JP3194437B2 - Vehicle suspension system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension system for optimally controlling a damping coefficient of a shock absorber.

[0002]

2. Description of the Related Art Conventionally, as a vehicle suspension device for controlling a damping coefficient of a shock absorber, for example, Japanese Unexamined Patent Publication No.
What is described in 163011 is known.

This conventional vehicle suspension detects a sprung vertical speed and a relative speed between sprung and unsprung, and sets the damping coefficient to hard when both have the same sign, and sets the damping coefficient when both have different signs. The damping coefficient control, such as softening, is performed independently for the four wheels.

[0004]

In the above-described conventional apparatus, control is performed to minimize the excitation energy on the spring of each wheel. However, in practice, the spring on each of the four wheels becomes a rigid body. Therefore, the sprung up and down speeds move in relation to each other. Therefore, if the four wheels are controlled independently, there is a problem that the behavior of the vehicle body becomes uncomfortable, and if the characteristics of the hardware suitable for the movement in the bounce direction are used, for the vehicle body movement in which bounce and pitching are coupled, Because the body moment of inertia around the center of gravity of the body is added to the sprung mass,
There was a problem that the steering stability was not sufficiently improved due to insufficient damping force (control force).

[0005] In order to solve this problem, the present applicant has filed an application for a vehicle suspension device (hereinafter referred to as prior art) according to Japanese Patent Application No. 3-287877. This prior art multiplies the damping coefficient of the shock absorber by multiplying the bounce component by the bounce coefficient, multiplying the pitch component by the pitch coefficient,
The control is performed based on a control signal obtained by multiplying a roll component by a roll coefficient.

[0006] However, even in this prior art,
The following issues were left to be solved. That is,
When the vehicle travels, the input from the road surface is basically input in the order of front wheels and rear wheels. The displacement of the vehicle body due to the road surface input increases as the speed decreases, and the input frequency between the front and rear increases as the speed increases.

Accordingly, in response to such a change in the road surface input characteristic according to the vehicle speed, it is sufficiently possible to obtain the maximum vibration damping effect and to control the sprung mass without any discomfort in all vehicle speed ranges. Did not.

The present invention has been made in view of the above-described problems, and therefore, it is possible to perform appropriate control corresponding to bounce and pitching without causing a sense of incongruity in the behavior of the vehicle body and without causing insufficient damping force. It is an object of the present invention to provide a vehicle suspension device capable of obtaining the effect of being able to be performed in all vehicle speed ranges.

[0009]

Accordingly, in the present invention, the above object is achieved by providing a coefficient correction section for changing each of the bounce, pitching and roll coefficients according to the vehicle speed.

That is, as shown in the claim correspondence diagram of FIG. 1, the vehicle suspension system of the present invention is interposed between the vehicle body side and each wheel side, and is capable of changing the damping coefficient by the damping coefficient changing means a. A bouncing component detecting means c for detecting a bouncing component of the vehicle body, a pitch component detecting means d for detecting a pitch component of the vehicle body, a roll component detecting means e for detecting a roll component of the vehicle body, and a vehicle speed detecting detecting a vehicle speed. Means f and damping coefficient control for controlling the damping coefficient of each shock absorber b based on a control signal obtained by multiplying the bounce component by the bounce coefficient, multiplying the pitch component by the pitch coefficient, and multiplying the roll component by the roll coefficient. Means g
Provided in the damping coefficient control means g,
The coefficient, pitch coefficient, and roll coefficient are changed according to the vehicle speed.
Coefficient correction unit and the coefficient obtained by the coefficient correction unit
The gain of the control signal obtained by multiplying by
A control correction unit having a gain correction unit for
In the coefficient correction unit, the bounce coefficient and the pitch
Number and roll coefficient for front wheel and rear wheel respectively
The coefficient is set with a characteristic different from each coefficient for
In the correction unit, the gain is the front wheel gain and the rear wheel gain.
It is set with different characteristics from the in .

[0011] The coefficient correction section includes a front wheel bounce.
・ Roll / pitch coefficients and bounce / roll for rear wheels
・ Has a map showing values corresponding to vehicle speeds for each pitch coefficient
You may make it.

Further, the gain correction section corresponds to the vehicle speed.
Values corresponding to the vehicle speeds of the front wheel gain and the rear wheel gain
May be provided.

[0013]

The bounce component detecting means, the pitch component detecting means, and the roll component detecting means include the vertical vibration on the spring.
When the detected bouncing component , pitching component , and roll component are detected, the damping coefficient control means multiplies the bounce component by the bounce coefficient, multiplies the pitch component by the pitch coefficient,
The control signal is obtained by multiplying the roll component by the roll coefficient, and the damping coefficient of the shock absorber is controlled according to the control signal.

In the coefficient correction section of the damping coefficient control means, the bounce, pitch and roll coefficients to be multiplied when obtaining the control signal are changed in accordance with the vehicle speed, for example, as the speed is lower and the speed is higher as the speed is higher. Also, these coefficients
Have different coefficients for the front and rear wheels, respectively.
For example, the front wheel side is smaller than the rear wheel side.
By setting the value to an understeer characteristic,
Can tune the driving characteristics of the vehicle
You. This correction may be performed by calculation, or may be performed using a map as described in claim 2 .

Further, according to the present invention, the coefficient obtained by the coefficient correction unit is obtained.
The gain of the control signal obtained by multiplying the
Front wheel gain and rear wheel gain according to vehicle speed
With a different gain characteristic. Therefore, the road surface
As the input characteristics change according to the vehicle speed,
The maximum damping force can be obtained at the vehicle speed
Tuning flexibility is improved.

As described above, in the present invention, it is possible to obtain the maximum control force not only for bounce but also for pitch and roll in all speed ranges.
In this way, since the bounce, pitch, and roll related controls are performed, there is no sense of incongruity. In addition, the degree of correction of the coefficient and the gain corresponding to the vehicle speed as described above is arbitrarily adjusted and the front wheel and the rear wheel are made different from each other to change the ride quality and the steering characteristics of the vehicle according to the vehicle speed . This
As a result, the degree of freedom in tuning the vehicle is improved.

[0017]

An embodiment of the present invention will be described with reference to the drawings. (First Embodiment) First, the configuration will be described.

FIG. 2 is a structural explanatory view showing a vehicle suspension system according to a first embodiment, which is an embodiment to which all of the inventions according to claims 1, 2 and 3 are applied. And four shock absorbers SA ₁ , SA ₂ , S
A ₃ , SA ₄ (when describing the shock absorber in a collective manner, and when describing the common configuration thereof, simply refer to SA). A vertical acceleration sensor (hereinafter, referred to as a vertical G sensor) 1 for detecting a vertical acceleration is provided on the vehicle body near each shock absorber SA.
And a vehicle speed sensor 5 is provided in a power train (not shown). Each sensor 1 is located near the driver's seat.
Is provided with a control unit 4 for inputting a signal from the controller 3 and outputting a drive control signal to the pulse motor 3 of each shock absorber SA.

FIG. 3 is a system block diagram showing the above configuration. The control unit 4 includes an interface circuit 4a, a CPU 4b, and a drive circuit 4c, and the interface circuit 4a has a signal from each of the sensors 1 described above. Is entered. In the interface circuit 4a, a set of five filter circuits shown in FIG. That is, LPF1
Is a low-pass filter circuit for removing high-frequency (30 Hz or more) noise from signals sent from the upper and lower G sensors 1. LPF2 is a low-pass filter circuit LP
This is a low-pass filter circuit for integrating a signal indicating acceleration that has passed through F1 and converting the signal into a sprung vertical velocity. B
The PF1 passes the frequency range including the sprung resonance frequency and passes through the bounce component signals v (v1, _v2 , _v3 , _v4 , where the numbers ₁ , ₂ , ₃ , ₄ are at the positions of the respective shock absorbers SA. (The same applies to the following.) The BPF 2 allows the pitch component signal v ′ to pass through a frequency range including the pitch resonance frequency.
(V ₁ ′, v ₂ ′, v ₃ ′, v ₄ ′). The BPF 3 allows the roll component signal v ″ (v
_{1 ", v 2", v} 3 ", v 4") is a band-pass filter circuit forming the. Incidentally, in the present embodiment, the case where the sprung resonance, the pitch resonance, and the roll resonance have different frequencies is taken as an example. However, when these resonance frequencies are close to each other, only the BPF1 may be used as the bandpass filter.

Next, FIG. 4 is a sectional view showing the structure of the shock absorber SA.
A is a cylinder 30, a piston 31 that defines the cylinder 30 in an upper chamber A and a lower chamber B, an outer cylinder 33 in which a reservoir chamber 32 is formed on the outer periphery of the cylinder 30, a lower chamber B and a reservoir chamber 32. And a piston 32
A guide member 35 for guiding the sliding of the piston rod 7 connected to the outer cylinder 33, a suspension spring 36 interposed between the outer cylinder 33 and the vehicle body, and a bump rubber 37.

FIG. 5 is an enlarged sectional view showing a portion of the piston 31. As shown in FIG. 5, the piston 31 has through holes 31a and 31b formed therein, and An extension damping valve 12 and a compression damping valve 20 for opening and closing 31a and 31b, respectively, are provided. A communication hole 39 that connects the upper chamber A and the lower chamber B is formed at the tip of the piston rod 7 that penetrates the piston 31, and further changes the cross-sectional area of the communication hole 39. , And an expansion-side check valve 17 and a pressure-side check valve 22 that allow and shut off the flow of the fluid communication hole 39 in accordance with the flow direction of the fluid. The adjuster 40 is rotated by the pulse motor 3 (see FIG. 4).
Also, the first end of the piston rod 7 is
A port 21, a second port 13, a third port 18, a fourth port 14, and a fifth port 16 are formed. Reference numeral 38 in the figure denotes a retainer on which the pressure side check valve 22 is seated.

On the other hand, the adjuster 40 has a hollow portion 19, a first horizontal hole 24 and a second horizontal hole 25 communicating between the inside and the outside, and a vertical groove 23 formed in the outer peripheral portion. I have.

Therefore, between the upper chamber A and the lower chamber B, as a flow path through which fluid can flow during the extension stroke, the inside of the extension-side damping valve 12 is opened through the through hole 31b to open the lower chamber. B, the first port D on the extension side, the second port 13 and the flute 2
(3) a second expansion passage (E) that opens the outer peripheral side of the expansion damping valve (12) through the fourth port (14) to reach the lower chamber (B);
The extension side check valve 17 is opened via the port 13, the vertical groove 23, and the fifth port 16, and the extension side third valve reaching the lower chamber B is opened.
The flow path F, the third port 18, the second lateral hole 25, and the hollow portion 19
There are four flow paths of a bypass flow path G which leads to the lower chamber B via. Also, as a flow path through which fluid can flow in the pressure stroke,
The upper side chamber A is opened by opening the pressure side first flow path H passing through the through hole 31a and opening the pressure side damping valve 20, and opening the pressure side check valve 22 via the hollow portion 19, the first horizontal hole 24, and the first port 21. Pressure side second flow path J leading to the hollow portion 19, the second lateral hole 2
5, there are three flow paths: a bypass flow path G which reaches the upper chamber A via the third port 18.

That is, the shock absorber SA is configured such that the damping coefficient can be changed in multiple stages with characteristics as shown in FIG. 6 on both the extension side and the compression side by rotating the adjuster 40. That is, as shown in FIG. 7, a state where both the extension side and the compression side are soft (hereinafter, the soft area S
When the adjuster 40 is rotated counterclockwise from S), the damping coefficient can be changed in multiple stages only on the extension side, and the compression side becomes an area fixed to a low attenuation coefficient (hereinafter referred to as an extension side hard area HS). Conversely, when the adjuster 40 is rotated clockwise, the damping coefficient can be changed in multiple stages only on the compression side, and the expansion side becomes a region fixed to a low attenuation coefficient (hereinafter referred to as a compression side hard region SH). I have.

7, the KK section, the MM section, and the NN section in FIG. 5 when the adjuster 40 is disposed at the position of, are respectively shown in FIGS. FIG. 10 shows the damping force characteristics of each position in FIGS.

Next, the operation of the control unit 4 for controlling the driving of the pulse motor 3 will be described with reference to the flowchart of FIG. This control is performed separately for each shock absorber SA.

In step 101, the upper and lower G sensors 1,
In this step, the vertical acceleration G and the vehicle speed VV are read from 1, 1, 1 and the vehicle speed sensor 5.

Step 102 is a step for setting a bounce coefficient α, a pitch coefficient β, and a roll coefficient γ according to the vehicle speed VV based on the maps shown in FIGS. Note that each coefficient α, β, γ is attached to the lower right.
_{f and r} indicate those for the front wheel and those for the rear wheel, respectively. As shown in each figure, the bounce coefficient α
Is set such that α _f > α _{r in} a low speed region up to a predetermined speed, and α _f > α _r in a speed region higher than the predetermined speed, and the pitch coefficient β is set at a low speed up to the predetermined speed. 0 in the range, and β _f <β
_r, and the roll rate γ is set to be 0 in a low speed range up to a predetermined speed, and to be slightly γ _f <γ _{r in} a speed range above the predetermined speed. I have. As described above, the portion in the control unit 4 for setting the coefficients α, β, and γ according to the vehicle speed corresponds to a coefficient correction unit in the claims.

Step 103 is a process for each of the upper and lower G sensors 1,
Step of processing the vertical acceleration G obtained from 1, 1, 1 by each of the filter circuits LPF1, LPF2, BPF1, BPF2, and BPF3 to obtain a bounce component signal v, a pitch component signal v ', and a roll component signal v ". It is.

Step 104 uses the following equation (1).
The control signal V (V ₁ , V ₂ , V ₃ , V ₄ ) of each wheel position is calculated by multiplying each component signal v, v ′, v ″ by a bounce coefficient α, a pitch coefficient β, and a roll coefficient γ. This is the operation step.

[0031]

(Equation 1) v ₁ , v ₁ ′, v ₁ ″: front-wheel right sprung vertical speed signal v ₂ , v ₂ ′, v ₂ ″: front wheel left sprung vertical speed signal v ₃ , v ₃ ′, v ₃ ″ : sprung vertical velocity signal of the rear wheel right _{v 4, v 4 ', v} 4 ": a sprung vertical velocity signal of the rear wheel left. Also, in each equation, the part bounded by the first α _f and α _r is the bounce rate indicating the degree of bounce, and β
_{The portion between f} and β _r is the pitch rate indicating the degree of pitch, and the portion between γ _f and γ _r is the roll rate indicating the degree of roll. As described above, the bounce component v, the pitch component v ′, and the roll component v ″ are obtained in the control unit 4 based on the signals from the upper and lower G sensors 1. The part to be obtained constitutes the bounce component detection means, the pitch component detection means, and the roll component detection means in the claims.

Step 105 is based on the map shown in FIG. 19, and the proportional range θ _T (extension side),
This is a step of setting θ _C (pressure side). The proportional ranges θ _T and θ _C are set such that the proportional range θ _{T on the} extension side is set higher on the rear wheel side than on the front wheel side, while the proportional range θ _C on the compression side is set higher on the front wheel side. Decreases rapidly as the vehicle speed increases, but in the high-speed range, the front wheel side is set higher.

Step 106 is an attenuation coefficient (actually, the number of driving steps of the pulse motor 3) based on the control signal V.
Is a step of setting In this case, the number of steps of the pulse motor 3 for determining the attenuation coefficient is set by the following equation (2).

[0034]

(Equation 2) Note that MaxSTEP indicates the step at which the attenuation coefficient becomes the maximum (in the case of the extension stroke, the position shown in FIG. 7). Further, as shown in FIG. 20, the proportional ranges θ _T and θ _C represent steps between the time when the pulse motor 3 reaches the maximum damping coefficient from the area of the soft characteristic SS and the time when the control signal V is 0 to ±. This is a range for determining to which value the proportionality is to be increased. If the proportional ranges θ _T and θ _C are expanded, the step change from the soft characteristic (step 0) SS of the pulse motor 3 to the maximum damping coefficient is obtained. The rate becomes small and the maximum attenuation coefficient becomes difficult, and the gain of the control signal V becomes small. On the other hand, when the proportional ranges θ _T , θ _C are reduced, the rate of change from the soft characteristic (step 0) SS of the pulse motor 3 to the maximum damping coefficient increases, and the maximum damping coefficient tends to be increased. Gain increases.

Next, the operation of the embodiment will be described with reference to the time chart of FIG.

When the sprung vertical speed changes as shown by the control signal V in FIG.
The damping coefficient is controlled while alternately changing the characteristics to the expansion-side hard characteristic HS and the compression-side hard characteristic SH.

In the first embodiment described above, the following effects can be obtained.

[0038] A vehicle suspension system that is sufficiently large not only for bounces but also for rolls and pitches, can generate a control force that does not cause discomfort, and is excellent in ride comfort and steering stability. Can be provided.

In performing the above control,
Since only the upper and lower G sensors 1 are used as the detecting means, the number of parts can be reduced to reduce the cost and
The effect of reducing the time and labor for assembling, assembling space, and weight can be obtained.

In obtaining the bounce rate, pitch rate, and roll rate, different coefficients α,
Since β and γ are used and the coefficients α, β, and γ are determined according to the vehicle speed VV, the sprung vertical speed is reduced even if the sprung resonance frequency, the pitch resonance frequency, and the roll resonance frequency are different from each other. Based on this, each rate can be accurately detected, and the maximum vibration suppression force can be obtained at any vehicle speed in response to the road surface input characteristics changing with the vehicle speed. As a result, the degree of change in ride quality of the vehicle corresponding to the vehicle speed can be increased.

By increasing the proportional range θ of the control signal V at lower speeds corresponding to the vehicle speed VV, the gain of the control signal V is increased at lower speeds and increased at higher speeds. The effect of obtaining the damping force and the effect of improving the degree of freedom in tuning are further enhanced.

Since the bounce coefficient α and the roll coefficient γ are set smaller on the rear wheel side α _r , γ _r than on the front wheel side α _f , γ _f , understeer characteristics are obtained and high steering stability is obtained. Can be

Next, other embodiments will be described. In describing these embodiments, only differences from the first embodiment will be described. In addition, the first reference
The same reference numerals as those in the embodiments indicate the same objects.

(Second Embodiment) In the second embodiment, a part of the control unit 4 is different from that of the first embodiment. That is, in the second embodiment, the following equation is used for obtaining the control signal V. 3 is used.

[0045]

(Equation 3) In the second embodiment, the part for obtaining the bounce component v is different, and the bounce component v is different from each shock absorber S.
Only the component at the position A is input. Therefore, this second
In the embodiment, compared to the first embodiment, the control is such that the bounce component of each wheel is emphasized, and the characteristics of suppressing the roll and the pitch are suppressed.

Although the embodiment has been described above, the specific configuration is not limited to this embodiment, and any change in design or the like without departing from the gist of the present invention is included in the present invention.

For example, in the embodiment, the pitch rate is determined by the difference between the front and rear sprung vertical speeds, and the roll rate is determined by the difference between the left and right sprung vertical speeds. A sensor that detects a change in pitch angle or a sensor that detects a change in roll angle may be used.

Further, in the embodiment, the shock absorber having the expansion-side hard characteristic HS, the soft characteristic SS, and the compression-side hard characteristic SH is shown as the shock absorber, but as shown in FIG. Similarly, those having a well-known structure (for example, one described in Japanese Utility Model Application Laid-Open No. 63-112914) may be used.

[0049]

As described above, the vehicle suspension system of the present invention is based on a control signal obtained by multiplying a bounce component by a bounce factor, a pitch component by a pitch factor, and a roll component by a roll factor. , the damping coefficient control means for controlling the damping coefficient of the shock absorbers, further, each
The coefficient is set to different characteristics for the front wheel and the rear wheel.
A coefficient correction unit for changing the value according to the vehicle speed, and
In the front wheel and the rear wheel, and
As a result, a variable cell gain correction unit is provided to provide maximum control power not only for bounce but also for pitch and roll in all vehicle speed ranges, thereby improving ride comfort and steering. The effect that the stability can be improved can be obtained, and the ride quality can be changed depending on the vehicle speed, and the effect that the tuning freedom of the vehicle is improved can be obtained.

[Brief description of the drawings]

FIG. 1 is a conceptual view of a claim showing a vehicle suspension system of the present invention.

FIG. 2 is a configuration explanatory view showing a vehicle suspension system according to a first embodiment of the present invention.

FIG. 3 is a system block diagram showing a vehicle suspension system according to a first embodiment.

FIG. 4 is a sectional view showing a shock absorber applied to the first embodiment device.

FIG. 5 is an enlarged sectional view showing a main part of the shock absorber.

FIG. 6 is a damping force characteristic diagram corresponding to a piston speed of the shock absorber.

FIG. 7 is a damping coefficient characteristic diagram corresponding to a step position of a pulse motor of the shock absorber.

FIG. 8 is a perspective view of the shock absorber shown in FIG.
It is -K sectional drawing.

FIG. 9 is a perspective view of the shock absorber shown in FIG.
It is a -M sectional view.

FIG. 10 is a sectional view taken along line NN of FIG. 5 showing a main part of the shock absorber.

FIG. 11 is a damping force characteristic diagram when the shock absorber is on the extension side hard.

FIG. 12 is a damping force characteristic diagram of the shock absorber in a soft state on an extension side and a compression side.

FIG. 13 is a damping force characteristic diagram of the shock absorber in a pressure-side hard state.

FIG. 14 is a block diagram showing a main part of the control unit of the first embodiment.

FIG. 15 is a flowchart showing a control operation of the control unit of the first embodiment.

FIG. 16 is a diagram showing a Vance coefficient α _f , α _r characteristic map stored in the control unit.

FIG. 17 is a diagram showing pitch coefficient β _f and β _r characteristic maps stored in the control unit.

FIG. 18 is a view showing roll coefficient γ _f and γ _r characteristic maps stored in the control unit.

FIG. 19 is a diagram showing a proportional range θ _T , θ _C characteristic map stored in the control unit.

FIG. 20: Proportional ranges θ _T , θ _C and attenuation coefficient (step)
FIG. 4 is an explanatory diagram illustrating a control relationship.

FIG. 21 is a time chart showing the operation of the first embodiment.

FIG. 22 is a damping coefficient characteristic diagram of a shock absorber of another embodiment device.

[Explanation of symbols]

 a damping coefficient changing means b shock absorber c bounce component detecting means d pitch component detecting means e roll component detecting means f vehicle speed detecting means g damping coefficient controlling means h coefficient correcting section

Continued on the front page (72) Inventor Fumiyuki Yamaoka 1370 Onna, Atsugi-shi, Kanagawa Prefecture Inside Atsugi Unisia Corporation (72) Inventor Tetsu Takahashi 1370 Onna, Atsugi-shi, Kanagawa Prefecture Inside Atsugi Unisia Corporation (72) Inventor Makoto Kimura 1370 Onna, Atsugi, Kanagawa Prefecture Inside Atsugi Unisia Co., Ltd. (56) References JP-A-3-276807 (JP, A) JP-A-1-95925 (JP, A) (58) Fields studied (Int .Cl. ⁷ , DB name) B60G 17/015

Claims (3)

(57) [Claims] 1. A shock absorber interposed between a vehicle body side and each wheel side and capable of changing a damping coefficient by a damping coefficient changing unit, a bounce component detecting unit detecting a bounce component included in vertical vibration of the vehicle body, Pitch component detection means for detecting a pitch component included in the vertical vibration of the vehicle body, roll component detection means for detecting a roll component included in the vertical vibration of the vehicle body, vehicle speed detection means for detecting a vehicle speed, and a bounce to the bounce component And a damping coefficient control means for controlling the damping coefficient of each shock absorber in accordance with the vertical vibration of the vehicle body based on a control signal obtained by multiplying the coefficient by the coefficient, multiplying the pitch component by the pitch coefficient, and multiplying the roll component by the roll coefficient. , Provided in the damping coefficient control means, the bounce coefficient,
Coefficient that changes pitch coefficient and roll coefficient according to vehicle speed
The correction unit and the coefficient obtained by the coefficient correction unit are multiplied.
The gain of the control signal obtained according to the vehicle speed.
A control correction section having a gain correction section , wherein the coefficient correction section relates to the bounce coefficient and the pitch correction section.
Number and roll coefficient for front wheel and rear wheel respectively
The coefficient is set with a characteristic different from each coefficient for
In the correction unit, the gain is the front wheel gain and the rear wheel gain.
A vehicle suspension device characterized by being set with characteristics different from those of the vehicle. 2. The method according to claim 1, wherein said coefficient correction section includes a front wheel bounce device.
And pitch coefficients and the bounce roll
Has a map that indicates the value corresponding to the vehicle speed of each switch.
Vehicle suspension system according to claim 1, wherein the that. 3. The apparatus according to claim 2, wherein said gain correction unit is adapted to adjust a speed corresponding to a vehicle speed.
The values corresponding to the vehicle speed of the front wheel gain and the rear wheel gain are shown.
3. The vehicle suspension device according to claim 1, wherein the vehicle suspension device has a map .