JP3026096B2 - Active suspension control system for vehicles - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a control device for an active suspension for a vehicle.

2. Description of the Related Art A suspension that supports a vehicle body by the pressure of a fluid, and a control valve that independently controls the injection of the fluid into the suspension and the discharge of the fluid in the suspension for each suspension are provided. A controller that calculates the fluid injection / discharge instruction amount for each suspension based on information such as the expansion / contraction displacement stroke of the suspension, issues an open / close control signal for each control valve, and controls the fluid injection / discharge for each suspension. Various types of active suspensions have conventionally been developed and have been disclosed, for example, in JP-A-62-139709.

Further, in the active suspension described above, the longitudinal acceleration and the lateral acceleration of the vehicle body are detected, and a change in the vehicle attitude (pitch or roll) caused by acceleration / deceleration or turning of the vehicle is predicted from the information. The applicant has developed a control logic for calculating the fluid injection and discharge instruction amounts for maintaining the vehicle posture in a preferable state and generating a control valve opening / closing control signal in the above-mentioned controller. Patent application for 246242.

Problems to be Solved by the Invention As described above, feedback control for performing control to maintain a target vehicle body posture in response to a state change occurring in the vehicle body such as expansion and contraction displacement stroke of a suspension, longitudinal acceleration and lateral acceleration In the active suspension, which has a predictive control for detecting the load movement amount expected to be caused by them and controlling the vehicle body so as not to cause a change in the posture of the vehicle, the feedback control described above does not change even if the vehicle body weight changes. Although it does not matter, in the case of predictive control, if the weight of the vehicle becomes heavier or lighter than the set reference value due to changes in the loading state, the amount of fluid injection and discharge control will be insufficient or too large, and the transient state will occur. Causes a deviation from the target vehicle body posture.

An object of the present invention is to address the above problems.

Means for Solving the Problems As described above, the present invention performs feedback control corresponding to a change in the state of a vehicle body such as a stroke of expansion and contraction of a suspension and predictive control corresponding to a longitudinal acceleration and a lateral acceleration of the vehicle body. A control device for an active suspension of a vehicle detects a loaded state from an average value of a suspension reaction force value of each suspension within a predetermined time, and corrects a fluid injection and discharge control amount by the above-described predictive control according to the stacked state. It is characterized in that a correction means is provided.

In the above, the predictive control system basically calculates and calculates the amount of load movement in the front-rear direction and the lateral direction from the longitudinal acceleration and the lateral acceleration detected by the longitudinal g-sensor and the lateral g-sensor and vehicle specifications. Calculate the suspension reaction force increase / decrease value of each suspension caused by the applied load movement amount, and calculate the fluid injection and discharge control amount required for each suspension to maintain the suspension internal pressure corresponding to the suspension reaction force increase / decrease value. Based on the calculation results, fluid injection and discharge commands for each suspension are issued to prevent a change in pitching or rolling of the vehicle body, but the load movement amount is calculated based on the correction value for each suspension calculated by the correction means. By correcting the calculated value or the calculated value of the fluid injection / discharge control amount, control corresponding to the vehicle body weight is performed. No deviation occurs, and the stability of control can be improved.

Embodiment An embodiment of the present invention will be described below with reference to the accompanying drawings.

FIGS. 1 and 2 are mounted layout and system diagram of the vehicle showing a first embodiment of a control system for active suspension should be applied the present invention, the said 1,2 diagram, 1 _1, 1 ₂ left and right front wheels of the suspension, 1 _3, 1 ₄ suspension of the left and right rear wheels, the oil of the gas spring section D that partitioning the gas chamber B which is sealed with the oil chamber a in the diaphragm C is a respective suspensions The chamber A communicates with the oil chamber F of the oil cylinder E via an orifice G. One end of the oil cylinder E (for example, the bottom surface of the cylinder) is connected to a wheel-side member such as a suspension arm and the other end (for example, a piston rod). Are connected to the vehicle body side members, and oil flows between the oil chambers F and A of the gas spring portion through the orifice G to generate an appropriate damping force with respect to the vertical load. This shows an example in which a conventionally known bydro-pneumatic suspension which obtains a spring action by volume elasticity of a gas sealed in a gas chamber B via a diaphragm C is adopted.

2 ₁ , 2 ₂ , 2 ₃ , 2 ₄ are control valves for supplying oil to and discharging oil from the oil chamber F of the oil cylinder E of each of the above suspensions. Valve 2 ₁ , 2
_2, 2 _3, 2 ₄ are controlled independently by a valve drive signal from the controller 3 to be described later.

Reference numeral 4 denotes an oil tank; and 5, an oil pump. The oil pump 5 is rotatably driven by an engine 6. In the illustrated embodiment, the oil pump 5 'for power steering and the oil pump 5 are tandemly operated by the engine 6. An example is shown in which both oil pumps 5, 5 'are driven to rotate simultaneously.

The discharge oil of the oil pump 5 is stored in the high-pressure accumulator 8 through the check valve 7 and when one or more of the control valves is switched to the injection side, the control valve switched to the injection side When high-pressure oil is supplied to the oil chambers of one or more suspensions, and one or more of the control valves are switched to the discharge side, one of the control valves switched to the discharge side is used. Alternatively, oil is discharged from oil chambers of two or more suspensions and flows into the oil tank 4 through the oil cooler 9.

Reference numeral 10 denotes a relief valve, 11 denotes a load / unload valve, and the load / unload valve 11 receives a signal from the controller 3 based on a signal from a pressure sensor 81 that detects that the high-pressure accumulator 8 has reached a predetermined set pressure. The state is switched to the unloading state shown in the figure, and the oil discharged from the oil pump 5 flows to the oil cooler 9 and flows into the oil tank 4.

Suspension stroke each suspension 1 _1, 1 _2, 1 _3, 1 _4, for detecting the vertical relative displacement i.e. expansion stroke change of the suspension in the vertical g sensor 12 and the sprung and unsprung detecting a vertical acceleration of the sprung Sensors 13 are provided, and detection signals from the vertical g sensor 12 and the suspension stroke sensor 13 are input to the controller 3, respectively, and a longitudinal g sensor 14, which detects longitudinal acceleration (front and rear g) of the vehicle body,
Lateral g sensor 15 for detecting the lateral acceleration (lateral g) of the vehicle body
(Including a method of calculating the lateral g by calculation from the vehicle speed and the turning angle detected by the vehicle speed sensor and the turning angle sensor, or a method of calculating the lateral g from the steering torque and the steering assist force, etc.) and the vehicle speed for detecting the vehicle speed A sensor S or the like is provided, and these detection signals are also input to the controller 3, and the controller 3 performs the following control based on these signal inputs.

Next, the control logic of the controller 3 will be described with reference to FIG.

In FIG. 3, a portion surrounded by a chain line is one of the front, rear, left and right suspensions, for example, the suspension of the left front wheel.
A control block diagram of a 1 _1, but in the third figure is not shown comprises four sets of the same control logic as this,
Control is performed independently for each suspension.

When the vertical acceleration and the suspension stroke change are detected by the respective sensors 12 and 13 in each suspension unit, a low-pass filter LP is applied to the vertical acceleration signal.
The high frequency component is reduced through F, remove a signal set range near zero through deadband circuit I _1, to obtain a control instruction amount Q ₁ of the gain G ₁ tailored to the characteristics of the multiplication to the control valve.

Suspension stroke varying signal differentiating circuit D which passes through the _C and divided into two types with intact ones, differentiating circuit signal through the D _C suspension stroke changing speed signal and becomes deadband circuit I ₂
Next control instruction amount Q ₂ to which was combined with the control valve characteristic is multiplied by a further gain G ₂ is removed signal setting range near zero through, suspension stroke varying signal reference vehicle height signal generating circuit H
By reading the state of the vehicle height adjustment switch 16, the difference from the reference vehicle height signal instructed is taken to become the actual suspension stroke change signal, and the signal in the set range near zero is removed through the dead band circuit I ₃ to increase the gain G ₃ . hung in the control instruction amount Q ₃ which fit the control valve characteristic.

The control instruction amounts Q ₁ , Q ₂ , Q ₃ according to the above-described control valve characteristics are, for example, when the control valve is a flow control valve, controls the amount of oil to be injected or discharged in consideration of the valve opening / closing characteristics. This means switching to the valve opening instruction time or valve opening degree on the injection side or discharge side of the valve.

The three control command quantities Q ₁ , Q ₂ , and Q ₃ are added and converted into a correction command quantity Q that takes into account annular conditions such as temperature and pressure loss due to a difference in pipe length through a control quantity correction circuit R, and generates a valve drive signal. issues a control valve opening and closing signal through the circuit W, the control valve 2 ₁
Is switched to the injection side or the discharge side, and oil is injected or discharged into the suspension ₁₁ as indicated.

In the above control, by controlling said to inject oil into the suspension 1 in ₁ for the upward downward acceleration to discharge oil in the suspension 1 ₁ for acceleration at control of the vertical acceleration, the road surface Injecting and discharging oil in the direction of maintaining the vehicle height at the reference vehicle height in a direction that maintains softness and soft damping for the force from below, such as pushing up from above, and for the force from above (ie, the body). It works to create an apparently rigid suspension characteristic to maintain the vehicle height in cooperation with the control by the suspension stroke change speed and suspension stroke change, and the unsprung resonance by passing the vertical acceleration signal through the low-pass filter LPE. Does not respond so much to vibrations in the high frequency range, and control is concentrated on vibrations in the low frequency range near sprung resonance, consuming energy Consumption type ride comfort, and control specification of Baujingu priority.

The vehicle height adjustment switch 16 is, for example, a switch for switching from a normal vehicle height to a high vehicle height. When the normal vehicle height is selected, the reference vehicle height signal generation circuit H emits a low reference vehicle height signal, When the vehicle height adjustment switch 16 is switched to the high vehicle height side, the reference vehicle height signal generation circuit H generates a high reference vehicle height signal, and the control based on the suspension stroke change signal is a control for maintaining the vehicle height at the reference vehicle height. When the reference vehicle height is switched from the low reference vehicle height to the high reference vehicle height, the oil injection control instruction amount Q ₃ is calculated according to the deviation from the target reference vehicle height.
Emit raising the vehicle height by injecting oil into the suspension 1 ₁ to a height equal to the high reference vehicle height, the vehicle height adjustment switch 16
Acts to lower the oil was drained vehicle height in the suspension 1 ₁ issues a control instruction amount Q ₃ of the oil discharged in accordance with the deviation between the target reference vehicle height by returning to the normal ride height side to the normal reference vehicle height the I do. Oil is taken in and out by switching the vehicle height adjustment switch 16 at the same time in all suspensions.

In addition to the control in the normal running state described above,
When a large acceleration suddenly acts in the front-rear direction or the left-right direction, such as when suddenly accelerating or turning sharply, the front and rear g sensor 14 and the lateral g sensor 1 are used to perform accurate vehicle body posture control without delay.
Control logic based on the five detection signals is provided.

That is, as shown in FIG. 3, the longitudinal acceleration signal detected by the longitudinal g sensor 14 is not reacted by the hysteresis circuit 17 and the dead band circuit 18 at a normal longitudinal g fluctuation during normal running, and is not affected by the full accelerator or the moderate acceleration. The signal is converted so as to operate when a large pitching of the vehicle body occurs as in the above-described braking, and the converted signal is input to the longitudinal load movement amount calculation circuit 19. The front-rear load movement amount calculating circuit 19 calculates the front-rear load based on the input signal, the vehicle data such as the vehicle weight stored in advance, and the ground height information of the current vehicle body weight obtained from the vehicle height adjustment switch 16. The amount of load movement in the direction is calculated, and the calculation result is output to the suspension reaction force increase calculation circuit 20. Sus reaction force increase calculation circuit 20
Is the driving force and braking force applied to the tire according to the input information of the amount of load movement in the front-rear direction and the type and driving type (front wheel driving type, rear wheel driving type or four-wheel driving type, etc.) of each suspension. In consideration of the above, the amount of increase / decrease of the suspension reaction force which would be caused by the above-mentioned load movement amount at each suspension position is calculated for each suspension.

From the above suspension types, drive types, etc.,
Considering the driving force and braking force applied to the tires, for example, in the case of a trailing arm type suspension, when the braking force acts on the wheels, the reaction force is supported by the swinging bearing of the trailing arm, In general, a moment in the direction of contracting the suspension spring is added (anti-lift geometry characteristic during braking), and the moment is added to the front-wheel side for the front-rear load movement caused by the inertial force. On the rear wheel side, it appears as a state of being subtracted, and the suspension reaction force at the time of acceleration is added with a moment in the direction in which the suspension spring is extended by the driving reaction force on the driving wheel, and such a moment on the driven wheel No occurrence. The moment to be added or subtracted differs depending on the arrangement of the trailing arm, the arrangement of the swing axis, and the like. In a wishbone type suspension, the inclination of the swing axis of the upper and lower control arms causes
The McPherson type suspension varies depending on the inclination of the suspension strut and the position of the rotation axis of the lower arm.

As described above, the amount of increase / decrease in the suspension reaction force for each suspension that may be caused by the amount of front / rear load movement accompanying braking or acceleration must take into account the braking force and driving force applied to each wheel from the type of suspension and drive type. It cannot be calculated accurately.

The lateral acceleration signal detected by the lateral g sensor 15 is also passed through the hysteresis circuit 21 and the dead zone circuit 22 so as not to react to slight lateral g fluctuations during normal running, as in the case of the front and rear g sensor 14, so that only signals having a predetermined value or more are obtained. Is input to a roll moment calculation circuit 23. The roll moment calculation circuit 23 preliminarily stores vehicle specifications such as body weight and the ground height of the vehicle center of gravity obtained from the vehicle height adjustment switch 16 from the input signal. , And calculates the generated roll moment based on the information of the height of the roll center determined by the suspension geometry, and outputs the calculation result to the front / rear wheel left / right left / right load movement distribution circuit 24.

On the other hand, the vehicle speed signal of the vehicle speed sensor S is input to a roll moment front-rear distribution ratio setting circuit 25, and the roll moment front-rear distribution ratio setting circuit 25 is configured based on the vehicle speed-roll moment front-rear distribution ratio setting characteristic set in advance. A roll moment front-rear distribution ratio is determined from the input vehicle speed information, and is output to the front / rear wheel left / right load moving amount distribution circuit 24.

The front and rear wheel left / right load movement amount distribution circuit 24 calculates the generated roll moment input from the roll moment calculation circuit 23,
In accordance with the roll moment front-rear distribution ratio determined by the roll moment front-rear distribution ratio setting circuit 25, the moment is distributed to the front and rear wheels, and the left and right load moving amount of the front and rear wheels is calculated.

In the suspension reaction force increase calculation circuit 26, the total lateral force applied to the tire corresponding to the generated lateral g is distributed to the front and rear so as to be balanced in the yaw moment balancing type in the steady state with the distance between the vehicle center of gravity and the distance between the front and rear axles. The left and right load displacement distribution circuit 24 calculates the left and right load displacements of the front and rear wheels and the suspension vertical reaction force increase and decrease separately for each of the front and rear suspensions, taking into account the lateral force of the front and rear tires, the vehicle height, and the suspension type. calculate.

The suspension reaction force increase / decrease amounts calculated by the respective suspension reaction force increase calculation circuits 20 and 26 are added by the control amount calculation circuit 27 to obtain the total suspension reaction force increase / decrease value for each suspension, and the total suspension reaction force increase / decrease value is calculated. The amount of oil injection and discharge control required to maintain the internal pressure of each suspension corresponding to the force increase / decrease value is calculated for each suspension, and is converted by the control amount conversion circuit 28 into a control instruction amount according to the valve specifications. The control instruction amounts Q ₁ , Q ₂ ,
Is input to the control amount correction circuit R is added to the Q _3.

As described above, the control system that controls the oil injection and discharge mainly for improving the ride comfort independently of each suspension by the vertical acceleration on the sprung and the change of the suspension stroke between the sprung and unsprung is added to the longitudinal and lateral g of the vehicle body. With the addition of control logic for controlling the attitude of the vehicle body by g, during acceleration / deceleration, turning, etc., the body pitch control and the roll of the vehicle body are primarily controlled by the control logic based on the front and rear g and the lateral g. Precise body attitude control without delay is performed, and the front-rear distribution ratio of roll moment is variably controlled according to the vehicle speed in the body roll control system by lateral g, and the distribution ratio of front and rear suspension reaction force increase / decrease By providing the logic for controlling the change, for example, at high speeds, normal understeering (generally set to relatively understrength weak understeering) can be achieved. Low speed keeping the sexual is one that can When variable steering characteristic in accordance with such vehicle speed to increase the vehicle turning property to the understeer tendency is changed to or oversteer side further weakening than in the high-speed.

In the control system shown in FIG.
The control based on the detection signal of the suspension stroke sensor 13 is a feedback control corresponding to a state change that has occurred in the vehicle body. Therefore, it does not matter if the weight of the vehicle body changes due to a change in the loading state. The control based on the 15 detection signals is a predictive control for predicting the amount of load movement that would be caused by front and rear g and side g when they occur, so as not to cause a change in the vehicle body posture.
If the weight of the vehicle body changes due to a change in the loading state, the control amount is insufficient or the control amount is too large, so that the intended function cannot be sufficiently performed in a transient state.

Therefore, in the present invention, the suspensions 1 ₁ , 1
_2, 1 _3, 1 ₄ of suspension reactive force sensor 29 which detect at Blu reaction force, for example, the internal pressure of the suspension or load cell or the like is provided, the detection signal of the suspension reaction force sensor 29 is input into the correction gain setting unit 30 Is done. The correction gain setting means 30 causes the vehicle to travel substantially straight ahead (forward) at a substantially constant speed from each detection signal of the front and rear g sensor 14 and the lateral g sensor 15 or from each detection signal of the vehicle speed sensor S and the steering angle sensor 31. And the suspension reaction force sensor 29 detects while the constant speed immediately preceding travel determination circuit 30a determines that the vehicle is traveling substantially straight at a substantially constant speed. A suspension reaction force average value calculation circuit for calculating an average value of the determined suspension reaction force value during a certain period of time T (a period longer than the body pitching cycle represented by the reciprocal of the vehicle body natural frequency, for example, set to about 2 seconds). and 30b, the suspension reaction force mean a suspension reaction force value of the suspension is calculated for each suspension ratio of the reference suspension reaction force value F ₀ corresponding to when the reference vehicle weight as the correction gain K = / F ₀ Correction gain calculation circuit 30c Becomes a control amount based on the front and rear g and lateral g corrected by multiplying the correction gain K for each suspension.

The multiplication of the correction gain K may be performed on the amount of load movement obtained by the control system based on the front and rear g and the lateral g as shown by the solid line in FIG. 3, or by the control amount calculation circuit 27 as shown by the dotted line. The control may be performed on the obtained control amount.

FIG. 4 is a flowchart showing the setting of the correction gain K in the correction gain setting means 30.
FIG. 5 is a flowchart showing a case where the multiplication of the correction gain K is performed on the control amounts F ₄ and F ₅ obtained by the control amount calculation circuit 27. In FIG. 5, the calculation of STEP12 and STEP13 is performed by the control amount calculation circuit 27, and the calculation of STEP14 is the control amount conversion circuit.
Done at 28.

By performing the correction according to the change in the vehicle body weight as described above, the prediction control of the transient state by the front and rear g and the lateral g sensing becomes accurate, and a desired vehicle body posture can be obtained.

 Next, a second embodiment of the present invention will be described.

In the first embodiment, the injection and discharge of the fluid into and from each suspension is controlled by the flow rate of the fluid, that is, the opening time of the control valve. In the second embodiment, the injection and discharge are performed by the pressure. The example which controls is shown. For that purpose, a control valve has been conventionally known as shown in FIG.
No. 305015) is used.

The pressure proportional control valve includes a housing 40, a spool 41, a solenoid 42, and the like.

The housing 40 has a first port 45 communicating with the low-pressure fluid tank 47, a second port 46 communicating with the high-pressure fluid tank 48, and a third port 50 communicating with the inside of the suspension 1.

The spool 41 is formed with grooves 51 and 52 corresponding to the first port 45 and the second port 46, respectively.
41 slides to a position where the low pressure fluid tank 47 communicates with the interior of the suspension 1, a position where the high pressure fluid tank 48 communicates with the interior of the suspension 1, and a position where both tanks 47 and 48 do not communicate with the suspension 1. It is configured to obtain. At one end of the pool 41, a suspension internal pressure is applied via a passage 54 communicating the third port 50 with the pilot chamber 53. At the other end of the spool 41, a shaft extending into the solenoid 42 is provided. 41a is connected continuously. Therefore, the pressure proportional control valve variably controls the current value applied to the solenoid 42, thereby
The acting force of the spool 42 on the spool 41 is variably controlled, and the suspension internal pressure can be dynamically controlled.

Here, the suspension internal pressure acting on one end of the spool 41 and the spool pressing force of the spring 43, the solenoid acting force when the reference applied current value i _{0 is} applied, and the spring force of the spring 44 acting on the end of the shaft 41a are generated. by a spool pressing force, the suspension pressure is assumed to be set to a predetermined reference pressure, increase and decrease the amount of change from the reference applied current value i ₀ of the applied current value of the solenoid to change from the reference pressure of the suspension pressure Corresponding.

FIG. 6 shows a control system of the present invention when the above-mentioned pressure proportional control valve is used.

The basic control functions are the same as those of the first embodiment,
In the first embodiment, the flow rate Q is calculated as the control instruction amount, but in the present embodiment, for example, the applied current value of the solenoid 42 is calculated.
The difference is that the amount of change from i _{0, that is} , the amount of pressure change P is calculated as the control instruction amount.

Further, since the suspension reaction force and the suspension internal pressure are equivalent, the suspension reaction force average value calculation circuit 30b is provided by the suspension reaction force sensor 29.
, The pressure change amount P from the control amount correction circuit R is input, and the average value of the suspension reaction force is calculated from this.

As described above, control for compensating for a change in the loaded state can be performed without using a special sensor such as the suspension internal pressure sensor or the suspension reaction force sensor 29 such as a load cell of the first embodiment, which is the present embodiment. The control system is configured less expensively.

FIG. 8 is a flowchart when the multiplication of the correction gain K is performed on the control amounts F ₄ and F ₅ obtained by the control amount calculation circuit 27 in the second embodiment. Specifically, it is the same as that of the first embodiment shown in FIG.

It should be noted that the present invention is not limited to the first and second embodiments, but has a suspension for supporting the vehicle body by the pressure of the fluid, and is provided with at least means for detecting a change in the expansion / contraction stroke of the suspension. Independently controls the injection and discharge of fluid for each suspension so that the vehicle attitude is kept normal according to the vehicle, and a front and rear g sensor for detecting front and rear g of the vehicle and a side g of the vehicle.
Having one or both of the lateral g sensors for detecting
The present invention is applicable to all active suspensions for vehicles that perform fluid injection and discharge control corresponding to front and rear g and / or horizontal g.

Advantageous Effects of the Invention As described above, according to the present invention, feedback control corresponding to a change in vehicle posture such as, for example, an expansion / contraction displacement stroke of a suspension, and a load movement that would be generated from longitudinal acceleration or lateral acceleration are predicted. A control device for an active suspension of a vehicle that performs predictive control to prevent a change in vehicle attitude due to load movement, and detects a loading state from an average value of a suspension reaction force value of each suspension within a predetermined time, By providing a correction means for correcting the fluid injection and discharge control amounts by the predictive control according to the loading state, a large longitudinal acceleration or a large longitudinal acceleration or acceleration is applied to the vehicle body at the time of sudden braking, sudden acceleration, or sudden turning. When the lateral acceleration is suddenly applied, the vehicle attitude control corresponding to the weight of the vehicle body is performed with high responsiveness and high accuracy, and it is possible to control the vehicle in the transient state. It is unlikely that the vehicle will deviate from the target vehicle attitude, and it can improve the stability of control.It can further enhance the active suspension function, and has a great effect in practical use. What you get.

[Brief description of the drawings]

FIGS. 1 to 5 show a first embodiment of the present invention. FIG. 1 is a perspective view showing an arrangement of an active suspension control system mounted on a vehicle, and FIG. System explanatory diagram, FIG. 3 is a block diagram of a control system,
FIG. 4 is a flowchart showing the operation of the correction gain setting means of FIG. 3, and FIG. 5 is a flowchart showing an example of a control amount correction operation using the correction gain. 6 to 8 show a second embodiment of the present invention. FIG. 6 is a block diagram of a control system, FIG. 7 is a sectional view showing a basic structure example of a pressure proportional control valve, and FIG. FIG. 8 is a flowchart showing an example of the control amount correction operation by the correction gain of FIG. 1 ₁ , 1 ₂ , 1 ₃ , 1 ₄ …… Suspension, 2, ₁ , 2 ₂ , 2 ₃ , 2 ₄ … Control valve, 3… Controller, 13… Suspension sensor, 14… Back and forth g sensor, 15 ... lateral g sensor, 29 ... suspension reaction force sensor, 30 ... correction gain setting means.

Continuation of front page (56) References JP-A-63-212117 (JP, A) JP-A-62-139709 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60G 17 / 015

Claims (3)

(57) [Claims] 1. A feedback system which has a suspension for supporting a vehicle body by the pressure of fluid, and independently controls the injection and discharge of fluid for each suspension so as to maintain a target vehicle posture in accordance with a change in the expansion and contraction stroke of the suspension. The control system, the longitudinal g sensor for detecting the longitudinal acceleration of the vehicle body, and / or the lateral g sensor for detecting the lateral acceleration of the vehicle body may generate the longitudinal acceleration or the lateral acceleration based on the signal of one or both of the signals. A suspension reaction force value of each suspension in an active suspension of a vehicle having a controller having a predictive control system for controlling fluid injection and discharge of each suspension so as to anticipate a load shift and prevent a change in the vehicle attitude due to the load shift. Detecting the loading state of the vehicle from the average value within a predetermined time, and performing the prediction control according to the loading state. Fluid injection, emission control of the correction control device for a vehicular active suspension that characterized in that the correction means provided in the predictive control system of the controller for the. 2. An average value of the suspension reaction force value of each suspension within a predetermined time is determined for each suspension based on a detection signal value of a suspension internal pressure sensor or a suspension reaction force sensor such as a load cell provided for each suspension. The control device for a vehicle active suspension according to claim 1, wherein the control is performed. 3. When the control command amount of the controller is pressure, the average value of the suspension reaction force value of each suspension within a predetermined time is calculated for each suspension based on the control command amount. The control device for an active suspension for a vehicle according to claim 1, wherein: