JPH03217306A - Hydraulic type active suspension - Google Patents

Abstract

PURPOSE:To accurately control a fluid pressure to a target value by determining a deviation between a target pressure responding to the running state of a vehicle and a corresponding fluid pressure in an actuator by means of a control means, and correcting and controlling a control current to a pressure regulating means based on the deviation. CONSTITUTION:A hydraulic type active suspension regulates car height by controlling the feed and discharge of working oil to and form working fluid chambers 2FR-2RL of actuators 1FR-1RL located to mating wheels by means of pressure control valves 32, 34, 36, and 38. The pressure control valves 32-38 are controlled by a control means, not shown, by means of a control current corresponding to a target pressure so that a pressure is adjusted to a target value set according to a running state. In this case, in contact of the pressure control valves 32-38, a control current to the pressure control valves 32-38 is corrected and controlled based on a deviation between the target pressure and a working oil pressure detected by pressure sensor 199FR-199RL, and accurate control of the pressure to the target value is effected.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an active suspension for a vehicle such as an automobile, and more particularly to a hydraulic active suspension.

[Prior Art] As one type of active suspension for vehicles such as automobiles, for example, as described in Japanese Patent Application No. 1-94586 jointly filed by the present applicant and another applicant, various A fluid pressure actuator disposed between a wheel and a vehicle body, a pressure adjusting means for adjusting fluid pressure in the actuator according to a control current, a running state detecting means for detecting a running state of the vehicle, and a fluid pressure actuator in the actuator for detecting a running state of the vehicle. A hydraulic active suspension having a control means for controlling a pressure adjusting means with a control current corresponding to a target pressure so that the fluid pressure reaches a target pressure depending on the driving state has already been proposed and is known.

According to such a hydraulic active suspension,
Compared to a passive suspension in which the displacement of the vehicle body is controlled by suspension springs and shock absorbers, the ride comfort of the vehicle and the attitude of the vehicle body can be effectively controlled.

[Problems to be Solved by the Invention] However, the relationship between the control current for the pressure regulating means and its control pressure is not necessarily constant, and there are individual differences between each pressure regulating means, and the components of the pressure regulating means The relationship between the control current and the control pressure may change over time due to aging deterioration, etc., and factors other than the pressure adjustment means,
For example, the characteristics of the pressure regulating means may change due to the intrusion of foreign matter, changes in viscosity due to changes in the temperature of the working fluid, and the like.

Therefore, in the conventional hydraulic active suspension as described above, even if the pressure adjustment means is controlled with a control current corresponding to the target pressure depending on the driving condition, the control pressure does not necessarily reach the target pressure. Vehicle ride comfort control, vehicle body posture control, and especially vehicle height control may not be performed properly.

In view of the above-mentioned problems in conventional active suspensions in which the pressure adjustment means is controlled by a control current corresponding to a target pressure depending on the driving condition, the present invention has been developed so that the fluid pressure in each actuator can be accurately adjusted to the target. An object of the present invention is to provide a hydraulic active suspension that is improved so as to be able to control the ride comfort of a vehicle and the attitude of the vehicle body effectively and appropriately.

[Means for Solving the Problem] According to the present invention, the above-mentioned object is to provide a fluid pressure actuator disposed between each wheel and a vehicle body, and to control the fluid pressure in the actuator according to a control current. pressure adjusting means for adjusting, pressure detecting means for detecting fluid pressure within the actuator, running state detecting means for detecting a running state of the vehicle, and fluid pressure within the actuator being detected by the running state detecting means. and control means for controlling the pressure adjusting means with a control current corresponding to the target pressure so as to obtain a target pressure according to the running state, and the control means controls the fluid pressure in the actuator corresponding to the target pressure. This is achieved by a hydraulic active suspension configured to correctively control the control current for the pressure regulating means based on the deviation from the pressure regulating means.

[Operation of the Invention] According to the above configuration, the control means determines the deviation between the target pressure according to the running state of the vehicle and the fluid pressure in the corresponding actuator, and the control current for the pressure adjustment means is determined based on the deviation. As a result, the fluid pressure in each actuator is feedback-controlled based on the deviation between the target pressure and the actual fluid pressure in the actuator, so the pressure can be adjusted based on the deviation between the target pressure and the fluid pressure in the actuator. Compared to the case where the control current for the means is not corrected, the fluid pressure in each actuator is accurately controlled to the target pressure, and thereby the ride comfort of the vehicle and the attitude of the vehicle body are controlled more effectively and appropriately. .

DESCRIPTION OF THE PREFERRED EMBODIMENTS The invention will be explained in detail below by way of example embodiments with reference to the accompanying figures.

Embodiment FIG. 1 is a schematic diagram showing a fluid circuit of one embodiment of a hydraulic active suspension according to the present invention.

The fluid circuit of the illustrated active suspension includes actuators IFR, which are provided corresponding to the right front wheel, left front wheel, right rear wheel, and left rear wheel of the vehicle, which are not shown in the figure, respectively.
These actuators have working fluid chambers 2PR and 2PL, respectively.
, 2RR, and 2RL.

Further, in the figure, 4 indicates a reserve tank that stores hydraulic oil as a working fluid, and the reserve tank 4 is connected to a suction channel 10 in which a filter 8 for removing foreign matter is provided.
It is connected in communication with the suction side of the pump 6. A drain passage l2 is connected to the pump 6 for collecting the working fluid leaked inside the pump 6 into the reserve tank 4. The pump 6 is rotationally driven by an engine 14, and the rotation speed of the engine 14 is detected by a rotation speed sensor 16.

A high pressure flow path 18 is connected to the discharge side of the pump 6.

A check valve 20 is provided in the middle of the high-pressure flow path 18 to allow only the flow of working fluid from the pump toward each actuator, and between the pump 6 and the check valve 20, the working fluid discharged from the pump is provided. An attenuator 22 is provided to absorb pressure pulsations and reduce pressure changes. The high pressure flow path 18 includes a front wheel high pressure flow path 18F and a rear wheel high pressure flow path 1.
8R is connected to one end, and accumulators 24 and 26 are connected to these high pressure channels, respectively.

Each of these accumulators has a high pressure gas sealed therein so as to absorb pressure pulsations of the working fluid and perform a pressure accumulating function.

Further, one end of the high pressure flow path 18FR for the right front wheel, the high pressure flow path 18FL for the left front wheel, the high pressure flow path 18RR for the right rear wheel, and the high pressure flow path 18RL for the left rear wheel are connected to the high pressure flow paths 18F and 18R, respectively. . High pressure flow path 18PR, 18PL, 1
8RR, 1 There are filters 2 in the middle of 8RL, respectively.
8FR, 2 8FL, 2 8RR, and 2 8RL are provided, and the other ends of these high-pressure channels are pilot-operated 3-port switching control valves 40, 42, and 38, respectively. It is connected to 44 and 46 P boats.

The pressure control valve 32 is connected to the switching control well 40 and the high pressure flow path 18F.
It consists of a flow path 50 that communicates and connects the low pressure flow path 48PR for the right front wheel, and a fixed throttle 52 and a variable throttle 54 provided in the middle of the flow path.

A low pressure flow path 48P}i is connected to the R port of the switching control well 40, and a connection flow path 56 is connected to the A port. The switching control well 40 has a fixed throttle 52 and a variable throttle 5.
It is a spool valve that takes in the pressure Pp in the flow path 50 and the pressure Pa in the connecting flow path 56 between the port 4 and the connecting flow path 56 as pilot pressures, and when the pressure Pp is higher than the pressure Pa, it communicates and connects the ports P and A. Switched to switching position 40a,
When the pressures Pp and Pa are equal to each other, the switch is switched to the switching position 40b where communication of all ports is cut off, and the pressure P
When p is lower than pressure Pa, the switch is switched to a switching position 40c that connects boat R and port A in communication. Further, the variable throttle 54 changes the effective passage cross-sectional area of the throttle by controlling the current supplied to the solenoid 58, and thereby works together with the fixed throttle 52 to create a pressure Pp.
It is designed to change the

Similarly, pressure control valves 34 to 38 are each pressure control valve 32
pilot-operated three-port switching control valves 42, 44, 46 corresponding to the switching control well 40, flow passages 60, 62, 64 corresponding to the flow passage 50, and fixed throttles 66, 68 corresponding to the fixed throttle 52; , 70, and variable apertures 72, 74, and 76 corresponding to the variable aperture 54, and the variable apertures 72 to 76 have solenoids 78, 80, and 82, respectively.

Moreover, the switching control valves 42, 44, 46 are connected to the switching control well 40.
The R port has a low pressure flow path 4 8 FL for the left rear wheel, and a low pressure flow path 4 8 FL for the right rear wheel.
8RR, one end of the low pressure flow path 48RL for the left rear wheel is connected, and the connection flow paths 84, 86, 8 are connected to the A port, respectively.
One end of 8 is connected. In addition, the switching control valves 42 to 4
6 is the pressure Pp in the flow passages 60 to 64 between the corresponding fixed throttle and variable throttle, and the corresponding connection flow passages 84 to 8.
It is a spool valve that takes in the pressure Pa in 8 as a pilot pressure, and when the pressure Pp is higher than the pressure Pa, the switching position 42a, 4 connects port P and port A for communication.
4a, 46a, and when the pressure/forces Pp and Pa are equal to each other, the switching positions 42b, 44b, 46b cut off the communication of all ports, and the pressure Pp
When the pressure is lower than the pressure Pa, the switches are switched to switching positions 42c, 44c, and 46c that connect port R and port A in communication.

As schematically shown in FIG. 1, each actuator I FR, I FL, 1 }? l? , IRL are the working fluid chambers 2PR, 2PL, 2RR, 2, respectively.
Cylinders 106FR, 106FL, 10 defining RL
6RR, 106RL, and pistons 10 8PR, 1 0 8FL, 1 that fit into the corresponding cylinders, respectively.
0 8 RR and 1 0 8 RL, each connected to the vehicle body (not shown in the diagram) through a cylinder, and connected to a suspension arm (not shown in the diagram) at the tip of the piston rod. . Although not shown in the drawings, a suspension spring is elastically mounted between an upper seat fixed to the rod portion of the piston and a lower seat fixed to the cylinder.

Also, the cylinder 106FR, 106 of each actuator
One ends of drain channels 110, 112, 114, and 116 are connected to PL1106RR and PL1106RL. The other ends of the drain channels 110, 112, 114, and 116 are connected to a drain channel 118, which is connected to the reserve tank 4 via a filter 120, thereby preventing leakage from the working fluid chamber. The used working fluid is returned to the reserve tank.

Accumulators 132, 134, 136, and 138 are connected to the working fluid chambers 2PR, 2PL, 2RR, and 2RL via throttles 124, 126, 128, and 130, respectively. Also piston 108PR, 108FL,
1 0 81? ! ? , 108RL has flow paths 140FR, 140PL, 140RR,
140RL is provided. These channels are respectively corresponding channels 56, 84 to 88 and working fluid chamber 2P.
Connect R, 2PL, 2RR, and 2RL, and install filters 14 2PR and 1 4 2PL in the middle, respectively.
, 1 4 2RR, 1 4 2RL. Also, actuators I PR, I FL, I
The vehicle heights XFR, XPLSXRR, and XR of the parts corresponding to each wheel are located close to RR and IRL, respectively.
Vehicle height sensors 144FR, 144FL, 14 that detect L
4RR and 144RL are provided.

Pilot-operated shutoff valves 150, 152, 154, 156 are provided in the middle of the connecting channels 56, 84-88, respectively, and these shutoff valves are connected to the corresponding pressure control valves 40, 42, 44, 46, respectively. High pressure flow path 1 on the more upstream side
When the pressure difference between the pressures in 8FR, 18FL, 18RR, and 18RL and the pressures in drain passages 110, 112, 114, and 116 is below a predetermined value, the valve is maintained in a closed state. In addition, the portions between the corresponding pressure control valves and cutoff valves of the connection channels 56, 84 to 88 are respectively connected to the flow channels 15
8, 160, 162, and 164 communicate with the downstream portion of the variable throttle of the flow path 50, 60, 62, and 64 of the corresponding pressure control valve. Relief valves 166, 168, 170, and 17 are provided in the middle of the flow paths 158 to 164, respectively.
2 are provided, and these relief valves each take in the pressure of the upstream portion of the corresponding flow path 158, 160, 162, 164, that is, the corresponding connection flow path side, as a pilot pressure, and the pilot pressure is When a predetermined value is exceeded, the valve is opened to guide a portion of the working fluid in the corresponding connection flow path to the flow paths 50, 60 to 64.

The cutoff valves 150 to 156 are connected to the high pressure flow path 18PR, respectively.
The valve may be configured to maintain the valve closed state when the pressure difference between the pressure in 18FL, 18RR, and 18RL and the atmospheric pressure is equal to or less than a predetermined value.

The other ends of the low pressure passages 48FR and 48FL are connected to one end of the low pressure passage 48F for the front wheels, and the other ends of the low pressure passages 48RR and 48RL are connected to one end of the low pressure passage 48H for the rear wheels. . The other ends of the low pressure channels 48F and 48H are connected to one end of the low pressure channel 48 in communication. Low pressure channel 48
has an oil cooler 174 in the middle and a filter 1 at the other end.
It is connected to the reserve tank 4 via 76. A portion of the high-pressure flow path 18 between the check valve 20 and the attenuator 22 is connected to the low-pressure flow path 48 through a flow path 178 . A relief valve 180 is provided in the middle of the flow path 178 and is set to a predetermined pressure in advance.

In the illustrated embodiment, the high pressure channel 18R and the low pressure channel 4
8R is a flow path 188 that has a filter 182, a throttle 184, and a normally open electromagnetic on-off valve 186 that can adjust the flow rate.
are connected to each other by. The electromagnetic on-off valve 186 is configured to open the valve and adjust the flow rate of the working fluid passing through the valve by energizing the solenoid 190 and changing the excitation current. Also, high pressure flow path 18R
and the low-pressure flow path 48R are connected to each other by a flow path 194 having a pilot-operated on-off valve 192 in the middle. The on-off valve 192 takes in the pressure on both sides of the throttle 184 as a pilot pressure, and maintains the closed position 192a when there is no differential pressure on both sides of the throttle 184, and when the pressure on the high pressure flow path 18R side with respect to the throttle 184 is high. Valve open position 1
9 2 b l:l: Switchable. Thus, the throttle 184, the electromagnetic on-off valve 186, and the on-off valve 192
cooperate with each other to form the high pressure flow path 181? and low pressure flow path 48R,
Therefore, a bypass valve 196 is configured that selectively connects the high-pressure flow path 18 and the low-pressure flow path 48 to control the flow rate of the working fluid flowing from the high-pressure flow path to the low-pressure flow path.

Further, in the illustrated embodiment, pressure sensors 197 and 198 are provided in the high-pressure flow path 18R and the low-pressure flow path 48H, respectively, and these pressure sensors determine the pressure PS and low pressure of the working fluid in the high-pressure flow path, respectively. The pressure Pd of the working fluid in the flow path is detected. In addition, pressure sensors 19 are provided in the connection channels 56, 84, 86, and 88, respectively.
9PR, 19 9FL, 1 9 9RR, 1 9
9RL is provided, and these pressure sensors control the working fluid chambers 2FR, 2PL, 2RR, 2R, respectively.
The pressure inside L is detected. Furthermore, the temperature T of the working fluid stored in the reserve tank 4 is
A temperature sensor 195 is provided to detect the temperature.

The electromagnetic on-off valve 186 and the pressure control valves 32-38 are controlled by an electric control device 200 shown in FIG. Electrical control device 200 includes a microcomputer 202 .

The microcomputer 202 may have a general configuration as shown in FIG. 2, and includes a central processing unit (CPU) 204 and a read-only memory (ROM) 2.
06, random access memory (RAM) 208,
It has an input port device 210 and an output port device 212, which are connected to each other by a bidirectional common bus 214.

The input port device 210 receives a signal indicating the rotation speed N of the engine 14 from the rotation speed sensor 16, and pressure sensors 197 and 1.
Signals indicating the pressure Ps in the high-pressure flow path and the pressure Pd in the low-pressure flow path from 98, pressure sensors 199FL and 199, respectively.
Working fluid chamber 2PL.FR, 199RL, and 199RR, respectively. Pressure Pi in 2PR, 2RL, 2RR (
i-1, 2, 3, 4), a signal indicating whether the ignition switch is in the on state from the ignition switch (IGSW) 216, and a vehicle height sensor 144F.
L, 144PR, 1 4 4RL, 1 4 4Rl?
Thus, signals indicating the vehicle heights Xi (1-1, 2, 3, 4) of the parts corresponding to the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively, are input.

Input port device 210 also includes a signal indicating vehicle speed V from vehicle speed sensor 234, a signal indicating longitudinal acceleration Ga from longitudinal G (acceleration) sensor 236, and a signal indicating longitudinal acceleration Ga from longitudinal G (acceleration) sensor 238.
A signal indicating the lateral acceleration G1 from the steering angle sensor 240, a signal indicating the steering angle θ from the steering angle sensor 240, and a signal indicating whether the vehicle height control mode set by the vehicle height setting switch 248 is high mode or low mode, respectively. It is now entered.

The input port device 210 appropriately processes the signals input thereto, and processes them based on the program stored in the ROM 206 (according to instructions from the CPU 204).
It is designed to output the processed signal to. ROM
206 stores the control flows shown in FIGS. 3 and 6A to 6D and the maps shown in FIGS. 4, 5, and 7 to 13, and the CPU It is designed to process signals based on flows. Output boat device 2
] 2 outputs a control signal to the electromagnetic on-off valve 186 via the drive circuit 220 according to instructions from the CPU 204, and the drive circuit 22
2 to 228 to the pressure control valves 32 to 38, specifically the solenoids 58 of the variable throttles 54, 72, 74, and 76, respectively.
, 78, 80, and 82, and outputs control signals to the drive circuit 23.
A control signal is output to the display 232 via 0.

The operation of the illustrated embodiment will now be described with reference to the flowchart shown in FIG.

Note that the control flow shown in FIG. 3 is started when the ignition switch 216 is closed. Further, in the flowchart shown in FIG. 3, the flag Fc indicates that the pressure Ps of the working fluid in the high-pressure flow path
This relates to whether or not the pressure has ever exceeded the threshold pressure Pc for completely opening the valve.
The flag Fs indicates that the pressure control valves 32 to 38 have a standby pressure Pbi(i
-1, 2, 3, 4) standby pressure current Ib corresponding to
This relates to whether l(i-1, 2, 3, 4) is set, and 1 indicates that the standby pressure current is set.

First, in step 10, a main relay (not shown in the figure) is turned on, and then in step 2
Go to 0.

In step 20, the contents stored in the RAM 208 are cleared and all flags are reset to 0, and the process then proceeds to step 30.

In step 30, a signal indicating the rotation speed N of the engine 14 detected by the rotation speed sensor 16, a signal indicating the rotation speed N of the engine 14 detected by the rotation speed sensor 16,
Signal indicating the pressure Ps in the high pressure flow path detected by 98, pressure sensor 199FL, 199FR, 199R
Working fluid chamber 2P detected by L, 199RR
A signal indicating the pressure PI in L, 2PR, 2RL, 2RR, a signal indicating whether the ignition switch 216 is in the on state, vehicle height sensor 1 4 4 PL, 144
Vehicle height X detected by FR, 144RL, 144RR
i, a signal indicating the vehicle speed V detected by the vehicle speed sensor 234, a signal indicating the longitudinal acceleration Ga detected by the longitudinal G sensor 236, a signal indicating the lateral acceleration G1 detected by the lateral G sensor 238, a steering angle. A signal indicating the steering angle θ detected by the sensor 240 and a signal indicating whether the mode set by the vehicle height setting switch 248 is high mode or low mode are read, and then the process proceeds to step 40.

In step 40, it is determined whether or not the ignition switch is in the off state, and when it is determined that the ignition switch is in the off state, the process proceeds to step 200, and a check is made to determine that the ignition switch is in the on state. When the determination has been made, the process advances to step 50.

In step 50, it is determined whether or not the engine is being operated by determining whether the engine rotation speed N detected by the rotation speed sensor 16 and read in step 30 exceeds a predetermined value. is carried out, and when it is determined that the engine is not being operated, the process proceeds to step 9o, and when it is determined that the engine is being operated, the process proceeds to step 60.

Note that whether or not the engine is being operated may be determined by determining whether or not the generated voltage of a generator (not shown in the drawings) driven by the engine is equal to or higher than a predetermined value.

In step 60, from the time when the engine operation is started, in step 150, which will be described later, the pressure control valves 32 to 3 are
A timer is started for a time Ts until the standby pressure Pbi of 8 is set, after which step 70 is entered. In this case, if the timer Ts has already been activated, the timer continues counting.

In step 70, the current 1b applied to the solenoid 190 of the electromagnetic on-off valve 186 of the bypass valve 196 is RO
Based on the map corresponding to the graph shown in FIG. 4 stored in M206, calculation is performed according to Ib-1b+ΔIbs, and the process then proceeds to step 80.

In step 80, the current calculated in step 70! By energizing the solenoid 190 of the electromagnetic on-off valve 186, the bypass valve 196 is driven in the closing direction, and the process then proceeds to step 9o.

In step 90, the pressure Ps in the high-pressure channel reaches a threshold value Pc. It is determined whether or not Ps≧Pc
If it is determined that Ps≧pc is not the case, the process proceeds to step 120, and if it is determined that Ps≧pc, the process proceeds to step]00.

In step 100, flag Fc is set to 1, and then the process proceeds to step 110.

In step 110, in order to control the ride comfort of the vehicle and the posture of the vehicle body, in step 30, as will be explained in detail later with reference to FIGS. 6A to 6D and FIGS. 7 to 13. By performing active calculations based on various signals read in, the variable throttle 5 of each pressure control valve
The current Iff to be energized to the solenoids 58, 78, 80, 82 of 4, 72 to 76 is calculated, and then step 1
Proceed to 70.

In step 120, it is determined whether the flag Fc is 1 or not, and it is determined that it is Fc -1, that is, the pressure Ps of the working fluid in the high pressure flow path has exceeded the threshold pressure Pc. When it is determined that the pressure has become lower than this, the process proceeds to step 110, and it is determined that the pressure is not Fc-1, that is, it is determined that the pressure PS has never exceeded the threshold pressure Pc. If the process has been performed, the process advances to step 130.

In step 130, it is determined whether the flag Fs is 1 or not, and when it is determined that it is Fs -1, the process proceeds to step 170, and it is determined that it is not Fs -1. If the process has been performed, the process advances to step 140.

In step 140, it is determined whether or not the time Ts has elapsed, and when it is determined that the time Ts has not elapsed, the process proceeds to step 170, and it is determined that the time Ts has elapsed. If the process has been performed, the process advances to step 150.

In step 150, the operation of the Ts timer is stopped, and the pressure Pi read in step 30 is stored in the RAM 208 as a standby pressure Pbi, and the pressure shown in FIG. Based on the map corresponding to the graph shown in FIG. Fluid chamber 2PL, 2PR, 2R
Variable restrictors 72 of pressure control valves 34, 32, 38, 36 to provide a pressure substantially equal to pressure P1 in L, 2RR.
, 54, 76, 74 solenoids 78, 58, 82, 8
The current Ibi (i-1, 2, 3, 4) to be energized to 0 is calculated, and then the process proceeds to step 160.

In step 160, the flag Fs is set to 1, and the process then proceeds to step 170.

In step 170, it is determined whether the current Ib calculated in step 70 is greater than or equal to the reference value 1bo, and when it is determined that Ib≧lbo is not satisfied, the process returns to step 30. , ■ When it is determined that b≧Ibo, the process proceeds to step 180.

In step 180, it is determined whether the pressure Ps of the working fluid in the high pressure flow path read in step 30 is equal to or higher than the reference value Pso, and it is determined whether Ps≧Pso is not satisfied. When the error occurs, return to step 30 and Ps
When it is determined that it is Pso, step 19
Go to 0.

In step 190, the current Ibj calculated in step 150 or the current Ift calculated in step 110 is applied to the variable throttle solenoid 58 of each pressure control valve.
78 to 82, each pressure control valve is driven and its control pressure is controlled, and then step 30
Steps 30 to 190 described above are repeated.

In step 200, the bypass valve 1 is stopped by stopping the power supply to the solenoid 190 of the electromagnetic on-off valve 186.
96 is opened, and the process then proceeds to step 210.

In step 210, the main relay is turned off, thereby ending the control flow shown in FIG. 3 and stopping power supply to the electric control device 200 shown in FIG. .

Claims (1)

[Claims] a fluid pressure actuator disposed between each wheel and the vehicle body; a pressure adjustment means for adjusting the fluid pressure in the actuator according to a control current; and a pressure detection means for detecting the fluid pressure in the actuator; a driving state detecting means for detecting a traveling state of the vehicle; and a driving state detecting means for detecting the driving state of the vehicle; control means for controlling a pressure adjustment means, the control means configured to correct and control a control current for the pressure adjustment means based on a deviation between the target pressure and a corresponding fluid pressure in the actuator. Pressure active suspension.