JPH04169311A - Active suspension for vehicles - Google Patents

Abstract

PURPOSE:To ensure good driving feeling at the time of slow steering and straight driving, and to effectively control the car body position stability at the time of rapid steering by increasing a control gain correspondent to the varied velocity of the relative displacement in the vertical direction between a wheel and a car body, when a steering angular velocity is high. CONSTITUTION:In a suspension unit, oil pressure is supplied to and discharge from a hydraulic actuator by a control valve 32, and the damping force is adjusted by a damping force control valve 35. The control valve 32 as well as the damping force control valve 35 are controlled by a controller 40, based at least on each detection output of a steering angular sensor 42 for detecting the steering angle of a steering wheel, a stroke sensor 47 for detecting the upper/lower stroke conditions of each wheel, and of an upper/lower G sensor for detecting the upper/lower acceleration worked on a car body. A control gain correspondent to the varied velocity of upper and lower relative displacement between the wheel and the car body, is controlled and is thus increased when the steering angular velocity is high.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an active suspension for a vehicle, and particularly to control for improving vibration damping characteristics.

(Prior Art) Conventionally, as a control for improving vibration damping performance in an active suspension, for example, Japanese Patent Laid-Open No. 63-4121
There is known a device that controls the operation of an actuator based on the relative displacement speed between a sprung member and an unsprung member, as shown in Japanese Patent No. 7.

In other words, it attempts to dampen the vibrations generated in the vehicle body by applying a control force to the actuator that corresponds to the rate of change in the vertical stroke of the wheel, and has the same function as the shock absorber used in general suspensions. This is a technology that allows active suspension to perform its functions.

(Problems to be Solved by the Invention) By the way, in performing the above-mentioned control, it is necessary to achieve both ride comfort and longitudinal stability of the vehicle. For this reason, in the conventional example described above, the effective control gain for the rate of change in a region where the vibration frequency of the human force applied to the suspension is lower than the vicinity of the sprung mass resonance point is set to be different from that in other regions. However, in the above conventional example, the control gain is only changed based on the input vibration frequency, so it is not possible to efficiently achieve both stability when the vehicle turns and ride comfort when driving straight. If you try to improve the turning stability during sudden steering, there is a problem in that you are forced to sacrifice ride comfort.

(Means for Solving the Problems) The present invention was devised to solve the above problems, and includes a mechanism that is interposed between the wheels of a vehicle and the vehicle body to support the vehicle body with respect to the wheels. an actuator that can be increased or decreased; a displacement speed detection means that detects a change rate of a vertical relative displacement amount between the wheels and the vehicle body; and a steering angular velocity detection means that detects a steering angular velocity of a steering wheel;
control means for controlling the operation of the actuator in a direction to suppress a change in the amount of displacement based on the speed of change detected by the displacement speed detection means; The active suspension for a vehicle is characterized in that when the steering angular velocity is high, a control gain corresponding to the rate of change is increased.

(Function) According to the present invention, the control gain of the control for operating the actuator to suppress the change in the vertical displacement amount between the wheel and the vehicle body in response to the change speed of the vertical relative displacement amount between the wheel and the vehicle body is Since the control means is configured to increase when the steering angular velocity detected by the angular velocity detection means is high, it can efficiently damp vibrations during sudden steering that requires high steering performance while normally ensuring good ride comfort. It is possible to increase the performance and appropriately improve the turning stability of the vehicle.

(Example) Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

FIG. 2 is a configuration diagram of the hydraulic system of this embodiment. Second
In the figure, an oil pump 1 is provided to suck oil stored in a reserve tank 3 through an oil passage 2 and discharge the oil to a supply oil passage 4. Near the oil pump 1 in the supply oil path 4, accumulators 5 and 6 are connected in series for absorbing the pulsation of the oil pressure discharged by the oil pump 1, and each accumulator 5, 6 has a different set frequency. It has become. Further, an oil filter 7.8 is connected to the downstream side of the Akicomulator 6, and a pilot relief oil passage 9 and a relief oil passage 10 are connected to the downstream side of the oil filter 8.

The pilot relief oil passage 9 is connected to a solenoid valve 11, and the solenoid valve '11 connects a discharge oil passage 12 communicating with the reserve tank 3 to a return oil passage 13 of a control valve, which will be described later, or to the pilot relief oil passage 9. It is designed to be selectively communicated. An operating check valve 14 is installed on the upstream side of the solenoid valve 11 in the return oil passage 13, and operates by receiving the pressure of the pilot relief oil passage 9 as pilot pressure. When the discharge oil passage 12 is in communication, it is closed and the vehicle height is maintained by prohibiting oil discharge, while when the return oil passage 13 and the discharge oil passage 12 are in communication, they are opened and the oil is discharged. This allows the exhaust to be discharged and enables suspension control, which will be described later.

Further, the relief oil passage 1o is connected to the discharge oil passage 12 on the downstream side of the solenoid valve 11, and is connected to the relief oil passage 1o.
A relief valve 15 is interposed in the middle of 0. When the upstream oil pressure of the relief valve 15 becomes equal to or higher than a predetermined pressure, the oil discharged from the oil pump 1 is discharged to the reserve tank 3 side. Furthermore, this relief valve 15 receives pilot pressure from the pilot relief oil passage 9, and the above-mentioned set pressure changes depending on the state i of the solenoid valve 11 that changes the pressure of the pilot relief oil passage 9. When the vehicle height is maintained as described above, in which the relief oil passage 9 and the discharge oil passage 12 are communicated with each other, the set pressure is lowered and the load on the pump 1 is reduced.

Note that an oil cooler 16 and an oil filter 17 are installed in series in the discharge oil passage 12, and the oil filter 1
A relief valve 18 is provided in parallel with the oil filter 17 for compensation when the oil filter 7 becomes clogged.

Furthermore, the supply oil passage 4 branches into a front wheel side oil passage 4F and a rear wheel side oil passage 4R on the downstream side from the branching point with the IJ IJ-F oil passage 10, and each oil passage 4F, 4R has a Accumulators 19F and 19R for maintaining line pressure and check valves 20F and 2OR are interposed, respectively, and each check valve prohibits oil from flowing from the downstream side to the upstream side.

Note that an oil filter 21 is interposed in the rear wheel side oil passage 4R on the upstream side of the accumulator 19R. Each oil passage 4
F and 4R are branched into oil passages for each wheel on the downstream side of the check valves 20F and 2OR, respectively, and each oil passage is connected to a suspension unit 2 provided for each wheel.
2FL, 22PR, 22RL, and 22RR are connected. In addition, each suspension unit) 22PL, 22
PR.

22RL and 22RR are check valves 23FL that prohibit the flow of oil from the downstream side to the upstream side.

Return oil path 1 via 23PR, 23RL, 23RR
3, but check valve 23F on the front wheel side
The upstream sides of L and 23FR are communicated via the throttle 24F,
Check valves 23RL and 23RR on the rear wheel side have aperture 2.
4RL and 24RR are provided in parallel. These throttles 24F, 24RL, and 24RR are provided to average the internal pressures of the actuators of each wheel during the vehicle height maintenance described above.

In addition, the return oil passage 13R on the rear wheel side is provided with a ladle accumulator 25 to prevent pulsation in the return oil passage, and the return oil passage 4R on the rear wheel side and the supply oil passage 1 on the rear wheel side are provided.
Between 3R and 3R, there is a ladle IJ valve 26 to prevent high pressure in the return oil path and a cock 27 for maintenance.
are installed in parallel.

Each suspension unit has the same structure, so for the left front wheel suspension unit (22FL), a single-acting hydraulic actuator 30 is provided between the vehicle body and the wheel in parallel with a suspension spring (not shown). , an oil passage 31 communicating with the hydraulic chamber of the hydraulic actuator 30, a supply oil passage 4F, and a discharge oil passage 13.
The supply and discharge of hydraulic pressure to the hydraulic chamber of the hydraulic actuator 14 is controlled by a control valve 32 interposed between the hydraulic actuator 14 and the hydraulic chamber F. As the control valve 32, a proportional solenoid valve is used, and by controlling the valve opening according to the supplied current, the pressure within the hydraulic actuator 14 can be controlled in proportion to the supplied current. . Note that an oil passage 32 is also connected to the hydraulic actuator 30, and is configured to send oil leaking from the hydraulic chamber to the discharge oil passage 12.

Further, an accumulator 34 is connected to the oil passage 31 communicating with the hydraulic chamber of the hydraulic actuator 30 via a throttle 33, and the throttle 33 exerts a vibration damping effect, and the gas sealed in the accumulator 34 It has a gas spring effect. Furthermore, a damping force control valve 35 is provided in parallel with the throttle 33,
By driving the damping force control valve 35 to the open position, the damping force can be set softly. Further, a pressure sensor 36 for detecting the internal pressure of the hydraulic actuator 30 is provided in the oil passage 31 .

Each control valve 32. The operation of each damping force control valve 35 and solenoid valve 11 is controlled by a controller 40 composed of a microcomputer, and the solenoid valve 11 needs to control the operating state of the hydraulic actuator 30. Sometimes the second
The state shown in the figure is switched to a state where the turn oil passage 13 and the discharge oil passage 12 are connected, allowing oil to be discharged from the hydraulic actuator 3o, and when there is no need to control the operating state of the hydraulic actuator 30, such as when parking. The state is switched to the state shown in FIG. 2, and the discharge of oil from the hydraulic actuator 30 is prohibited to maintain the vehicle height.

As shown in FIG. 3, the controller 40 includes, in addition to the detection output from the pressure sensor 36 described above, a detection output from a lateral G sensor 41 that detects lateral acceleration acting on the vehicle body, and a steering angle that detects the steering angle of the steering wheel. The detection output of the sensor 42, the detection output of the vehicle speed sensor 43 that detects the running speed of the vehicle, and the longitudinal G that detects the longitudinal acceleration acting on the vehicle body.
The detection output of the sensor 44, the detection output of the brake switch 45 that detects the operation of the brake pedal, the detection output of the throttle sensor 46 that detects the throttle opening of the engine,
Detection output of a stroke sensor 47 provided for each wheel to detect the vertical stroke state of each wheel, detection output of a vertical G sensor 48 provided for each wheel to detect vertical acceleration acting on the vehicle body, and the road surface in front of the vehicle. The detection outputs of the preview sensors 49 that detect the states of the control valves 32 and the damping force switching valves 35 are manually inputted, and the controller 40 changes the operating states of the control valve 32 and the damping force switching valve 35 based on the detection outputs of these sensors. Each wheel is controlled individually.

A schematic configuration inside the controller 40 is represented by a control block diagram shown in FIG.

In FIG. 3, the roll control unit 50 includes a lateral G sensor 4.
1. Steering angle sensor 42. The detection output of the vehicle speed sensor 43 is manually inputted, and a control amount is outputted to support the amount of load movement during steering and suppress changes in the attitude of the vehicle body.

In addition, the US10S control 11 section 51 includes a steering angle sensor 4.
2 and the detection output of the vehicle speed sensor 43 are manually input, and the vehicle body steering characteristic is controlled by increasing/decreasing the roll stiffness ratio between the front and rear wheels based on the steering angular velocity and vehicle speed calculated from the output of the steering angle sensor 42. The controlled amount is output.

In the pitch control unit 52, the vehicle speed sensor 43 degrees
Sensor 44. Brake switch 45. The detection output of the throttle sensor 46 is manually inputted, and a control amount is outputted based on the output of the longitudinal G sensor 44 to support the amount of load movement during acceleration and deceleration and to suppress changes in the posture of the vehicle body, especially during braking and acceleration. At times, the gain for the output of the longitudinal G sensor 44 is increased.

Furthermore, in the skyhook damper control section 53, the steering angle sensor 42. Vehicle speed sensor 43. Lateral G sensor 44. Brake switch 45. Throttle sensor 46. and upper and lower G
The detection output of the sensor 48 is input, and control is performed to reduce the sprung absolute speed calculated from the detection output of the vertical G sensor 48 to suppress the bouncy feeling of the vehicle body, especially during sudden steering.
During high-speed running, braking, and acceleration, the gain with respect to the vertical absolute speed increases.

The stroke damper control section 54 includes a lateral G sensor 41, a steering angle sensor 42. Vehicle speed sensor 431 Front and rear G sensor 44.
Brake switch 45. Throttle sensor 46. The detection output of the stroke sensor 47 is manually inputted, and control is performed to reduce the stroke speed calculated from the detection output of the stroke sensor 47 and dampen vehicle body vibration. Especially during sudden steering, braking, and acceleration, the stroke speed is reduced. The gain increases. Note that details of the stroke damper control section will be described later.

Further, in the vehicle height control 855, the detection outputs of the vehicle speed sensor 43 and the stroke sensor 47 are input, and a control amount for obtaining a target vehicle height corresponding to the vehicle speed is output by integral control based on the detection output of the stroke sensor 47. Ru.

The ride comfort control section 56 includes a vehicle speed sensor 43. The detection outputs of the stroke sensor 47 and the vertical G sensor 48 are input,
A control amount is output based on mass increase control that suppresses the speed of the sprung ship and reduces the vibration transmission force, and reverse spring control that reduces the spring constant and reduces the vibration transmission force at the time of a minute stroke.

Each control amount output from each of the control units 50 to 56 described above is manually input to an adder 57 for each wheel, and the total control amount added by the adder 57 is input to a drive circuit 58. Then, the drive circuit 58 outputs a current corresponding to the input control amount to the control valve 32 to actively control the operation of the hydraulic actuator 30, thereby realizing control that provides good riding comfort with little change in posture. Ru. Further, the detection output of the pressure sensor 36 is input to the drive circuit 58, and the internal pressure of the hydraulic actuator 30 is set to the target control pressure (
Constant pressure control is performed using feedback control so that the output of the adder 57 is obtained.

In addition, in the preview control unit 59, the vehicle speed sensor 4
3 and the detection outputs of the preview sensor 49 are manually input, and when it is detected from the output of the preview sensor 49 that there is a protrusion or a step in front of the vehicle, the time point at which the wheel passes the protrusion or the step is calculated based on the relationship with the vehicle speed, By outputting a control signal to the drive circuit 60 to open the damping force switching valve 35 when passing over a protrusion or step, vibration transmission when the vehicle passes over the protrusion is reduced.

FIG. 1 shows a schematic configuration of the stroke damper control section 54 mentioned above. In FIG. 1, a stroke signal X detected from a stroke sensor 47 is input to a differentiator 61, and a stroke speed X is calculated. Differentiator 61
The stroke speed signal X outputted from the stroke speed gain setter 62 is manually inputted to the stroke speed gain setter 62, and communicated with the control gain corresponding to the large stroke speed based on the map shown in FIG. The gain Kx set in the stroke speed gain setter 62 is 0 in a dead zone region where the stroke speed is smaller than a predetermined value, increases as the number of sentences increases when the number of sentences exceeds a predetermined value, and then becomes a constant value. It becomes. With this setting, a control amount that effectively suppresses a large increase in stroke speed is output.

The output of the stroke speed gain setter 62 is manually input to the vehicle speed gain setter 63 and multiplied by Kv.

The control gain Kv in the vehicle speed gain setter 63 is variably set by the vehicle speed signal V detected from the vehicle speed sensor 43 as shown in FIG. That is, the control gain Kv is constant until the vehicle speed V reaches a predetermined value, but once the predetermined value is exceeded, the control gain Kv increases as the vehicle speed V increases, and after that, when the vehicle speed V exceeds a certain value, the control gain Kv becomes constant again. The settings are as follows. As a result, as the vehicle speed increases, the gain for suppressing the increase in stroke speed increases, improving stability during high-speed running.

Furthermore, the output of the vehicle speed gain setter 63 is manually input to the stroke gain setter 64 and multiplied by Kx.

The control gain Kx in the stroke gain setter 64 is variably set by the stroke signal X detected from the stroke sensor 47 as shown in FIG. That is, the control gain KX is set to be constant until the stroke X in the bump and rebound directions reaches a predetermined value, but once it exceeds the predetermined value, the control gain Kx increases as the stroke X increases. This ensures ride comfort when the suspension stroke is small, while increasing the control gain for suppressing an increase in stroke speed X when the stroke is large, effectively preventing excessive suspension stroke. .

The output section of the stroke gain setter 64 described above is connected to the brake switch 65. It is connected in parallel to a sudden acceleration switch 66 and a crosswind switch 67.

The brake switch 65 is normally in the OFF position and cuts off human power from the stroke gain setting device 64, but when it detects that the brake pedal has been operated by the detection signal from the brake switch 45, it becomes the ON position and the stroke gain setting device 64 is turned off. Adjust the manual power from the setting device 64 to the front/rear G gain setting device 68
It is intended to be communicated to Front and rear G gain setting device 68
is to multiply the output of the stroke gain setter 64 transmitted via the brake switch 65 by KBG, and the control gain KBG in the longitudinal G gain setter 68 is multiplied by KBG.
G is a longitudinal acceleration signal G detected from the longitudinal G sensor 44
It is variably set according to X as shown in FIG. That is, until the longitudinal acceleration GX reaches a predetermined value, the control gain K B
G is constant, but when it exceeds a predetermined value, the control gain KBG increases as the longitudinal acceleration Gx increases, and after that, when the longitudinal acceleration Gx exceeds a certain value, the control gain KBG becomes constant again. With this setting, when braking, the longitudinal acceleration GX increases and the stroke speed increases,
The gain for suppressing this is increased, and nose dive during braking is effectively suppressed.

Further, the sudden acceleration switch 66 is normally in the off position, cutting off human power from the stroke gain setting device 64. The switching of the sudden acceleration switch 66 is controlled by the output of the sudden start sudden acceleration determination section 69, and the sudden start sudden acceleration determination section 69 is activated when the throttle opening speed calculated from the detection signal of the sensor 46 is equal to or higher than a predetermined value. At some point, the sudden acceleration switch 66
Outputs a signal that switches the switch to the on position. When the sudden acceleration switch 66 is in the on position, the stroke gain setting device 6
4 is transmitted to the sudden acceleration gain setter 70, and the output of KA
be multiplied. The control gain KA of the sudden acceleration gain setting device 70 is a constant value, and the control amount that suppresses the increase in the stroke speed Ru.

On the other hand, the crosswind switch 67 is normally in the normal position NOR.
The input from the stroke gain setter 64 is transmitted to the steering angular velocity gain setter 71.

The control gain θ in the steering angular velocity gain setter 7■ is determined by a differentiator 72 that differentiates the output signal of the steering angle sensor 42.
As shown in FIG. 8, the steering angular velocity signal 6 obtained from the steering angular velocity signal 6 is variably set. Then, in the steering angular velocity gain setting device 71,
The output of the stroke gain setter 64, which is input manually via the crosswind switch 67, is multiplied by four. That is, until the steering angular velocity 6 reaches a predetermined value, the control gain KI! li is a constant value K. However, when the predetermined value is exceeded, the control gain θ is set to rapidly increase as the steering angular velocity θ increases. As a result, while ensuring ride comfort when the steering speed is low, the control gain for suppressing a large increase in stroke speed during sudden steering increases, thereby improving stability when the vehicle turns.

By the way, the switching of the crosswind switch 67 is performed by the crosswind determination section 7;
is controlled by the output of The crosswind determination section 73 executes control as shown in the flowchart shown in FIG. 9 based on the outputs of the lateral G sensor 41 and the steering angle sensor 42. That is, when the lateral acceleration G output from the lateral G sensor 41 is 0.15 g or more and the steering angle θ of the steering wheel output from the steering angle sensor 42 is 10" or less, the vehicle is not substantially being steered. However, since lateral G is occurring despite this, it is determined that the vehicle is being affected by a crosswind or road surface disturbance, and the crosswind switch 67 is switched to the stability position STB, but in other cases, it is switched to the normal position NOR described above. Can be switched.

When the crosswind switch 67 is switched to the STB position, the output of the stroke gain setter 64 is transmitted to the crosswind gain setter 74 and multiplied by K5w. The control gain K sw of the crosswind gain setter 74 is the control gain K when the aforementioned steering angular velocity is small.

It is a constant value that is larger (for example, twice), and when traveling straight and is affected by crosswinds or road surface disturbances, the control gain that suppresses the increase in stroke speed increases, Improves vehicle stability against impacts.

The aforementioned front and rear G gain setter 68. Rapid acceleration gain setting device 7
0. Steering angular velocity gain setter 71. and each output of the crosswind gain setting device 74 is manually added to an adder 75,
An overall control amount for each wheel is calculated to suppress a large increase in stroke speed. The output of this adder 75 is then output to the adder 57 described above.

According to the above embodiment, the control gain for suppressing an increase in stroke speed X is variably set according to stroke speed X, vehicle speed V, and stroke X, and is efficiently controlled during braking and sudden acceleration. Since the gain increases, it is possible to appropriately control the vibration damping properties of the vehicle and achieve both ride comfort and stability.

In particular, in the above embodiment, when the steering angular velocity θ is below a predetermined value, the control gain K is constant regardless of the steering angular velocity B.
. using the steering angular velocity 6. The control gain is set to increase as the steering angular velocity θ increases when the stroke speed exceeds a predetermined value.The control gain to suppress the increase in the stroke speed It rises efficiently during sudden steering. Therefore, while ensuring good ride comfort during gentle steering or straight-ahead driving, the vibration damping performance can be effectively increased during sudden steering, and the vehicle body posture can be efficiently stabilized.

Furthermore, when traveling substantially straight and being affected by crosswinds or road surface disturbances, the normal control gain K is applied. By using a larger control gain K sw , there is an advantage that disturbances in the vehicle body posture due to the effects of crosswinds, road surface disturbances, etc. can be effectively suppressed without sacrificing ride comfort during normal driving.

FIG. 10 shows another embodiment of the present invention, which is used in place of the control map shown in FIG. 8 regarding the content of the steering angular velocity gain setter 71 shown in FIG.

That is, in the flowchart of FIG. 10, after the flag is set to 0 in step S1 as an initial setting, in a state where the normal state in which the steering angular velocity θ is smaller than a predetermined value continues, steps are performed from step S2 through step S3. Proceeding to S4, the control gain is set to K shown in FIG. is set to In addition, when the steering angular velocity 6 is a predetermined value or more and a sudden steering is performed, the process proceeds from step S2 to step S7 via steps S5 and 6, and the control gain is set to K as described above. , Ksw is set to a constant value greater than . Thereafter, even if the steering angular velocity 6 becomes smaller than a predetermined value, the process proceeds from step S2 to step S3 through step S7, and the control gain is maintained at a constant value until the predetermined time Tc has elapsed.
If the state in which the steering angular velocity - is smaller than the predetermined value continues for longer than the predetermined time Tc, the process advances from step S9 to step SIO to step S4, and the control gain is set to K as described above. It is something to return to.

In this embodiment, when it is detected that the steering angular velocity is equal to or higher than a predetermined value, the steering angular velocity gain setter 7
1 control gain and θ is increased for a predetermined period of time, and as in the above-mentioned embodiment, while ensuring good ride comfort during gentle steering and straight-ahead driving, stability of the vehicle body attitude during sudden steering is maintained. You can improve efficiently.

Note that the present invention is not limited to the above-mentioned embodiments, and in conjunction with changing the control gain corresponding to the steering angular velocity in the steering angular velocity gain setter 71, the skyhook damper control unit 53 similarly changes the control gain. may be changed. Furthermore, it is also possible to change the control map of the steering angular velocity gain setter 71 to another form, or appropriately abolish gain setters other than the steering angular velocity gain setter 71, or add other control gain setters. It is also possible to do so. Furthermore, a sensor that directly detects the steering angular velocity may be used as the steering angular velocity detection means.

In any case, it goes without saying that various modifications can be made without departing from the spirit of the invention.

(Effects of the Invention) As specifically explained above in conjunction with the embodiments, according to the present invention, the stability of the vehicle body posture during sudden steering can be maintained while ensuring good ride comfort during gentle steering and when driving straight. This has the effect of providing an active suspension for a vehicle that can efficiently suppress the vibration.

[Brief explanation of drawings]

FIG. 3 is a schematic diagram of the controller 40; FIGS. 4 to 8 are control gain map diagrams used for stroke change speed; FIG. 9 is a flowchart regarding crosswind determination processing; FIG. 10 is a flowchart regarding gain setting processing in another embodiment. DESCRIPTION OF SYMBOLS 1... Oil pump, 30... Hydraulic actuator 32... Control valve, 40... Controller 41... Lateral G sensor, 42... Steering angle sensor 43
... Vehicle speed sensor 54 ... Stroke damper control section 67 ... Crosswind switch 71 ... Steering angular velocity gain setter 74 ... Crosswind gain setter Applicant Mitsubishi Motors Corporation Vehicle speed V Fig. 5 figure

Claims (1)

[Claims] An actuator is interposed between a vehicle wheel and a vehicle body and is capable of increasing or decreasing a force supporting the vehicle body relative to the wheel, and detects a rate of change in relative displacement in the vertical direction between the wheel and the vehicle body. A displacement speed detection means, a steering angular speed detection means for detecting a steering angular speed of a steering wheel, and an operation of the actuator is controlled in a direction to suppress a change in the displacement amount based on the change speed detected by the displacement speed detection means. A control means for a vehicle, wherein the control means is configured to increase a control gain corresponding to the rate of change when the steering angular velocity detected by the steering angular velocity detection means is high. active suspension