulse signal is used. A fuel pulse sensor 16 is an example of an engine load sensor, and this fuel pulse sensor 16 detects a fuel pulse signal for operating a fuel injection valve of the engine. 17 is a brake switch, and this brake switch 17 outputs a signal that is turned on when the brake pedal is depressed (that is, during braking) and turned off when it is not depressed (that is, during non-braking). 18 is a door opening/closing switch (opening/closing detection means), and this door opening/closing switch 18 outputs a signal that is turned on when any door is opened and turned off when all doors are closed.
19 is a trunk opening/closing switch (opening/closing detection means), and this trunk opening/closing switch 19 outputs a signal that is turned on when the trunk is open and turned off when it is closed.

20 is a battery, 21 is a relay, and 22 is a motor for driving the compressor 6.

24 is a controller, and this controller 24 includes a microcomputer 25, a multiplexer 26 for switching the detection signals of the vehicle height sensors 13a to 13d, and detection of analog amounts from the vehicle height sensors 13a to 13d selected by the multiplexer 26. A/ that converts the signal into a digital signal
D converter 27 and electromagnetic solenoids 10a to 10
Drive circuits 28a to 28d, 2 for driving d, 11
9 and a drive circuit 30 that drives the relay 21.

The microcomputer 25 includes an interface circuit 31, an arithmetic processing unit 32, and a storage device 33 such as RAM or ROM.The input port side of the interface circuit 31 includes a vehicle speed sensor 1.
4, steering angle sensor 15, fuel pulse sensor 16,
Brake switch 17, door open/close switch 18,
Trunk open/close switch 19 and A/D converter 27
is connected, and a multiplexer 26 and drive circuits 28a to 28d, 2 are connected to the output port side.
9 and 30 are connected.

The arithmetic processing unit 32 includes an interface circuit 31
Via the vehicle speed sensor 14, the steering angle sensor 15,
fuel pulse sensor 16, brake switch 17,
Door open/close switch 18, trunk open/close switch 1
9 and the detection signals from the vehicle height sensors 13a to 13d selected by switching the multiplexer 26 are read, and based on these, calculations and other processing to be described later are performed. In addition, storage device 3
3. It stores predetermined programs necessary for executing approximately 3 processes, and also stores the processing results of the arithmetic processing unit 32, etc.

Next, the operation of the above embodiment will be explained.

When the ignition switch is turned on, the power to the controller 24 is turned on and vehicle height control operation is started.

FIG. 3 shows the procedure of a processing program executed by the microcomputer 25, and this processing program is preferably executed as a timer interrupt at every predetermined period Δt. Further, in this process, the process shown in FIG. 3 is executed sequentially for each of the four wheels.

In step 3 of FIG. 3, the actual vehicle height value h is read from the detection signal of the vehicle height sensor 13 selected by the multiplexer 26 and converted into a digital value by the A/D converter 27.

Next, in step, a vehicle speed value is read based on the vehicle speed pulse signal from the vehicle speed sensor 14, and from this vehicle speed value, it is determined whether the vehicle is stopped (that is, vehicle speed value = 0) or is running (that is, vehicle speed value ≠
0). When it is detected in step that the vehicle is running, the process moves to step and it is determined whether or not there is a large change in the vehicle body posture.

Specifically, to determine this change in vehicle body posture,
Determine whether the vehicle is rolling, pitching, or bouncing. If any of these occurs, the vehicle body posture will change significantly; if none of these occur, the vehicle body posture will change. It is determined that the change in is small.

To determine whether rolling is in progress, a steering angle change rate determination level for determining the rate of change of the steering angle per unit time is set based on the vehicle speed value obtained in step. The rate of change per unit time is calculated from the steering angle value obtained from the detection signal, and the rate of change of the steering angle is compared with the steering angle change rate judgment level, and if the steering angle change rate is equal to or higher than the steering angle change rate judgment level. For example, it is determined that the vehicle body is rolling, and if it is smaller, it is determined that the vehicle body is not rolling.

In addition, the determination as to whether or not the vehicle is pitching depends on whether the vehicle is in an accelerating state and is therefore in a skid state, or is in a decelerating state and is therefore in a nose dive state, and whether the vehicle is in a braking state and is therefore in a nose dive state. Therefore, the determination is made based on whether or not the vehicle is in a nose dive state.

That is, to determine whether or not the acceleration/deceleration state is in progress, the engine rotation speed is calculated based on the period of the fuel pulse signal from the fuel pulse sensor 16, and the gear ratio of the transmission is determined from this engine rotation speed and the vehicle speed value. ,
The level of acceleration amount and the determination level of deceleration amount are set according to this gear ratio. On the other hand, the fuel pulse width change rate is calculated based on the pulse width of the fuel pulse signal, and if this fuel pulse width change rate is equal to or higher than the acceleration amount judgment level, the vehicle is in an acceleration state, and the fuel pulse width change is the deceleration amount. If the fuel pulse width change rate is equal to or higher than the determination level, it is determined that the vehicle is in a deceleration state, and if the fuel pulse width change rate is smaller than the acceleration/deceleration determination level and smaller than the deceleration amount determination level, it is determined that the vehicle is not in an acceleration or deceleration state.

Further, it is determined whether or not the vehicle is braking if the signal from the brake switch 17 is on.
If it is off, it is determined that braking is not in progress.

Furthermore, to determine whether or not bouncing is occurring, calculate the actual vehicle height value at the center of gravity position by averaging the actual vehicle height value h obtained in step for the four wheels, and calculate the actual vehicle height value at the center of gravity position and the preset reference center of gravity vehicle height value. If the difference is greater than or equal to a preset difference value determination level, it is determined that the vehicle body is bouncing, and if it is less than that, it is determined that the vehicle body is not bouncing.

The vehicle body is not rolling, pitching, or bouncing during the step.
In other words, if it is determined that the change in the vehicle body posture is small, the next step is to take a moving average of a predetermined number of samples based on the actual vehicle height value h read in the step.
Calculate the average vehicle height value h _a for each wheel. In addition, if it is determined that the vehicle body is rolling, pitching, or bouncing at a step, that is, the change in vehicle body posture is large,
Skip this step.

Next, the process moves to step, and it is determined whether the vehicle height is being adjusted (vehicle height is not being adjusted).

When the vehicle height is being adjusted, there are two cases: one is adjusting the vehicle height to lower it, and the other is adjusting the vehicle height to raise it.

Adjustment to lower the vehicle height is performed by sending "H" from the interface circuit 31 to the drive circuit 28 in FIG.
(high level or logical value "1")", the electromagnetic solenoid 10 is energized, and the supply/discharge valve 8 is opened. At the same time, the control signal "H" is supplied from the interface circuit 31 to the drive circuit 29. '', the electromagnetic solenoid 11 is energized, and the exhaust valve 9 is opened. In this way, the supply/discharge valve 8 and the exhaust valve 9 are removed from the air chamber 3.
The air is then exhausted to the outside world, lowering the vehicle height. This vehicle height lowering adjustment is performed for each wheel.

Further, in order to raise the vehicle height, as shown in FIG. 2, a control signal "H" is supplied from the interface circuit 31 to the drive circuit 28, the electromagnetic solenoid 10 is energized, and the supply/exhaust valve 8 is opened. ,
A control signal of "L (low level or logical value "0")" is supplied from the interface circuit 31 to the drive circuit 29, and the electromagnetic solenoid 11 is de-energized and the exhaust valve 9 is closed. A control signal “H” is sent from the circuit 31 to the drive circuit 30.
This is done by supplying the following information, turning on the relay 21, driving the motor 22, and driving the compressor 6. In this way, air is supplied from the compressor 6 to the air chamber 3, and the vehicle height increases. This vehicle height increase adjustment is also performed for each wheel.

Furthermore, when not adjusting the vehicle height, in FIG.
A control signal "L" is supplied to the relay 21, the motor 22 is stopped, and the compressor 6 is stopped. Then, the control signal "L" is also supplied from the interface circuit 31 to the drive circuit 28, so that the electromagnetic solenoid 10 is de-energized and the supply/exhaust valve 8 and exhaust valve 9 are closed.

Returning to Fig. 3, if it is determined in the step that the vehicle height is being adjusted, the average vehicle height value _ha up to that point has no meaning, so the average vehicle height value _ha is reset in the next step. . If it is determined in step that the vehicle height is not being adjusted, step 6 is skipped.

When the step detects that the vehicle is stopped, the next step is to check whether both the doors and the trunk remain closed after the vehicle has stopped, or whether one or both of the doors and the trunk are closed. Check to see if it has been opened. Regarding door opening/closing, if the output signal of the door opening/closing switch 18 is on, it is determined that at least one door is open, and if it is off, it is determined that all the doors are closed. Further, when opening/closing the trunk, it is determined that the trunk is open if the output signal of the trunk opening/closing switch 19 is on, and closed if it is off.

If it is determined in step that both the door and the trunk remain closed after the vehicle has stopped, the next step is to check whether the vehicle height has been adjusted after the vehicle has stopped. If the vehicle height has not been adjusted after stopping, proceed to the next step, read out the actual vehicle height value h read in the step and the average vehicle height value h _a calculated in the step, and calculate the difference between the two | h - h _a It is checked whether | is larger than a predetermined value Δh. If |h−h _a |≧Δh, it is determined that the wheel is on the curb or has come off the curb, that is, the road surface on which the vehicle is stopped is not flat, and the vehicle moves to the next step. Then, the vehicle height adjustment of the relevant wheel is prohibited, that is, the vehicle height is not adjusted.

This vehicle height adjustment prohibition operation, that is, the vehicle height non-adjustment operation, is as described above.

In step 1, if |h-h _a |

This vehicle height adjustment permission operation is to perform a vehicle height adjustment operation similar to the conventional technology described above, and is performed so that the actual vehicle height value h falls within a preset target vehicle height range or matches the target vehicle height value. It is to be adjusted accordingly.

If it is determined in step that the vehicle height is being adjusted after stopping, the process also moves to step.

In addition, if it is determined in the step that one or both of the doors and trunk have been opened after the vehicle has stopped, the loading conditions may change and the vehicle height may also change, so the value of |h−h _a | It is not possible to judge the flatness of the road surface. Therefore, in this case, the process moves to the next step, and the decision to prohibit or permit vehicle height adjustment is made the same as the previous decision. Therefore, when |h−h _a |≧Δh is detected at the same time as the vehicle stops, vehicle height adjustment is prohibited.

FIG. 5 is a time chart showing a specific example of the processing related to the above embodiment. In the figure, H indicates the target vehicle height value, h indicates the actual vehicle height value, and h _a indicates the average vehicle height value.

In the figure, the vehicle is running before time _t1 , and during this time the average vehicle height value h _a is calculated (step in FIG. 3), and the determination of permission/prohibition of vehicle height adjustment is ``permit''. However, since the actual vehicle height value h almost matches the target vehicle height value H, the vehicle height adjustment is off (not adjusted).

The vehicle is stopped between times _t1 and _t3 , and one wheel is riding on the curb. After time t ₁ , the actual vehicle height value h of the part of the wheel that ran over the vehicle increases, and from time t ₂ onwards, the difference between the actual vehicle height value h and the average vehicle height value _ha becomes greater than the predetermined value Δh, so vehicle height adjustment judgment is prohibited. (step) and vehicle height adjustment is turned off.

The vehicle runs between times t ₃ and _{t 5} , but after time t ₃ the actual vehicle high value h of the wheel part that ran on the curb becomes lower, and after time t ₄ the difference between the actual vehicle high value h and the average vehicle height value _ha becomes a predetermined value. The value Δh or less is reached, and the vehicle height adjustment decision is permitted (step). Since the vehicle leaves the curb and rides on a flat road, the actual vehicle height h is the normal target vehicle height H
matches. After time t ₅ , the vehicle stopped on a flat road,
The vehicle height will be normal. During this period of time t ₁ to _{t 5} , adjustment of the wheel that has rested on the curb is prohibited and no adjustment is performed. Therefore, when the vehicle returns to the flat road and stops after time _t5 , the vehicle returns to its original normal posture.

FIG. 7 shows a specific example of processing in a conventional device.

In the figure, when a vehicle runs onto a curb and stops at time t ₁ , a predetermined period of time has elapsed from time t ₁ at time t _2.
, the vehicle height adjustment is turned on, the vehicle height is adjusted to lower the part of the wheel that ran over the vehicle, and at time t ₃ the actual vehicle height h
Since this matches the target vehicle height value H, vehicle height adjustment is turned off. However, if the vehicle starts traveling at time t ₄ and stops on a flat road at time t ₅ , the actual vehicle high value h of the wheel part that ran on the curb will be lower even though it is stopped on a flat road. . Therefore, at time t ₅
Thereafter, at time _t6 , after a predetermined period of time has elapsed, the vehicle height adjustment is turned on and adjustment to raise the vehicle height is started, and at time _t7 , the actual vehicle height value h matches the target vehicle height value H, and the vehicle height adjustment is turned off.

In this way, with conventional devices, when one wheel runs over a curb and comes to a stop, the vehicle height is adjusted twice: once when the wheel runs over the curb, and once when the road returns to a flat road. This is what was being done.

Next, another embodiment of the program executed by the microcomputer 25 will be described with reference to FIG. In this other embodiment, the vehicle height is adjusted so that the actual vehicle height value h falls within the target vehicle height range in which the target height value H and the dead zone a are taken into consideration. By changing the width of the dead zone a instead of making a judgment, it is configured to have the same effect as permitting/prohibiting vehicle height adjustment.

In FIG. 4, the same step numbers are given to the same processing procedures as in FIG. 3, and the explanation thereof will be omitted. This processing program is also preferably executed as a timer interrupt every predetermined period Δt, and is executed sequentially for each of the four wheels.

Further, two values, a standard value and a larger value, are prepared in advance as the value of the dead zone a, and one of the values is selected depending on the conditions.

In FIG. 4, after the average vehicle height value h _a is reset in the step, or after the step is skipped because it is determined that the vehicle height is not being adjusted in the step, the process moves to the step and the standard value is set as the value of the dead zone a. Set.

Further, if |h-h _a |≧Δh in step, the process moves to step and a large value is set as the value of dead zone a.

If |h−h _a |<Δh in step, or if it is determined in step that the vehicle height has been adjusted after stopping, the process moves to step and dead zone a is set to a standard value.

Furthermore, if it is detected in step that at least one of the door and the trunk has been opened after the vehicle has stopped, the process moves to step and the value of the dead zone a is set to the same value as in the previous control cycle.

After the value of the dead zone a is set in steps ~, the next step is to check whether the actual vehicle height value h is within the target vehicle height range in which the target vehicle height value H and the dead zone a are considered. ｜h-H
If |≦a, then the process moves to step to reset the value of a predetermined timer to 0, and then moves to step. Also, in Steps |
If h-H|>a, then the process moves to step, increments the timer value by Δt, and moves to step.

In step, the timer value t is compared with a predetermined value T, and if t<T, the process moves to the next step to cancel the vehicle height adjustment request and make the vehicle height non-adjustable. t in step
If ≧T, move to the next step 〓〓,
It is determined whether the actual vehicle height value h is higher or lower than the target vehicle height value H. If h>H, the next step is to turn on the request to lower the vehicle height and perform the adjustment to lower the vehicle height. . Further, if h<H in step 〓〓, then the process moves to step 〓, a request to raise the vehicle height is turned on, and the adjustment to raise the vehicle height is performed.

FIG. 6 is a time chart showing a specific example of processing related to the above-mentioned alternative embodiment. In the figure, H indicates the target vehicle height value, h indicates the actual vehicle height value, and h _a indicates the average vehicle height value.

In the figure, the vehicle is running before time _t1 , during which time the average vehicle height value h _a is calculated, a standard value is set as the value of the dead zone a, and the actual vehicle high value h is the target value taking into account this dead zone a. Since it is within the vehicle height range, vehicle height adjustment is turned off.

Between times t ₁ and t ₃ , the vehicle is stopped with one wheel riding on the curb. After time t ₁ , the actual vehicle high value h at the part of the wheel that ran over the vehicle increases, and from time t ₂ onwards, the difference between the actual vehicle high value h and the average vehicle height value _ha becomes greater than the predetermined value _Δh . The value is set to a large value (step in Figure 4). For this reason,
Since the actual vehicle height value h of the part of the wheel that ran over falls within the target vehicle height range that takes this large dead zone a into consideration, vehicle height adjustment is turned off.

The vehicle starts running at time t ₃ and continues until time t ₅ , but from time t ₄ immediately after time t ₃ onwards, the difference between the actual vehicle height value h and the average vehicle height value h ₄ becomes less than the predetermined value Δh. , the value of the dead zone a is returned to the standard value after time _t4 . Since the vehicle leaves the curb and rides on a flat road, the actual vehicle height h falls within the target vehicle height range. After time t ₅ , the vehicle stops on a flat road and the vehicle height becomes normal. During this period from t ₂ to _{t 4} , no adjustment is made to the wheels that have rested on the curb. Therefore, when the vehicle returns to the flat road and stops after time _t5 , the vehicle returns to its original normal posture.

In FIGS. 1 to 3, the processing in the step is a specific example of the stop/running detection means, the processing in the step is a specific example of the average vehicle height calculation means, and the processing in the step is a specific example of the vehicle height determination means when the vehicle is stopped. A specific example is the processing of steps ~ and the supply/discharge valves 8a~8.
d, exhaust valve 9, electromagnetic solenoid 10a-10
d, 11, relay 21, drive circuit 28a-28
d, 29 and 30 respectively show specific examples of vehicle height adjusting means.

Further, in the embodiments described above, ordinary air was used as the working medium for adjusting the vehicle height, but the present invention is not limited to this.
Other gases or suitable fluids such as oil or other liquids can be used.

Furthermore, although a compressor is used as the fluid supply source, in addition to the compressor, a reservoir tank that can supply and store pressure fluid from the compressor may also be used.

Furthermore, although the configuration using a microcomputer as a controller has been shown, the present invention has a configuration using a command value setting circuit, a comparison circuit,
It may be configured by combining electronic circuits such as a subtraction circuit, an absolute value circuit, and a logic circuit.

Furthermore, it is not necessarily necessary to provide two opening/closing detection means, one for the door and one for the trunk, and the effects of the present invention can be substantially achieved by simply detecting the opening/closing of at least one of them.

〔Effect of the invention〕

As explained above, the vehicle height control device of the present invention is capable of controlling the height of the vehicle when the vehicle is stopped and the vehicle stops at an uneven location, such as when one wheel runs onto a curb or falls off the curb. Since the configuration prohibits height adjustment, it prevents the vehicle height from going awry when the vehicle travels from an uneven road surface to a flat road surface, and prevents unnecessary vehicle height adjustment operations. is obtained.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing the basic configuration of a vehicle height control device of the present invention, Fig. 2 is a block diagram showing the configuration of an embodiment of the invention, and Fig. 3 is an example of a program executed on a microcomputer. FIG. 4 is a flowchart showing the processing procedure of another embodiment of the program executed on the microcomputer.
The figure is a time chart showing a specific example of processing related to one embodiment shown in FIG. 3, FIG. 6 is a time chart showing a specific example of processing related to another embodiment shown in FIG. 4, and FIG. 7 is a conventional device. 2 is a time chart showing a specific example of processing in . 1a to 1d...suspension device, 3a to 3
d...Air chamber, 6...Compressor, 8a-8d
...Supply/exhaust valve, 9...Exhaust valve, 10a~1
0d, 11... Electromagnetic solenoid, 13a to 13d
...Vehicle height sensor, 14...Vehicle speed sensor, 15...
Steering angle sensor, 16...Fuel pulse sensor, 17
...Brake switch, 18...Door opening/closing switch, 19...Trunk opening/closing switch, 21...Relay, 22...Motor, 24...Controller,
25...Microcomputer, 31...Interface circuit, 32...Arithmetic processing unit, 33...
Storage device.

Claims (1)

[Scope of Claims] 1. The wheels are adjusted by the vehicle height adjustment means so that the actual vehicle height value of the wheel portion detected by the vehicle height detection means falls within a preset target vehicle height region or matches the target vehicle height value. In a vehicle height control device that adjusts the vehicle height of the wheel portion by supplying fluid from a fluid supply source to a fluid chamber of a suspension device or discharging fluid from the fluid chamber, the vehicle is stopped or running. a stop/running detection means for detecting that the vehicle is running, and an average vehicle height value calculated based on an actual vehicle height value detected by the vehicle height detection means when the stop/running detection means detects that the vehicle is running. an opening/closing detection means for detecting opening/closing of at least one of the doors or the trunk; and an opening/closing detection means for detecting the opening/closing when the stopped/running detecting means detects that the vehicle is stopped. When the means detects that at least one of the doors or the trunk is closed, the actual vehicle height value detected by the vehicle height detection means is compared with the average vehicle height value calculated by the average vehicle height value calculation means. a vehicle height determination means when the vehicle is stopped, and the vehicle height adjustment means performs a vehicle height adjustment operation when the vehicle height determination means determines that the difference between the actual vehicle height value and the average vehicle height value is large. A vehicle height control device characterized in that it is prohibited. 2. The vehicle height control device according to claim 1, wherein the prohibition of vehicle height adjustment is performed by widening the width of a dead zone in which vehicle height adjustment is unnecessary. 3. The vehicle height control device according to claim 1 or 2, wherein the average vehicle height value calculation means calculates the average vehicle height value when a change in the vehicle body posture is small.