JPH03266712A - Suspension controller - Google Patents

Abstract

PURPOSE:To achieve sufficient control effect for suspension characteristic and elasticity, so as to improve comfortability during driving and safety in operation by controlling the elasticity of an elastic member placed between a suspension means and a car body according to the characteristic control of the suspension means. CONSTITUTION:A suspension means M1 is arranged for changing suspension characteristic between a car body US and a wheel WH in a suspension controller. An elastic member EL is placed between one component of the suspension means M1 and the car body US, or between the component and the other component of the suspension means M1. In this structure, the characteristic of the suspension means M1 is controlled by a suspension characteristic controller M2 based on the vibrating condition of the car body. The elasticity of the elastic member EL is changed by an elasticity changing means M3. The elasticity changing means M3 is controlled by an elasticity controller M4 based on the characteristic control condition of the suspension means M1 by the suspension characteristic controller M2, while the elasticity of the elastic member EL is changed thereby.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention [Field of Industrial Application] The present invention relates to a suspension control device, and more specifically, an elastic member is interposed between a component of a suspension means whose characteristics can be varied and a vehicle body. This invention relates to a suspension control device.

[Prior Art] Conventionally, as this type of suspension control device, an upper support (suspension pusher) whose spring constant can be varied is provided between the loft of a shock absorber constituting the suspension means and the vehicle body, and the upper support is moved during acceleration. There are known methods that try to prevent drifting by increasing the elasticity of the caster or reducing the caster angle (for example, Japanese Patent Application Laid-Open No. 6C
I-50012).

[Problems to be Solved by the Invention] Is such a device excellent in suppressing the inclination of the vehicle's posture during running and improving running stability? Since these controls are performed independently of each other, there are cases in which the effects of each control cannot be fully exploited. For example, when accelerating on a rough road, if the damping force of the shock absorber is set to be soft while the elasticity of the upper support is set to be hard, the ride comfort and running stability will be insufficient. Put it away.

The suspension control device of the present invention solves the above problems,
It is an object of the present invention to further improve ride comfort and running stability through the cooperation of the suspension means and other elastic members that support the suspension means.

Configuration of the Invention The configuration of the present invention that achieves the above object will be described below.

[Means for Solving the Problems] The suspension control device of the present invention, as illustrated in FIG. A suspension control device comprising an elastic member EL interposed between a component of the suspension means M1 and the vehicle body US or other components of the suspension means M1, the suspension control device comprising: Suspension characteristic control means M2 that controls the characteristics of the suspension means M1 based on the vibration state; elasticity changing means M3 that can vary the elasticity of the elastic member EL; and controlling the elasticity changing means M3 to control the suspension characteristics. Means M
The present invention further comprises an elasticity control means M4 that changes the elasticity of the elastic member EL based on the control state of the characteristics of the suspension means M1 according to No. 2.

[Function] The suspension control device of the present invention having the above configuration has the following features:
The suspension characteristic control means M2 controls the damping force generation pattern, spring constant, and other characteristics of the suspension means M1 provided between the wheels WH and the vehicle body US based on the vibration state of the vehicle. The elasticity of the elastic member EL interposed between the component of the means Ml and other components of the vehicle body US or the suspension cutoff Ml is changed by the elasticity control means M4 to the elasticity changing means M.
3, the control state of the characteristics of the suspension means Ml by the suspension characteristics control means M2 is changed.

As a result, the elasticity of the elastic member EL is controlled in relation to the characteristics of the suspension means Ml, making it possible to fully bring out the control effects of both.

In addition to the upper support bushing, the elastic member EL may include a lower arm bushing, a strut bark bushing, a radius rod bushing, and the like.

[Embodiments] In order to further clarify the structure and operation of the present invention described above, preferred embodiments of the suspension control device of the present invention will be described below.

FIG. 2 is a schematic configuration diagram showing the overall configuration of this suspension control device 1, FIG. 3(A) is a partially cutaway sectional view of the shock absorber, and FIG. 3(B) is a main part of the shock absorber. FIG.

As shown in FIG. 2, the suspension control device 1 of this embodiment includes shock absorbers 2FL, 2FR, 2RL, and 2RR whose damping force can be changed in two stages, and a lot 3 of each of these shock absorbers 2 and a vehicle body. It is composed of an upper support 4 as an elastic member interposed therebetween, and an electronic control device 10 connected to the shock absorber 2 and the upper support 4 to control their damping force and elasticity.

Each shock absorber 2FL, 2FR, 2RL.

2RR has left and right front and rear wheels 5FL and 5FR, respectively.

5RL, 5RR suspension lower arm 6FL,
Coil springs 8FL, 8FR, 8RL, and 8RR are installed between 6FR, 6RL, and 6RR and the vehicle body 7.

First, each of the above shock absorbers 2FL, 2FR, 2R
The structure of each shock absorber 2FL, 2FR, 2RL will be explained starting from the structure of L and 2RR.

Since the structure of 2RR is all the same, here we will use the left front wheel S.
The explanation will be given by taking the FL side shock absorber 2FL as an example. In addition, in the following explanation, the symbols of each member provided on each wheel are indicated as 5FL, 5FL, front left wheel, 5FR, front right wheel, etc., as necessary.
, the subscript FL corresponding to the left rear wheel 5RL and the right rear wheel 5RR,
FR, RL, and RR shall be added, and if there is no difference regarding each wheel, the subscripts shall be omitted.

The shock absorber 2, as shown in FIG. 3(A),
The lower end of the double cylinder ll side is fixed to the suspension lower arm 6 via the axle side member 11a, and on the other hand,
A coil spring 8 is attached to the vehicle body 7 via the upper support 4 at the upper end of the rod 3 inserted through the double cylinder 11.
It is fixed with.

Inside the double cylinder 11, there is an internal cylinder 15 connected to the lower end of the rod 3, a connecting member 16, and a cylindrical member 17.
and a main piston 18 that is slidable along the inner circumferential surface of the double cylinder 11. An internal cylinder 15 connected to the rod 3 of the shock absorber 2 houses a piezo load sensor 25 and a piezo actuator 27.

The main piston 18 is fitted onto the outside of the cylindrical member 17, and a sealing material 19 (
(see FIG. 3(B)) is interposed. Therefore, the inside of the double cylinder 11 is divided into a first liquid chamber 21 and a second liquid chamber 23 by the main piston 18. A backup member 28 is screwed onto the tip of the cylindrical member 17, and between the cylindrical member 17 and the main piston 18, a spacer 29 and a leaf valve 30 are placed on the cylindrical member 17 side, and a leaf valve 31 and a leaf valve 30 are placed on the cylindrical member 17 side. Backup member 2 for collar 32
They are pressed and fixed on the 8 sides, respectively.

Further, a main valve 34 and a spring 35 are interposed between the leaf valve 31 and the backup member 28.
The leaf valve 31 is urged toward the main piston 18.

These leaf valves 30, 31 are connected to the main piston 18.
When the main piston 18 is in a stopped state, the extension side and contraction side passages 18a provided in the main piston 18.

18b are each closed on one side, and the main piston 1
8 opens to one side as it moves in the direction of arrow A or B. Therefore, as the main piston 18 moves, the hydraulic oil filled in both the liquid chambers 21 and 23 flows through both passages 18a and 23.
18b, and moves between the two liquid chambers 21 and 23. In this state where the movement of hydraulic oil between the two liquid chambers 21 and 23 is limited to both passages 18a and tab, the fluid resistance is large, so the damping force generated against the movement of the rod 3 is large, and the suspension The characteristics are hard.

A piezo load sensor 2 is housed inside the internal cylinder 15.
5 and the piezo actuator 27 as shown in FIG.
As shown in B), this is an electrostrictive element laminate in which thin plates of piezoelectric ceramics are stacked with electrodes in between. The piezo load sensor 25 is interposed between the inner cylinder 15 and the sleeve 20, and is housed so that a force proportional to the stress acting on the rod 3 is applied thereto. Each electrostrictive element of this piezo load sensor 25 is polarized by the force acting on the shock absorber 2, that is, the damping force. Therefore, piezo load sensor 2
If the output of No. 5 is taken out as a voltage signal by a circuit with a predetermined impedance, the rate of change in damping force can be detected.

The piezo actuator 27 is made by stacking electrostrictive elements that expand and contract with good response when a high voltage is applied, increasing the amount of expansion and contraction, and directly drives the piston 36.

When the piston 36 is moved in the direction of the arrow in FIG. 3(B),
The plunger 37 and the spool 40 having an H-shaped cross section are also moved in the same direction via the hydraulic oil in the oil-tight chamber 33.

When the spool 40 in the position shown in FIG. 3(B) (origin position) moves in the direction B in the figure, the first liquid chamber 21
The sub-flow path 16c connected to the second liquid chamber 23 and the sub-flow path 39b of the bushing 39 connected to the second liquid chamber 23 are communicated with each other.

This sub-flow path 39b is further communicated with the flow path 17a in the cylindrical member 17 via the oil hole 41a provided in the plate valve 4I, so that when the spool 40 moves in the direction of arrow B, as a result, , the flow rate of the hydraulic oil flowing between the first liquid chamber 21 and the second liquid chamber 23 increases. In other words, when the piezo actuator 27 expands due to the application of a high voltage, the shock absorber 2 switches its damping force characteristic from a high damping force (hard) state to a low damping force (soft) state, and when the electric charge is discharged and contracts, the shock absorber 2 attenuates. Returns the force characteristics to a state of high damping force (hard).

The amount of movement of the leaf valve 31 provided on the lower surface of the main piston 18 is controlled by a spring 35.
It is regulated compared to Further, the plate valve 41 is provided with a sleeve hole 41b having a larger diameter than the sleeve hole 4]a on the outside of the sleeve hole 41a, and the plate valve 41 is provided with a sleeve hole 41b having a larger diameter than the sleeve hole 4]a.
When the bush moves in the direction of 39 against the urging force of 1c,
The hydraulic oil can move through the sleeve hole 41b. Therefore, regardless of the position of the spool 40, the flow rate of hydraulic oil when the main piston 18 moves in the direction of arrow B is greater than when the main piston 18 moves in the direction of arrow A. That is, the damping force is changed depending on the moving direction of the main piston 18, thereby improving the characteristics as a shock absorber. In addition, the oil-tight chamber 33 and the first
A hydraulic oil supply path 38 is connected between the check valve 3 and the liquid chamber 21 of the check valve 3.
8a, and keeps the flow rate of hydraulic oil in the oil-tight chamber 33 constant.

As shown in FIG. 3(A), the upper support 4 that connects the shock absorber 2 having such a configuration to the vehicle body 7 includes an upper elastic body 43 having a liquid chamber 42 therein, and an upper support 4 attached to the lower part of the upper elastic body 43. A secondary chamber 4 communicating with the liquid chamber 42
4, and a magnetic fluid 46 filled in the liquid chamber 42 and sub-chamber 44 and charged with a positive charge. An upper support inner electrode 47 is provided in the liquid chamber 42, while an upper support outer electrode 48 is provided in the auxiliary chamber 44, and the picture electrodes 47 and 48 are connected to the electronic control unit 10. The magnetic fluid 46 moves between the liquid chamber 42 and the sub-chamber 44 according to the polarity of the voltage applied to the picture electrodes 47, 48, and changes the elasticity of the upper elastic body 43.

Next, the electronic control unit IO that switches and controls the generation pattern of the damping force of the shock absorber 2 and the elasticity of the upper support 4 shown in FIG. 4 will be explained using FIG.

The electronic control unit IO includes a piezo load sensor 25 for each shock absorber 2 as a sensor for detecting the running state of the vehicle, as well as a steering sensor 50 for detecting the steering angle of the steering wheel shown in FIG. A vehicle speed sensor 51 that detects the running speed of the vehicle, a shift position sensor 52 that detects the shift position of a transmission (not shown), a stop lamp switch 53 that detects the operation of a brake (not shown), etc. are connected. Based on these detection signals, the electronic control device 10 controls the shock absorber 2 described above.
A control signal is output to the piezo actuator 27 and the picture electrodes 47 and 48 of the upper support 4. As shown in FIG. 4, the electronic control device 10 includes a well-known CPU 61. R.O.
M62. It is configured as an arithmetic and theoretical calculation circuit centered around a RAM 64, and is connected to the input section 67 and output section 68 via a common bus 65 to communicate with the outside.

In addition, the electronic control device 10 includes a piezo load sensor 25.
, a waveform shaping circuit 73 connected to the steering sensor 50 and the vehicle speed sensor 51, a high voltage application circuit 75 connected to the piezo actuator 27, and electrodes 47 and 48 of the upper support 4.
A so-called switching regulator type high voltage power supply circuit 79 receives power supply from a battery 77b via a voltage application circuit 76 and an ignition switch 77a, and outputs a drive voltage for driving a piezo actuator.
,batch! A constant voltage power supply circuit 80 that transforms the voltage of J77b to generate an operating voltage (5V) for the electronic control device 10.
etc. are provided. Shift position sensor 52. The stop lamp switch 53, damping force change rate detection circuit 70, and waveform shaping circuit 73 are connected to the input section 67, while the high voltage application circuit 7
5. The voltage application circuit 76 and the high voltage power supply circuit 79 are connected to the output section 6
8 respectively.

The damping force change rate detection circuit 70 is connected to each piezo load sensor 25F.
Consisting of four detection circuits provided corresponding to L, FR, RL, and RR, each detection circuit transmits a current flowing to the piezo load sensor 25, which is polarized according to the acting force that the shock absorber 2 receives from the road surface. This circuit converts the voltage signal V into a voltage signal V, and is configured to output the voltage signal V to the CPU 61 as a time rate of change in the damping force of the shock absorber 2. Further, the waveform shaping circuit 73 is a circuit that shapes the detection signals from the steering sensor 50 and the vehicle speed sensor 51 into a signal suitable for processing in the CPU 61 and outputs the waveform shaped signal. Therefore, the CPU 61 can determine the running state of the vehicle based on the output signals from the damping force change rate detection circuit 70 and the waveform shaping circuit 73. Based on this processing, the CPU 61 outputs a control signal to the high voltage application circuit 75 and voltage application circuit 76 provided corresponding to each wheel.

This high voltage application circuit 75 is a circuit that applies a voltage of +500 volts or 1100 volts output from the high voltage power supply circuit 79 to the piezo actuator 27 in accordance with a control signal from the CPU 61. Therefore, in response to this damping force switching signal, the piezo actuator 27 expands (when +500 volts is applied) or contracts (when -100 volts is applied), and the hydraulic oil flow rate is switched to change the damping force characteristics of the shock absorber 2 from soft to hard. can be switched to That is, the damping force characteristic of each shock absorber 2 is such that when a high voltage is applied to extend the piezo actuator 27, the damping force characteristic of the spool 40 (see FIG.
B)) The first liquid chamber 2 in the shock absorber 2
Since the flow rate of the hydraulic oil flowing between I and the second liquid chamber 23 increases, the damping force becomes small, and when the piezo actuator 27 is contracted by discharging the electric charge with a negative voltage, the hydraulic oil flow rate increases. As the damping force decreases, the damping force becomes large. Note that once the electric charge accumulated in the piezo actuator 27 is discharged, the piezo actuator 27 will remain in a contracted state even if the negative voltage is removed, and the shock absorber 2 will maintain its high damping force state. .

Further, the voltage application circuit 76 is a circuit that applies positive and negative voltages between the inner electrode 47 and the outer electrode 48 of the upper support 4, and based on a control signal from the CPU 61,
Switches the direction of voltage between both electrodes. Since the magnetic fluid 46 charged in the liquid chamber 42 and sub-chamber 44 of the upper support 4 is positively charged, when a voltage is applied with the inner electrode 47 as the positive electrode and the outer electrode 48 as the negative electrode,
The upper support 4 moves from the liquid chamber 42 side to the auxiliary chamber 44 side, and the elasticity of the upper support 4 decreases (see FIG. 7(B)).

On the other hand, when a voltage in the opposite direction is applied to the picture electrodes 47 and 48, the magnetic fluid 46 moves toward the liquid chamber 42, and the elasticity of the upper support 4 increases (see FIG. 7(A)).

Next, the damping force control of the shock absorber and the control of the elasticity of the upper support performed by the suspension control device 1 of this embodiment having the above-described configuration will be explained.

Note that these processes apply to each shock absorber 2 of each wheel.
Although the processing is executed for each of the FL, FR, RL, and RR, there is no difference in the processing for each wheel, so the description will be made without making any particular distinction. Of course, it is also preferable to perform these processes on both the left and right wheels at the same time to improve steering stability.

First, the damping force control interrupt processing routine will be briefly explained with reference to the flowchart shown in FIG. When this processing routine is started, the damping force change rate ~r is read (step 120), and it is determined whether this damping force change rate V is larger than a predetermined switching reference value Vref (step 130). If the vibration of the vehicle is small and the damping force change rate V is equal to or less than the switching reference value Vref (step 130), it is determined whether the flag FS is 1 (step 140).
), it is determined whether or not the damping force setting is under soft control, and if it is not already under soft control (FS≠
1) The shock absorber 2 is directly controlled in a hard manner (step 150), and this routine is temporarily terminated. The reason for controlling the shock absorber 2 smoothly is to apply 1100 volts from the high voltage application circuit 75 using the control signal from the output section 68 immediately after the damping force setting is switched from soft to hard. Piezo actuator 27
and reduce this by applying it to piezo actuator 2.
If 7 is in a contracted state, this is done by holding it as it is.

When the road surface condition becomes rough and the damping force change rate V becomes larger than the switching reference value V ref (step 130
), the timer variable Tb is set to an initial value to initialize the timer (step 160). timer variable T
b is a variable for time measurement by software.

After the above processing, the condition for softly controlling the damping force (V>
Since Vref) is established, the flag FS is set to the value 1 (step 170), and then the high voltage application circuit 7
Applying a high voltage of 5 to +500 volts to the piezo actuator 27 to switch and control the damping force of the shock absorber 2 to a small state (soft) (step 180);
This routine ends.

If V≦Vref after the damping force of the shock absorber 2 is temporarily switched to a small state, this is determined from the value of the flag FS (step 140), and then the timer variable Tb is determined to be less than or equal to the value 0. Make a judgment as to whether or not (
Step 200). The process of decrementing the timer variable Tb by the value 1 until the timer variable Tb becomes equal to or less than the value θ (
Step 210) and the process of continuing to softly control the shock absorber 2 (step 180) are repeated.

When the time corresponding to the timer variable Tb has passed since the damping force change rate V became equal to or less than the switching reference value Vref (step 200), the flag FS is reset to the value 0 (step 220), and the damping force of the shock absorber 2 is changed. Step 150) to switch and control the settings to hard, then rRT
Exit to N, + to end this routine.

Through the above processing, the damping force setting of each shock absorber 2 is switched to soft immediately when the damping force change rate V exceeds the switching reference value Vref, and after falling below the switching reference value Vref, it remains soft for a time Tb. It will be maintained.

Next, the process of controlling the elasticity of the upper support 4 will be explained according to the flowchart shown in FIG. When this routine is started, first, it is determined whether or not the flag FS set in the damping force control interrupt processing routine of FIG. 5 has a value of 1 (step 300). This flag FS
indicates whether the damping force setting of the shock absorber 2 is soft or heart (Fig. 5). Therefore, when the flag FS has a value of 0, it is determined that the shock absorber 2 is under hard control, and the voltage application circuit 76 applies a voltage to the inner electrode of the upper support 4 by making it negative ( step 310). As a result, as shown in FIG. 7(A), the magnetic fluid 46 moves to the liquid chamber 42 on the minus side, and the pressure inside the liquid chamber 42 increases. Therefore, the elasticity (spring constant) of the upper support 4 is increased in accordance with the hard setting of the shock absorber 2.

On the other hand, if the flag FS has a value of 1, it is assumed that the shock absorber 2 is being softly controlled, and a process is performed in which the outer electrode of the upper support 4 is made negative and a voltage is applied (step 320).

As a result, as shown in FIG. 7(B), the magnetic fluid 46 moves to the negative side, that is, to the auxiliary chamber 44, and the pressure in the liquid chamber 42 decreases. Therefore, the elasticity (spring constant) of the upper support 4 is lowered in accordance with the soft setting of the shock absorber 2. The above processing (step 310
, 320), the routine exits to r R, T N J and ends this routine.

Next, a second embodiment of the present invention will be described with reference to FIGS. 8 and 9.

FIG. 8 is a procedure diagram similar to FIG. 6 regarding the second embodiment, and in this procedure, step 306 is compared to the procedure of FIG. 6.
, 302, and 304 are added. In these processes, Tc indicates a timer counter, which is always initialized to zero while FS=1, that is, while the damping force characteristic is soft. While the damping force characteristic is soft, the elasticity of the upper support is kept in a "soft" state (step 320).

When the damping force characteristic is switched to hard, the timer counter Tc starts counting from that time (step 302), and while the count value does not reach the value T ref corresponding to the predetermined delay time, the elasticity of the upper support is “ The elasticity of the upper support is maintained in a "soft" state (step 320), and when a time corresponding to a predetermined delay time has elapsed, the elasticity of the upper support is switched to "hard" (step 31).
0).

As a result of this processing, the damping force characteristics of the shock absorber and the spring constant of the upper support are switched as shown in FIG. In other words, when the damping force characteristic is switched from hard to soft, the elasticity of the upper support is switched to "soft", while when the damping force characteristic is switched from soft to hard, the elasticity of the upper support is switched to "soft" after a predetermined delay time. It will be switched to "Hard".

In this way, if the elasticity of the upper support is switched to "hard" after a predetermined time delay, the elasticity of the upper support will be maintained at "soft" at the moment the damping force characteristics are switched from soft to hard. The shock that may occur at the moment of switching the damping force characteristic from soft to hard is effectively absorbed by the soft upper support, preventing any discomfort when switching.

In this example, the elasticity of the upper support is made "soft" at the moment when the damping force characteristic changes from soft to hard by setting the delay time, but instead of this, an acceleration sensor is built into the upper support. The elasticity of the upper support may be switched from "hard" to "soft" after waiting for the detected acceleration to become less than a predetermined value. Even in this way, the shock that occurs when switching the damping force characteristic from soft to hard is effectively absorbed by the support in the "soft" state, and the support then becomes "hard" to ensure good handling stability. It turns out.

According to the suspension control device 1 of this embodiment having the above configuration, the elasticity of the upper support 4 is switched between high and low in accordance with controlling the shock absorber 2 hard or soft. Therefore, when accelerating or turning, the suspension characteristics of the entire suspension become extremely stiff, ensuring high handling stability.On the other hand, when riding on rough roads or when going over bumps, the suspension characteristics become extremely soft, ensuring sufficient ride comfort. Therefore, it is possible to change the width of the suspension characteristics by simply changing the damping force of the shock absorber 2, and the effects of both measuring parts can be fully brought out. can.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments. For example, the upper support 4 may be replaced with a radius rod bush RRB.
, upper arm bushings UAB, lower arm bushings LAB (see Figure 2), and a structure that controls the elasticity of the front wheel strut bark tension, rather than switching these elasticities and the damping force setting of the shock absorber synchronously. It goes without saying that the present invention can be implemented in various ways without departing from the scope of the present invention, such as a configuration in which the suspension characteristics are controlled in various combinations and a plurality of types of flavors are added to the suspension characteristics.

[Effects of the Invention] As detailed above, according to the suspension control device of the present invention, the elasticity of the elastic member interposed between the suspension means and the vehicle body etc. can be controlled in accordance with the control of the characteristics of the suspension means. Therefore, it is possible to fully bring out the control effects of both, which is an extremely excellent effect. As a result, it becomes easy to obtain desired characteristics in terms of ride comfort and steering stability.

[Brief explanation of drawings]

FIG. 1 is a block diagram illustrating the basic configuration of the present invention, FIG. 2 is a schematic configuration diagram showing the overall configuration of a suspension control device as an embodiment of the present invention, and FIG. 3 (A) is a shock absorber 2 , FIG. 3(B) is an enlarged sectional view of essential parts of the shock absorber 2, FIG. 4 is a block diagram showing the configuration of the electronic control device 10 of this embodiment, and FIG. FIG. 6 is a flowchart showing the damping force control side material processing routine, FIG. 6 is a flowchart showing the upper support elasticity control routine, and FIG. 7 (A
) and (B) are explanatory diagrams showing the control state of the upper support 4. Further, FIG. 8 is a diagram similar to FIG. 6 in the second embodiment, and FIG. 9 is a diagram showing a switching timing chart according to the processing procedure. 1... Suspension control device 2FL, PR, RL, RR... Shock absorber 4FL, FR, RL, RR... Upper support 10... Electronic control device 25FL, PR, RL, RR... Piezo load Sensors 27FL, FR, RL, RR...Piezo actuator 42...Liquid chamber 44...Subchamber 46...Magnetic fluid 47...Upper support inner electrode 48...Upper support outer electrode 50... - Steering sensor 51... Vehicle speed sensor 70... Damping force change rate detection circuit 75... High voltage application circuit 76... Voltage application circuit

Claims (1)

[Claims] 1. A suspension means capable of varying characteristics such as a damping force generation pattern and a spring constant is provided between the vehicle body and the wheels, and components of the suspension means and other components of the vehicle body or suspension means are provided. A suspension control device comprising an elastic member interposed between the component parts, comprising: a suspension characteristic control means for controlling the characteristics of the suspension means based on the vibration state of the vehicle; and elasticity control means for controlling the elasticity changing means and changing the elasticity of the elastic member based on the control state of the characteristics of the suspension means by the suspension characteristic control means.