JP5369015B2 - Suspension device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a suspension device capable of improving a ride comfort by effectively reducing shock on impact. <P>SOLUTION: The suspension device 1 includes: a shock absorber 2 interposed between a sprung member and an unsprung member in a vehicle, and an exercising damping force suppressing the relative movement between the sprung member and the unsprung member; a damping force adjusting mechanism 3 capable of adjusting the damping force in the shock absorber 2; and a control device 4 controlling the damping force adjusting mechanism 3. In the suspension device, a detecting device 5 detecting acceleration in the longitudinal direction of the vehicle acting on the unsprung member is provided, and when the acceleration detected by the detecting device 5 exceeds a predetermined threshold, the control device 4 reduces at least a pressure side damping force of the damping force in the shock absorber 2 more than the damping force in a normal control. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a suspension device.

  2. Description of the Related Art Conventionally, a suspension device is used by being interposed between a sprung member and an unsprung member of a vehicle, for example, a shock absorber interposed between a sprung member and an unsprung member of a vehicle. An actuator for adjusting the damping force generated by the shock absorber, a control device for controlling the damping force generated by the shock absorber by controlling the actuator, a sprung acceleration detector for detecting sprung acceleration, and a sprung member And a relative displacement detector for detecting relative displacement between the unsprung member and the unsprung member.

  In this suspension apparatus, the control is based on the skyhook control so as to suppress the vibration of the sprung member. By the way, vibration (impact shock) that is input to the vehicle body when the wheel rides on a step on the road surface and passes when the vehicle is running is called harshness and contributes to worsening the riding comfort in the vehicle. ing. Skyhook control controls the movement of the unsprung member so as not to generate a damping force, so it is theoretically possible to reduce the impact shock. However, if the movement of the unsprung member is not attenuated at all, the spring Since the vibration of the lower member cannot be converged, actually, the suspension device generates a damping force that suppresses the vibration of the unsprung member, and there is a limit to the reduction of the impact shock.

  Therefore, in the conventional suspension apparatus described above, the damping force is reduced by detecting this from the relative displacement component of the sprung member and the unsprung member against the harshness that propagates from the unsprung member to the sprung member. However, vibration transmission to the vehicle body is suppressed, and impact shock to the vehicle body is suppressed (see, for example, Patent Document 1).

JP-A-6-143965

  However, in the suspension device disclosed in Japanese Patent Laid-Open No. 6-143965, it is difficult to sufficiently reduce the impact shock for the following reason.

  When the vehicle is traveling forward and the wheels run on a step on the road surface, the unsprung member is subjected to a force in the direction from the front to the rear in the vehicle side view, and the shock absorber is attached to the sprung member. However, the above-mentioned force escapes in the axial direction of the shock absorber, and the force causes the shock absorber to be swept away. To be transmitted to the vehicle body.

  As described above, since the force accompanying the step climbing is large in the longitudinal direction of the vehicle and is not immediately transmitted to the sprung member, the relative displacement (or relative displacement) in addition to the skyhook control as in the conventional suspension device. In the control method that incorporates control for correcting the damping force based on the high-frequency component included in the vibration of the (speed) vibration, a response delay in control is required from the input of the vibration accompanying the stepping up to the control for reducing the damping force. As a result, the impact shock cannot be sufficiently reduced.

  Therefore, the present invention has been developed to improve the above-described problems, and the object of the present invention is to provide a suspension device that can effectively reduce impact shock and improve riding comfort. It is to be.

In order to achieve the above-mentioned object, one solution of the present invention is a damping that is interposed between a sprung member and an unsprung member in a vehicle to suppress relative movement between the sprung member and the unsprung member. Vehicle that acts on the unsprung member in a suspension device comprising a shock absorber that exerts a force, a damping force adjustment mechanism that can adjust a damping force in the shock absorber, and a control device that controls the damping force adjustment mechanism And a control device that detects at least a compression-side damping force of the damping force in the shock absorber when the acceleration detected by the detection device exceeds a predetermined threshold. Smaller than force ,
When the acceleration exceeding the predetermined threshold is detected by the detecting device and the acceleration exceeding the predetermined threshold is detected during a half cycle or one cycle of the natural period of the unsprung member, the acceleration is finally The control for reducing the damping force in the shock absorber to be smaller than the damping force in the normal control is continued for a half cycle or one cycle of the natural cycle of the unsprung member from the time when a predetermined threshold is exceeded .
Similarly, other means are:
A shock absorber that is interposed between an unsprung member and an unsprung member in a vehicle and exhibits a damping force that suppresses relative movement between the sprung member and the unsprung member, and the damping force in the shock absorber can be adjusted. In a suspension device including a damping force adjustment mechanism and a control device that controls the damping force adjustment mechanism, the suspension device includes a detection device that detects acceleration in the longitudinal direction of the vehicle acting on the unsprung member, and the control device includes: When the acceleration detected by the detection device exceeds a predetermined threshold, at least the compression side damping force of the damping force in the shock absorber is made smaller than the compression side damping force in normal control,
When the acceleration exceeding the predetermined threshold is detected in 100 ms after the acceleration exceeding the predetermined threshold is detected by the detection device, the acceleration is within 100 ms from the time when the acceleration finally exceeds the predetermined threshold. During the time, the control is continued such that the damping force in the shock absorber is smaller than the damping force in the normal control.

  According to the suspension device of the present invention, when a vehicle rides on a step on the road surface while traveling, the wheel has an acceleration that pushes it up from the front to the rear in the vehicle side view. When the acceleration in the vehicle longitudinal direction detected by the detection device exceeds the predetermined threshold value, the control device performs the damping force reduction control so that the damping force of the shock absorber 2 is greater than the damping force during the normal control. Make it smaller.

In this way, when a vehicle rides on a step on the road surface while traveling, the impact force input is determined by the longitudinal acceleration of the vehicle and the damping force is made smaller than that during normal control. The impact shock can be reduced sufficiently, and the riding comfort in the vehicle can be improved.
Further, even when impact shock is continuously input, such as when traveling on a rough road, the impact shock can be continuously reduced by reducing the damping force.

It is a schematic block diagram of the suspension apparatus in one embodiment. It is a flowchart which shows the process sequence of the control apparatus in the suspension apparatus in one Embodiment. It is a figure explaining the natural period of an unsprung member, and the continuation time of damping force reduction control. It is a figure explaining the continuation time of damping force reduction control.

  The present invention will be described below based on the embodiments shown in the drawings. As shown in FIG. 1, a suspension device 1 according to an embodiment is interposed between a sprung member and an unsprung member in a vehicle (not shown) to suppress relative movement between the sprung member and the unsprung member. A shock absorber 2 that exhibits a damping force, a damping force adjustment mechanism 3 that can adjust the damping force in the shock absorber 2, a control device 4 that controls the damping force adjustment mechanism 3, and an acceleration that acts on the unsprung member. Among them, a detection device 5 that detects an acceleration component in the longitudinal direction of the vehicle is provided.

  In the following, each member will be described in detail. The shock absorber 2 is not shown in detail, but for example, a cylinder, a piston that is slidably inserted into the cylinder, and a piston that is slidably inserted into the cylinder and is attached to the piston. Consists of a piston rod to be connected, two pressure chambers partitioned by a piston in a cylinder, a passage communicating the pressure chambers, and a damping valve provided in the middle of the passage and capable of changing the passage area The fluid pressure damper is interposed between the sprung member and the unsprung member. The shock absorber 2 exerts a damping force that suppresses the expansion / contraction operation by applying resistance to the damping valve when the fluid filled in the pressure chamber passes through the passage in accordance with the expansion / contraction operation. The relative movement of the unsprung member is suppressed. In addition to hydraulic oil, water, aqueous solution, or gas can be used as the fluid. When the fluid is liquid and the shock absorber 2 is a single rod type shock absorber, the shock absorber 2 includes a gas chamber and a reservoir to compensate for the volume of the piston rod entering and exiting the cylinder. In this case, the gas chamber and the reservoir may not be provided.

  Further, when the shock absorber 2 is provided with a reservoir and is set to a uniflow type in which fluid is discharged through a passage leading from the cylinder to the reservoir even when the cushion 2 is extended or contracted, it is in the middle of the passage leading from the cylinder to the reservoir. A damping valve may be provided to exert a damping force by applying resistance to the fluid flow.

  In this case, the damping force adjusting mechanism 3 can adjust the flow passage area of the damping valve by driving the valve body in the damping valve of the shock absorber 2. For example, the damping force adjusting mechanism 3 is a solenoid or an actuator. Yes.

  The above-described configuration of the shock absorber 2 is an example. For example, when the shock absorber 2 is filled with an electroviscous fluid or a magnetorheological fluid in a pressure chamber, a voltage or a magnetic field is provided in the passage instead of a damping valve. A damping force adjusting mechanism 3 may be incorporated, and the generated damping force of the shock absorber 2 may be controlled by adjusting the voltage or the magnitude of the magnetic field according to a command from the control device 5.

Furthermore, the shock absorber 2 may be an electromagnetic shock absorber that exhibits a damping force that suppresses the relative movement of the sprung member and the unsprung member by electromagnetic force in addition to the above. A motor and a motion conversion mechanism that converts a rotational motion of the motor into a linear motion are configured, or a linear motor. Thus, when the shock absorber 2 is an electromagnetic shock absorber, the damping force adjusting mechanism 3 may be a motor driving device that adjusts the current flowing through the motor or linear motor.

  The detection device 5 is an acceleration sensor, for example, and is attached to a knuckle that rotatably holds a wheel, a member connected to an unsprung member of the piston rod and cylinder of the shock absorber 2, and the like. The direction acceleration is detected. The acceleration that is applied when the wheel climbs the step includes an acceleration component in the front-rear direction of the vehicle, so that the acceleration sensor can detect the acceleration component in the front-rear direction of the vehicle at the time of climbing the step. It is like that.

  The detection device 5 may be an acceleration sensor as described above. In addition to the acceleration sensor, the impact due to the bending moment acting on the shock absorber 2 and the suspension arm or the like that supports the wheel with respect to the vehicle body. You may make it detect the said acceleration by measuring the distortion of the member distorted by the effect | action of the acceleration of the vehicle front-back direction at the time of a shock.

  The control device 4 determines whether or not the acceleration detected by the detection device 5 exceeds a predetermined threshold value. When the acceleration exceeds the predetermined threshold value, the damping force generated by the shock absorber 2 is attenuated in normal control. The damping force reduction control is executed to reduce the impact shock by making it smaller than the force.

  Apart from the above control, when the acceleration is below a predetermined threshold, the control device 4 normally controls the damping force of the shock absorber 2 to suppress the vibration of the sprung member. Is provided with a vertical acceleration sensor 6 for detecting the vertical acceleration and a relative displacement detecting means 7 for detecting the relative displacement between the sprung member and the unsprung member, and the sprung speed is obtained from the acceleration detected by the vertical acceleration sensor 6. Then, the relative speed between the sprung member and the unsprung member is obtained from the relative displacement detected by the relative displacement detecting means 7, and the damping force to be exerted by the shock absorber 2 is determined from the sprung speed, the relative speed and the skyhook damping coefficient. The command is given to the damping force adjusting mechanism 3 so that the shock absorber 2 exhibits the damping force in accordance with the obtained damping force. That is, in this case, the control device 4 controls the generated damping force of the shock absorber 2 based on the well-known skyhook control theory during normal control. The control employed by the control device 4 for normal control is an example, and is not limited to the above-described skyhook control.

  As described above, the control device 4 obtains the damping force to be generated by the shock absorber 2 from the acceleration detected by each of the detection device 5, the vertical acceleration sensor 6 and the relative displacement detection means 7, and uses the obtained damping force. Corresponding commands are output to the damping force adjusting mechanism 3. As hardware resources, although not shown, specifically, for example, the detection device 5, the vertical acceleration sensor 6 and the relative displacement detection means 7 output them. An A / D converter for capturing a signal to be read, a storage device such as a ROM (Read Only Memory) in which a program used for processing required for normal control and control for reducing impact shock is stored; An arithmetic unit such as a CPU (Central Processing Unit) that executes processing based on a program, and the CPU stores May be made of a storage device such as RAM (Random Access Memory) which provides a frequency, CPU control operation of the control unit 4 by executing the program is realized.

  Next, the damping force reduction control in the control device 4 when the acceleration detected by the detection device 5 exceeds a predetermined threshold will be described in detail based on the flowchart shown in FIG.

  In step S1, the control device 4 determines whether or not the acceleration detected by the detection device 5 exceeds a predetermined threshold value. The predetermined threshold is set to a value that does not perform the damping force reduction control when an acceleration smaller than that at the time of input of the impact shock is applied as in braking. In other words, the predetermined threshold may be set to be greater than or equal to the longitudinal acceleration of the vehicle acting at the time of braking and less than the longitudinal acceleration of the vehicle at the time of impact shock, and the threshold may be obtained experimentally and empirically. Since the acceleration at the time of impact shock differs from that at the time of braking depending on the traveling speed, the threshold may be changed using the traveling speed as a parameter. In that case, if the running speed and the threshold value are mapped or tabulated, the calculation for obtaining the threshold value becomes easy. Note that the acceleration from the front to the rear of the vehicle can be a positive value, the acceleration from the rear to the front can be a negative value, and the threshold can be set to both positive and negative. Thus, by setting the threshold values on both the positive and negative sides, it is possible to execute the damping force reduction control not only for the impact shock that the vehicle is traveling forward but also for the impact shock that is traveling backward.

  If it is determined in step S1 that the detected acceleration exceeds a predetermined threshold, the process proceeds to step S2, and if it is determined that the acceleration is equal to or lower than the predetermined threshold, step S8 is performed. Migrate to

  In step S3, the control device 4 determines whether or not the damping force reduction control flag is OFF. This damping force reduction control flag is a flag indicating whether or not the damping force reduction control is performed at the time of the determination in step S3. When the damping force reduction control flag is ON, the damping force reduction control is performed. Conversely, when the damping force reduction control flag is OFF, it indicates that the damping force reduction control is not performed.

  If the damping force reduction control flag is OFF, the process proceeds to step S4, and it is determined in step S1 that the detected acceleration has exceeded a predetermined threshold value. Therefore, the damping force reduction control is performed. Since it starts, the damping force reduction control flag is switched to ON, and the process proceeds to step S6 to start counting to measure the time for continuing damping force reduction control.

  On the other hand, when the damping force reduction control flag is not OFF, that is, when the damping force reduction control flag is ON, the process proceeds to step S5, and in the determination of step S1, the detected acceleration is a predetermined threshold value. Since the acceleration exceeds the threshold value again during the damping force reduction control, the duration of the damping force reduction control must be cleared to extend the end of the damping force reduction control. After returning to 0, the process proceeds to step S6 to start counting to measure the time for continuing the damping force reduction control.

  That is, if the damping force reduction control is terminated only after the predetermined time duration corresponding to the first impact shock input, the impact shock is input again during the duration of the control, While the damping force is being reduced and the impact shock is being reduced, the damping force may increase to the damping force during normal control. When the threshold value is exceeded, the damping force reduction control is extended with the end of the damping force reduction control based on the input of the impact shock again, thereby ensuring the impact shock reduction effect.

  Specifically, as shown in FIG. 3, the duration of the damping force reduction control necessary for reducing the impact shock is set to a time corresponding to a half cycle or one cycle of the natural period of the unsprung member. Is ideal. That is, it is ideal to return the damping force of the shock absorber 2 to the damping force in the normal control when the time corresponding to a half cycle or one cycle of the natural period of the unsprung member has elapsed since the start of the damping force reduction control. . In other words, it takes half of the natural period of the unsprung member to return to the original position after the wheels in the vehicle climb on the step and vibrate upward while traveling. If implemented, the damping force generated by the shock absorber 2 is reduced on both sides of the pressure expansion, and the vibration of the sprung member after the impact shock can be effectively damped while reducing the impact shock more efficiently, and the sprung member sinks. There will be no confusion or lift. Similarly, even when the duration of damping force reduction control is set to one cycle of the natural period of the unsprung member, the position of the wheel returns to the original position, so that the impact shock can be reduced more efficiently. Car body vibration after impact shock can be effectively damped, and the car body will not sink or lift. Actually, strictly speaking, when it is difficult to set the duration of the damping force reduction control to a time corresponding to a half cycle of the natural period of the unsprung member or a period of one cycle, Since the natural frequency of the member is about 10 Hz to 20 Hz, setting the duration to be within 100 ms (milliseconds) achieves both reduction of impact shock and attenuation of body vibration after impact shock. It is possible to suppress the sinking and lifting of the vehicle body.

  Further, in the case where an impact shock is continuously input as when traveling on a rough road, as shown in FIG. 4, the acceleration in the longitudinal direction of the vehicle is continuously determined during the damping force reduction control. Since the start time of the damping force reduction control is reset every time an impact shock is input, the duration of the damping force reduction control is extended, and the damping force is reduced during the net duration in the figure. As a result, the impact shock can be reduced continuously.

  That is, in the case of the present embodiment, the control device 4 makes the damping force in the shock absorber smaller than the damping force in the normal control during the half cycle or one cycle of the natural period of the unsprung member, When the acceleration exceeding the predetermined threshold is detected by the detection device 5 and the acceleration exceeding the predetermined threshold is detected during a half cycle or one cycle of the natural period of the unsprung member, the acceleration is finally The control for reducing the damping force in the shock absorber to be smaller than the damping force in the normal control is continued for a half period or one period of the natural period of the unsprung member from the time when the predetermined threshold is exceeded.

  Returning to step S6, when the process of step S6 is completed, the control device 4 shifts from normal control to damping force reduction control to shift to damping force of the shock absorber 2 so as to shift to step S7 and reduce the damping force of the shock absorber 2. Is made smaller than during normal control. In performing the damping force reduction control, the control device 4 may cause the shock absorber 2 to generate a constant damping force that is smaller than the damping force during the normal control, instead of the damping force obtained by the normal control. Alternatively, the damping force may be reduced by correcting the damping force obtained by the normal control.

  In addition, when starting and ending damping force reduction control, if the damping force is suddenly changed from that during normal control to that during damping force reduction control, the sprung member may be shockedly vibrated. If there is, the vibration of the sprung member due to the change in the damping force may be alleviated by changing the damping force in a ramp manner or by making the change in the damping force a first order delay. In the case where there is a response delay with respect to the command of the control device 4 in the damping force adjusting mechanism 3, the damping force can be changed without changing the command itself like a ramp or giving the control delay to the command itself. The vibration of the sprung member due to the change can be reduced.

  On the other hand, when it is determined in step S2 that the acceleration is equal to or less than the predetermined threshold value and the process proceeds to step S8, in step S8, the control device 4 determines whether or not the damping force reduction control flag is OFF.

  When the damping force reduction control flag is OFF, the damping force reduction control is not performed and normal control is continuing, and the detected acceleration is equal to or less than a predetermined threshold in the determination of step S1. Therefore, the control device 4 ends the process without shifting to the damping force reduction control in order to continue the normal control as it is.

  On the other hand, if the damping force reduction control flag is not OFF, that is, if the damping force reduction control flag is ON, the process proceeds to step S9. In step S9, the damping force reduction control is being performed. Since the detected acceleration is not more than a predetermined threshold in the current process, the control device 4 counts time to measure the execution time of the damping force reduction control.

  Subsequently, the process proceeds to step S10, and in step S10, the control device 4 determines whether or not the elapsed time from the start of the damping force reduction control has reached the above-described duration. When it is determined that the time during which the damping force reduction control is performed reaches the above duration, the process proceeds to step S11, and the control device 4 ends the damping force reduction control and proceeds to the normal control. The process proceeds to step 12 where the damping force reduction flag is set to OFF and the process is terminated.

  On the other hand, if it is determined that the time during which the damping force reduction control has been performed has not reached the above duration, the process proceeds to step S13, and the control device 4 continues the damping force reduction control and ends the process.

  And this control apparatus 4 controls the damping force of the buffer 2 by repeatedly processing the procedure from the above steps S1 to S13.

  In the suspension device 1 configured as described above, when an impact shock such as climbing a step is not input during traveling of the vehicle, normal control is performed by the control device 4, and the shock absorber 2 is instructed by normal control. By exerting the damping force, the relative displacement between the sprung member and the unsprung member is suppressed.

  On the other hand, when the vehicle rides on a step on the road surface while traveling, acceleration that pushes up from the front to the rear upward in the vehicle side view acts on the wheels, When the vehicle longitudinal acceleration detected by the detection device 5 exceeds the predetermined threshold value, the control device 4 performs the damping force reduction control to make the damping force of the shock absorber 2 smaller than the damping force during the normal control. .

  In this way, when a vehicle rides on a step on the road surface while traveling, the impact force input is determined by the longitudinal acceleration of the vehicle and the damping force is made smaller than that during normal control. The impact shock can be reduced sufficiently, and the riding comfort in the vehicle can be improved.

  Since the impact shock can be reduced even if only the compression side damping force is reduced, it is possible to reduce only the compression side damping force of the shock absorber 2, but the suspension device 1 of the present embodiment. By reducing the damping force on both sides of the pressure expansion as described above, it is possible to reduce the impact shock without causing the vehicle body to sink. This is because if only the compression side damping force is reduced and the extension side damping force is not reduced, the shock absorber 2 tends to shrink and is difficult to extend. Therefore, when the damping force reduction control is performed, the sprung member sinks. Therefore, the sinking can be prevented from occurring by reducing the damping force on both sides of the pressure expansion.

Further, when the suspension device 1 makes the damping force in the shock absorber 2 smaller than the damping force in the normal control during a half period or one period of the natural period of the unsprung member, the position of the unsprung member has an impact. Since the damping force is reduced until it returns to its original position by vibrating due to the input of the shock, the body vibration after the impact shock can be effectively damped while reducing the impact shock more effectively, and the body sinks and rises. There is no generation.

  Furthermore, after the suspension device 1 detects the acceleration exceeding the predetermined threshold value by the detection device 5, the acceleration exceeding the predetermined threshold value is detected during a half cycle or one cycle of the natural period of the unsprung member. When detected, the damping force in the shock absorber 2 is made smaller than the damping force in the normal control for a half period or one period of the natural period of the unsprung member from the time when the acceleration finally exceeds a predetermined threshold value. In such a case, the impact shock can be continuously reduced by reducing the damping force even when the impact shock is continuously input, such as when traveling on a rough road.

  This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

  The vehicular shock absorber of the present invention can be used for vibration control of a vehicle.

DESCRIPTION OF SYMBOLS 1 Suspension apparatus 2 Buffer 3 Damping force adjustment mechanism 4 Control apparatus 5 Detection apparatus 6 Vertical acceleration sensor 7 Relative displacement detection means

Claims (4)

A shock absorber that is interposed between an unsprung member and an unsprung member in a vehicle and exhibits a damping force that suppresses relative movement between the sprung member and the unsprung member, and the damping force in the shock absorber can be adjusted. In a suspension device including a damping force adjustment mechanism and a control device that controls the damping force adjustment mechanism, the suspension device includes a detection device that detects acceleration in the longitudinal direction of the vehicle acting on the unsprung member, and the control device includes: When the acceleration detected by the detection device exceeds a predetermined threshold, at least the compression side damping force of the damping force in the shock absorber is made smaller than the compression side damping force in normal control ,
When the acceleration exceeding the predetermined threshold is detected by the detecting device and the acceleration exceeding the predetermined threshold is detected during a half cycle or one cycle of the natural period of the unsprung member, the acceleration is finally A suspension device characterized by continuing control to make the damping force in the shock absorber smaller than the damping force in the normal control for a half cycle or one cycle of the natural cycle of the unsprung member from the time when a predetermined threshold is exceeded . A shock absorber that is interposed between an unsprung member and an unsprung member in a vehicle and exhibits a damping force that suppresses relative movement between the sprung member and the unsprung member, and the damping force in the shock absorber can be adjusted. In a suspension device including a damping force adjustment mechanism and a control device that controls the damping force adjustment mechanism, the suspension device includes a detection device that detects acceleration in the longitudinal direction of the vehicle acting on the unsprung member, and the control device includes: When the acceleration detected by the detection device exceeds a predetermined threshold, at least the compression side damping force of the damping force in the shock absorber is made smaller than the compression side damping force in normal control ,
When the acceleration exceeding the predetermined threshold is detected in 100 ms after the acceleration exceeding the predetermined threshold is detected by the detection device, the acceleration is within 100 ms from the time when the acceleration finally exceeds the predetermined threshold. A suspension apparatus characterized by continuing control to make the damping force in the shock absorber smaller than the damping force in normal control over time . 3. The control device according to claim 1, wherein when the acceleration detected by the detection unit exceeds a predetermined threshold, the damping force on both sides of the pressure expansion in the shock absorber is made smaller than the damping force in the normal control. Suspension device. The suspension device according to claim 3 , wherein the control device returns control to normal control within 100 ms after starting control to make the damping force in the shock absorber smaller than the damping force in normal control .

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