KR100210837B1 - Control device of active suspension system - Google Patents

Abstract

The present invention uses the lateral acceleration, front / rear acceleration, steering angle and steering angle speed of the vehicle to reduce the roll angle and improve the io stability during rapid steering of the vehicle, as well as to prevent the occurrence of jack up (jack) The present invention relates to a control system of an active suspension system that can improve the pitch stability during sudden braking or rapid acceleration of a vehicle. The method includes processing a vehicle lateral acceleration detected by a lateral acceleration detector and using the processed signal. The pressure control valve is controlled to implement an actuator pressure for compensating the vehicle's ejection phenomenon, and the steering angle and steering angle speed detected by the steering angle sensor are processed, and the lateral acceleration signals of the processed steering angle and steering angle speed are used. The pressure control valve is controlled to realize the actuator pressure for reducing the roll angle during steering and improving the stability of io Attitude control of the vehicle body can be performed by controlling the pressure control valves so that the actuator pressure for reducing the pitch angle during braking or acceleration is realized using the front / back acceleration of the vehicle detected by the speed detector. do.

Description

Control device of active suspension system

The present invention uses the lateral acceleration, front / rear acceleration, steering angle and steering angle speed of the vehicle to reduce the roll angle and improve the io stability during rapid steering of the vehicle, as well as to prevent the occurrence of jack up (jack) The present invention relates to a control system of an active suspension system that can improve the pitch stability during sudden braking or rapid acceleration.

In the conventional active suspension system, as shown in FIG. 1, a piston rod 2A is mounted on a vehicle body 1, and a hydraulic cylinder 2 is mounted on a wheel 3 with a cylinder tube 2B. And a pressure control valve 4 for supplying an operating pressure to the hydraulic cylinder 2, and a coil spring 5 is mounted between the cylinder tube 2b and the vehicle body 1.

And a gain adjuster for adjusting the gain of the reverse roll moment improved by the product of the lateral acceleration detector 6 detecting the lateral acceleration of the vehicle and the roll stiffness of the front and rear wheels detected by the lateral acceleration detector 6 ( 7) and an adder 8 for adding the reference drive signal V and the offset signal Vo of the pressure control valve 4 when the roll control of the vehicle is not performed.

The control device of the active suspension system configured as described above is configured as shown in FIG. 2, and the control device of such a suspension system is transverse to reduce the roll angle due to the roll moment generated when the vehicle turns. The reverse roll moment is calculated using the acceleration and the roll stiffness of the vehicle, and the calculated reverse roll moment is realized by the pressure difference of each actuator to ensure driving stability during turning.

In addition, it is possible to change the steering characteristics by the front / rear distribution according to the roll rigid steering situation.

Explaining the operation, the total roll stiffness setter 21 in the control device of the active suspension system determines the total roll stiffness Z ₀ of the reverse roll moment to compensate for the roll moment generated when the vehicle turns. do.

In this case, the overall roll stiffness Z ₀ is a constant determined by the characteristics of the vehicle.

On the other hand, in order to distribute roll stiffness to the front / rear wheels at different ratios, the roll stiffness distribution adjusting circuit 25 calculates the roll stiffness (Z _yf / Z _yr ) of the front / rear wheels as follows.

Equation below

Z _yf = _{αZ 0}

Z _yr = (1-α) Z ₀

Here, α is a distribution coefficient determined by the front / rear distribution setting circuit 22, and is automatically determined according to the steering angle signal detected by the steering angle sensor 23 and the signal selected by the automatic / manual selector 24 or manually operated by the driver. It is decided by.

In the automatic determination, the steering angle signal is differentiated twice to determine whether the vehicle is in the turning start state, the turning end state, or the straight state. If the turning start state is set to 0≤α≤0.5, the vehicle is capable of oversteer steering characteristics. At the end of the turn, it is set to 0.5≤α≤1 to have an understeer steering characteristic to improve the steering response of the vehicle, while maintaining a certain setting value in the range of 0.5≤α≤1 when going straight. do.

Then, the roll stiffness Z _yf / Z _yr of the front and rear wheels obtained as described above is multiplied by the lateral acceleration detected by the lateral acceleration detector 26 to obtain an inverse roll moment that compensates for the roll moment when the vehicle is turned.

Then, the front and rear individual regulators 27a and 27b multiply the reverse roll moment by an appropriate gain to generate a drive signal V _f / V _r for driving the pressure control valve 4 of each wheel.

Accordingly, the driving signal V _f / V _r is combined with an offset signal Vo for driving the pressure control valve 4 on the basis of when the vehicle does not perform the roll control, so that the pressure control valve 4 The opening degree is adjusted.

That is, the supply pressure from the pump is tuned by the pressure control valve 4 to be supplied to the hydraulic actuator, that is, the hydraulic cylinder 2.

As described above, the reverse roll moment is calculated to reduce the roll angle generated during the right turn of the vehicle, and the gain regulators 27A and 27B are provided with a four-wheel pressure control valve 28A to generate the calculated reverse roll moment. , 28B, 28C, and 28D, which causes the pressure control valve 4 to increase the two actuator pressures of the left wheel and to reduce the roll angle by reducing the two actuator pressures of the right wheel.

In addition, the control device of the suspension system shown in FIG. 3 is a configuration diagram for compensating a pitch moment occurring during sudden braking or rapid acceleration of a vehicle, which is based on acceleration by the front and rear acceleration detectors 32. The pitch stiffness by the pitch stiffness setter 31 calculates the inverse pitch moment and implements it as the pressure difference of the actuator to suppress the generation of the pitch angle.

That is, the inverse pitch moment is calculated by multiplying the pitch stiffness Z _x of the pitch stiffness setter 31 determined by the vehicle characteristics by the front and rear accelerations detected by the front and rear acceleration detectors 32, and calculating this. The reverse pitch moment is changed by the gain regulator 33 to the signals of the pressure control valves 34A, 34B, 34C, and 34D of each wheel.

This reduces the pitch angle by increasing the left / right pressure of the front wheel and reducing the left / right pressure of the rear wheel during sudden braking of the vehicle.

However, in the control apparatus of the conventional suspension system as described above, the steering angle signal of the steering angle sensor is differentiated twice to determine the turning state of the vehicle, and based on this, the steering characteristic is changed by changing the front / rear wheel distribution of the roll stiffness. Only when the steering angle sensor is an analog type of a relatively expensive price, the differential of the signal is possible, which requires a large cost in cost.

In addition, in addition to the normal yaw phenomenon when turning the vehicle, there is a problem that an unstable yaw phenomenon occurs unlike the steering intention of the driver due to a difference in the friction coefficient between the left and right tires and the road surface.

In addition, when calculating the roll moment or the pitch moment of the vehicle, the roll stiffness or the pitch stiffness was simply multiplied by the lateral acceleration and the front / rear acceleration, so that the dynamic consideration of the vehicle was very poor.

The present invention has been made to solve the above problems, the object of which is to steer the vehicle by using the steering angle and steering angle velocity detected by the lateral acceleration and steering angle sensor of the front and rear wheels of the vehicle detected by the lateral acceleration detector Reduce roll angle, distribute front and rear roll moments to secure yaw stsability, and prevent post-up caused by cornering force to control vehicle body attitude In addition, by using the signals of the front and rear acceleration sensor to reduce the pitch angle generated during braking or rapid acceleration of the vehicle to provide an active suspension control system that can perform anti-dive and anti-squat control Is in.

The control device of the active suspension system of the present invention for achieving the above object, the signal processing the lateral acceleration of the vehicle detected by the lateral acceleration detector, and using the processed signal to the actuator pressure for compensating the lift-up phenomenon of the vehicle Control the pressure control valve so as to implement the signal processing of the article angle and the steering angle velocity detected by the steering angle sensor, and using the processed steering angle and the steering angle velocity and the lateral acceleration signal to reduce the roll angle during steering and improve the io stability. The pressure control valve is controlled to implement the actuator pressure for the vehicle, and the pressure control valve is controlled to implement the actuator pressure for the reduction using the vehicle's pre / post acceleration detected by the vehicle's pre / post acceleration detector. It is characterized in that the posture control can be performed.

1 is a block diagram of a conventional active suspension system.

2 is a block diagram of a control device of an active suspension system for performing conventional roll control.

3 is a block diagram of a control device of an active suspension system for performing conventional pitch control.

4 is a block diagram of an active suspension system according to the present invention.

5 is a block diagram of a control device of an active suspension system according to an embodiment of the present invention.

6 is a block diagram of a control device of an active suspension system according to another embodiment of the present invention.

7 is a frequency response waveform diagram of the moving-age filter of FIGS. 5 and 6;

8 shows an anti-roll control model controlled by the present invention.

9 shows an anti-dive control model controlled by the present invention.

10 illustrates an anti-squat control model controlled by the present invention.

* Explanation of symbols for main parts of the drawings

120F, 120R: Front / Rear Acceleration Detector 140: Steering Angle Sensor

160FR to 170RL: Front / right pressure control valve to rear / left pressure control valve

70FR ~ 70RL: Front / Right Hydraulic Actuator ~ Rear / Left Hydraulic Actuator

201, 301: Low pass filter 202, 302: Moving bridge filter

203, 303: acceleration detector offset corrector 204: check-up compensation controller

205: Steering Angle and Steering Angle Velocity Calculator

206: anti-roll and io stability controller

208, 307: four-wheel actuator force calculator 304: code determiner

305: anti-dive controller 306: anti-squat controller

4 is a configuration diagram of an active suspension system according to the present invention, wherein between the wheel 50 and the vehicle body 60, hydraulic actuators 70FL to 70RR are mounted to the vehicle body 50 together with the coil springs 80FL to 80RR. It is structured to support.

The pressure generated from the hydraulic pressure source 40 is supplied to the pressure control valve units 1100F and 110R located at the front wheel and the rear wheel, and the control pressure is supplied to the hydraulic actuators at the left and right sides in the pressure control valve units 110F and 110R. Two pressure control valves are provided to supply the control pressure to the corresponding hydraulic actuators 70FL to 70RR according to the control output signal input from the control device 200.

The flow rate returned from the pressure control valve units 110F and 110R is stored in the oil tank of the hydraulic source after being cooled by the oil cooler 170.

Each wheel is equipped with a height sensor (100FL ~ 100RR) for the height control to measure the relative displacement of the vehicle body 60 and the wheel 50 is configured to input the measured sensor output to the control device 200 And horizontal lateral acceleration detectors 120F and 120R capable of detecting vehicle front and rear wheel lateral accelerations in a line of the body center line, and horizontal lateral acceleration detectors 120F and 120R capable of detecting these two sides. The front and rear acceleration detectors 160 are mounted between the two lateral accelerations 120F and 120R, and the steering angle sensor 140 is mounted inside the steering wheel. And a control device 200 for inputting a steering angle signal and outputting a control signal to perform posture control of the vehicle body.

In addition, the hydraulic actuators 70FL to 70RR are equipped with variable orifices in which the piston can generate a damping force during relative movement, and a small accumulator 90FL to 90RR is mounted next to the hydraulic actuator to exert a gas spring effect. It is structured.

5 is a block diagram of a control device 200 of a suspension system according to an embodiment of the present invention, the front and rear lateral acceleration detectors 120F and 120R of the vehicle to prevent the aging by sampling of the digital control device. Low pass filter 201 for filtering the front / rear lateral acceleration signals detected by the N-axis), and the high-frequency noise included in the acceleration signal by filtering the acceleration signal passed by the low pass filter 201 once again. A moving average filter 202, an acceleration detector offset corrector 203 for removing a DC offset of the acceleration signal passing through the moving average filter 202, and an acceleration detector offset corrector ( A lift-up compensation controller 204 for outputting a control signal for compensating for the vehicle's lift-up phenomenon by using the signal corrected by 203, a steering angle sensor and a steering angle velocity calculator 205, and the acceleration An anti-roll for outputting control signals for anti-roll and io stability control by inputting the lateral acceleration output through the output offset corrector 203 and the steering angle and steering angle velocity calculated in the steering angle and steering angle velocity calculator 205; A yaw stability controller 206, a roll moment front / rear wheel distribution regulator 207 that enables roll moment front / rear wheel distribution ratio adjustment in the anti-roll and yaw stability controller 206 to control the yaw stability; According to the control signals of the compensating controller 204 and the anti-roll and yaw stability controller 206, the actuator pressure for the compensation compensation and the actuator pressure for the reduction of the roll angle during steering and the improvement of the yaw stability are calculated. And a four-wheel actuator force calculator 208 for calculating the attitude control force.

The pressure control valves 170FL to 170RL are controlled in accordance with the overall attitude control force obtained by the four-wheel actuator force calculator 208 to drive the hydraulic actuators 70FR to 70RL.

FIG. 6 is a block diagram of a control device 200 of a suspension system according to another embodiment of the present invention, which is detected by the front and rear acceleration detectors 160 of the vehicle to prevent aging by sampling of the digital control device. Low pass filter 301 for filtering the acceleration signal before and after, and Moving edge filter for removing the high frequency noise included in the acceleration signal by filtering the acceleration signal passed by the low pass filter (301) 302, an acceleration detector offset corrector 303 that removes the DC offset of the acceleration signal passing through the moving bridge filter 302, and a front and rear acceleration signal corrected by the acceleration detector offset corrector 303. A code determiner 304 for determining a code and an anti-dive controller for performing anti-dive control when the pre / post acceleration signal is a positive sign in the code determiner 304. 305, The anti-squat controller 306 performs anti-squat when the front and rear acceleration signal is a negative sign in the code determiner 304, and the anti-dive controller 305 and anti And the calculator 307 of the four-wheel actuator for calculating the overall attitude control force of the vehicle by calculating the actuator pressure for reducing the pitch angle during braking or acceleration of the vehicle according to the performance of the squat controller 306.

At this time as well, the pressure control valves 170FL to 170RL are controlled in accordance with the overall attitude control force obtained by the four-wheel actuator force calculator 307 to drive the hydraulic actuators 70FL to 70RL.

The operation of the control device 200 of the suspension system configured as described above will be described with reference to FIGS. 7 to 10.

First, when the operation of the control device 200 of FIG. 5 is described, the lateral acceleration signals detected by the front wheel lateral acceleration detector 120F and the rear wheel lateral acceleration detector 120R mounted on the vehicle body are input to the control device 200. Aliasing by sampling of digital controller.

At this time, the cutoff frequency of the filter 201 is determined within the range in which the anti-aliasing can be prevented in consideration of the sampling frequency of the control device 200.

The signal passing through the low pass filter 201 is for removing noise components included in the acceleration detection value, and has less deterioration in control performance due to phase delay than the general IIR low pass filter, and has a frequency characteristic as shown in FIG. 7. Passing through the Moving Average filter 202, which is a kind of low pass filter.

In this case, the cutoff frequency of the moving bridge filter 202 is determined by the sampling time of the controller and the bridge order of the filter.

The acceleration signal passing through the moving bridge filter 202 passes through the acceleration detector offset corrector 203 to remove the DC offset of the acceleration detectors 120F and 120R.

Meanwhile, the pulse signal detected by the steering angle sensor 140 is input to the steering angle and the steering angle velocity calculator 205 and calculated as the steering angle and the steering angle velocity.

As described above, the anti-roll and yaw stability controller 206 and the check-up compensation controller 204 that receive the signal processed lateral acceleration and steering angle and steering angular velocity signals calculate the attitude control force of the vehicle body.

In addition, the roll moment front / rear wheel distribution ratio adjuster 207 is used to adjust the roll moment front / rear wheel distribution ratio in the anti-roll and the yaw stability control of the yaw stability controller 206.

Detailed description of the posture control force is as follows.

Here, assume that the coordinates of the vehicle output + X for the front direction of the vehicle, + Y for the left direction of the driver, + Z for the ground direction, and the lateral acceleration outputs a + value when the vehicle rotates to the right and the longitudinal acceleration + value when braking. .

As shown in FIG. 8, the vehicle generates lateral acceleration G _y during the right turn, and the centrifugal force corresponding to M · G _y acts by the lateral acceleration.

The centrifugal force can be expressed in terms of roll moment and side force from a roll center point of view.

In other words,

The lateral force acting on the roll center is transmitted to the tire ground point by suspension linkages and knuckles.

The roll moment is also transmitted to the tire ground point by suspension springs, dampers and knuckles.

The normal load of the left wheel tire increases, and the normal load of the right wheel tire decreases so that the vehicle can be balanced by the roll moment generation. As shown in FIG. 8, the roll balance of the vehicle becomes possible.

In addition, when only the spring mass is viewed as a system, the roll moment must be supported by a damper or spring to achieve equilibrium.

At this time, when the lateral acceleration G _y is applied, the actuator force necessary for the roll angle compensation is calculated as follows by the virtual walk concept.

In addition, in order to secure io stability during sharp cornering, an algorithm for controlling the distribution of the front and rear roll moments is added to the anti-roll control logic of Equation (2).

That is, the yaw angular acceleration is calculated from the two lateral accelerations from the accelerometers installed before and after in the lateral direction of the vehicle body as shown in equation (3).

In addition, (Hh _r ) .M.G _y corresponding to the roll moment in the above formula (2) is modified in the following equation in consideration of the manuverability and the yaw stability.

here , Is the steering angle and the steering angle velocity.

The term added to or subtracted from G _y is an item added to control the stability of the io when the vehicle is steered. , , By judging the sign of the steering angle, steering angular velocity, and yaw angular acceleration, in the case of spin in when the vehicle rotates with a change smaller than the driver's steering intention by the external environment during steering, the front wheel roll moment is increased and the rear wheel is increased. Reducing the roll moment results in steering characteristics of the understeer.

Conversely, the steering characteristics of the understeer are generated by reducing the drift out moment that rotates to a radius larger than the steering intention radius.

Conversely, in the case of drift out which rotates in a radius larger than the steering intention radius, the front wheel roll moment is reduced and the rear wheel roll moment is increased to give the oversteer steering characteristics, thereby improving io stability during abnormal response. Can be increased.

In addition, in a normal case where the steering intention coincides with the direction of the yaw, the steering responsiveness may be improved by adjusting the oversteer and the understeer according to the steering intention of the driver.

In the above formula (4), the roll moment increase and decrease rate is changed depending on the amount of vehicle yaw, and it is possible by changing the parameters a and b by the roll moment front / rear wheel distribution ratio adjuster 207.

If the previous driving situation without the io phenomenon does not occur, the tuned q value is added to show the tendency of the understeer, and the actuator force of each wheel by the anti-roll and io stability control can be written as follows.

Where t _f and t _r are the front and rear wheel treads, respectively.

On the other hand, the lateral force acting on the roll center is transmitted to the tire ground point by the suspension linkage, and a difference in the left / right wheel friction forces occurs due to the weight transfer, thereby causing a checkup force at the roll center of the vehicle body.

That is, this component is as follows.

Here, a and b are parameters determined by the tire characteristics.

The calculated F _jack-up results in lifting the body by centrifugal force during cornering and adversely affects the driving stability of the vehicle.

Therefore, it is necessary to reduce the actuator pressure by the ejection force to compensate.

Therefore, in the case of the front half car (front half car) and the rear half car (rear half car) of the rear wheel, it is calculated separately, and the actuator compensation force of the left / right wheels is calculated as follows.

The actuator force of the above formulas (5) and (7) is simply summed up each wheel in the four-wheel actuator calculator 208 to obtain the overall attitude control force.

On the other hand, the control device always outputs a constant control pressure Po corresponding to the constant control output signal Vo to the hydraulic actuator in order to support the vehicle body at the stop.

Therefore, the final control output signal of the control device outputs a result of adding the output signal obtained above to the constant output signal Vo for each wheel.

Next, the operation of the control device of FIG. 6 will be described.

The front and rear acceleration detection signals detected from the front and rear acceleration detectors 160 mounted on the vehicle body are input to the control device 200 as shown in FIG. 6 to prevent electronics from sampling by the digital control device. Passes through the analog low frequency pass filter 301.

At this time, the cut-off frequency of the filter 301 is determined in the range that can prevent the aging in consideration of the sampling frequency of the control device.

The signal passing through the low pass filter 301 is for the removal of noise components included in the acceleration detection value and has less deterioration in control performance due to phase delay than the general IIR low pass filter, and has a frequency characteristic as shown in FIG. Passing through moving bridge filter 302, which is a kind of low pass filter.

In this case, the cut-off frequency of the moving bridge filter 302 is determined by the sampling time of the controller and the bridge order of the filter.

The acceleration signal passing through the moving bridge filter 302 passes through the acceleration detector offset corrector 303 to remove the DC offset of the acceleration detector 160 signal.

Subsequently, the code determiner 304 determines the sign of the pre / post acceleration signal processed as described above, and performs anti-dive control in the anti-dive controller 305 when the signal is positive and braked. If signed, i.e., accelerated, the anti-squat controller 306 performs anti-squat control.

Accordingly, according to the performance performed by the anti-dive controller 305 and the anti-squat controller 306, the four-wheel actuator force calculator 307 calculates the actuator pressure for reducing the pitch angle during braking or acceleration of the vehicle. The overall attitude control force of the vehicle is obtained, and the obtained control force is implemented in the hydraulic actuator through the pressure control valve.

Detailed description of the posture control force is as follows.

When the vehicle is suddenly decelerated, that is, when the braking force is applied to the vehicle as shown in FIG. 9, the amount of change in friction force and normal load acting on the tire may be equivalent to the force applied to the swing arm sensor.

At this time, the total pitching moment generated by the braking force F _f applied to the front wheel and the braking force F _r applied to the rear wheel is as follows.

Therefore, the front / rear actuator compensation force for compensating the entire pitching moment is calculated as follows.

At this time, the left / right compensation power is the same.

In addition, since the driving force during rapid acceleration of the vehicle is applied to the front wheel differently from the braking force in FIG. The sum of the pitching moments as the center is calculated as follows.

Therefore, the front / rear actuator compensation force to compensate the pitching moment is calculated as follows.

At this time, the left / right compensation power is the same.

As for the actuator force of Formula (9) or Formula (11), the overall attitude control force is obtained through the four-wheel actuator calculator 307.

On the other hand, the control device always outputs a constant control output signal Vo to support the vehicle body when the vehicle is stopped. Accordingly, the pressure control valve outputs a constant control pressure Po corresponding to the control output signal Vo to the hydraulic actuator. Output

Therefore, the final control output signal of the control device outputs a result of adding the output signal obtained above to the constant output signal Vo for each wheel.

As described above, the present invention, the anti-roll control to compensate the roll moment caused by the centrifugal force generated when the vehicle rotates left and right by the reverse moment caused by the pressure difference between the left and right actuators to reduce the roll angle of the vehicle In the cornering force, the cornering force enters the center of gravity of the vehicle by changing the steering characteristics of the vehicle by appropriately distributing the front and rear roll moments during sharp cornering. It has many effects as follows by performing the check-up compensation control to reduce the lifting phenomenon and the anti-dive or anti-squat control to compensate for the pitch moment generated during rapid acceleration or deceleration of the vehicle with the front / rear pressure difference. .

First, the roll moment due to the centrifugal force generated during the left and right rotation of the vehicle is compensated by the inverse moment caused by the pressure difference between the left and right actuators, thereby reducing the roll angle of the vehicle, thereby improving the riding comfort and driving stability. In the case of spin-in where the vehicle rotates to a smaller radius than the driver's steering intention due to the vehicle's external environment such as the difference in road friction, it is possible to generate the steering characteristics of the understeer by increasing the front wheel moment and reducing the rear wheel moment. It is possible to improve the iodine stability.

Third, in the case of the drift out that rotates to a radius larger than the steering intention radius, the steering stability of the oversteer can be increased by reducing the front wheel moment and increasing the rear wheel moment to increase the io stability in abnormal response.

Fourth, in a normal case in which the steering intention and the direction of the yaw coincide, the driver may improve the steering response by adjusting the oversteer and the understeer according to the steering intention.

Fifth, because of the weight transpo during steering, the lift-up force generates a phenomenon of lifting the vehicle body. In the present invention, the driving force can be secured by compensating the lift-up force by reducing the actuator pressure.

Sixth, in order to determine the turning state by two derivatives of the conventional steering angle sensor signal, it is necessary to use a relatively precise steering sensor such as an analog type. In the present invention, the steering angle and the steering angle velocity are understood only by the sign of the steering angle and the steering angle speed. A steering angle sensor can be used.

Seventh, when calculating the pitch moment, the moment is calculated based on the swing arm center, and the braking force distribution factor is considered when braking, and the moment is considered in consideration of the driving moment of the drive shaft during acceleration. By doing so, stability and riding comfort can be improved.

Claims (2)

It holds a hydraulic pressure source 40, and has a pressure control valve (170FL to 170RL) that can adjust the supply pressure supplied from the hydraulic pressure source 40 to the control pressure in accordance with the control output signal of the control device, this pressure control valve The hydraulic pressure actuators 70FL to 70RL are mounted between the vehicle body and the wheels by applying control pressure from 170FL to 170RL, and the front / rear lateral acceleration detectors 120F to detect the lateral acceleration of the vehicle body. 120R), the steering angle sensor 140, and the control device of the active suspension system for a vehicle having a control device 200 for receiving the acceleration signal and the steering signal and outputs a control signal to the pressure control valve through a calculation In addition, the control unit 200, the low-pass to filter the front and rear lateral acceleration signal detected by the front and rear lateral acceleration detectors 120F, 120R of the vehicle to prevent the aging by the sampling of the digital control device And a moving average filter 202 for filtering the acceleration signal passed by the low pass filter 201 to remove high frequency noise included in the acceleration signal. Acceleration detector offset of the vehicle using the acceleration detector offset corrector 203 for removing the DC offset of the acceleration signal passed through the bridge filter 202 and the signal corrected by the acceleration detector offset corrector 203. A steering angle and steering angle velocity calculator 205 for calculating a steering angle and a steering angle velocity by inputting a steering angle signal detected by the steering angle sensor 140 and a lift-up compensation controller 204 for outputting a control signal for compensating the steering angle; Anti-roll and yaw stability by inputting the lateral acceleration output through the detector offset corrector 203 and the steering angle and steering angle velocity calculated by the steering angle and steering angle velocity calculator 205. An anti-roll and yaw stability controller 206 for outputting a control signal for controlling the sex, and a roll moment for enabling roll moment front / rear wheel distribution ratio adjustment during the yaw stability control of the anti-roll and yaw stability controller 206. According to the control signals of the front / rear wheel distribution regulator 207, the check-up compensation controller 204, and the anti-roll and yaw stability controller 206, the actuator pressure and the roll angle reduction during steering are reduced and the yaw Control device for an active suspension system, characterized in that consisting of a four-wheel actuator force calculator (208) for calculating the overall attitude control force of the vehicle by calculating the actuator pressure for improving the stability. It holds a hydraulic pressure source 40, and has a pressure control valve (170FL to 170RL) that can adjust the supply pressure supplied from the hydraulic pressure source 40 to the control pressure in accordance with the control output signal of the control device, this pressure control valve The hydraulic pressure actuators 70FL to 70RL are mounted between the vehicle body and the wheels by applying control pressure from 170FL to 170RL, and the front / rear lateral acceleration detectors 120F to detect the lateral acceleration of the vehicle body. 120R), the steering angle sensor 140, and the control device of the active suspension system for a vehicle having a control device 200 for receiving the acceleration signal and the steering signal and outputs a control signal to the pressure control valve through a calculation In addition, the control device 200, the low-pass filter 301 for filtering the front and rear acceleration signal detected by the front and rear acceleration detector 160 of the vehicle in order to prevent the aging by the sampling of the digital control device and , Prize Moving frequency filter 302 for filtering the acceleration signal passed by the low pass filter 301 to remove the high frequency noise included in the acceleration signal, and the acceleration signal passed through the moving bridge filter 302. An acceleration detector offset corrector 303 that removes a DC offset of the signal, a code determiner 304 that determines the sign of the front-back acceleration signal corrected by the acceleration detector offset corrector 303, and the code determiner 304. The anti-dive controller 305 performs anti-dive control when the forward and backward acceleration signals are positive, and the forward and backward acceleration signals are negative by the code determiner 304. In the case of a reference numeral), when the vehicle is braked according to an anti-squat controller 306 that performs anti-squat, and the anti-dive controller 305 and the anti-squat controller 306 perform operations. Acceleration 4. A control device for an active suspension system, comprising a four-wheel actuator force calculator (307) for calculating actuator pressure for pitch angle reduction to obtain the overall attitude control force of the vehicle.